FRIDAY, November 6, 2026
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FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Drivers told to park up trucks as logging ends GREENFREIGHT has told drivers to park their trucks and issued redundancy notices, telling employees the loss of a major logging contract had prompted its decision to cease logging operations. The move comes a month after the Wodonga-based company announced the sale of most of its highway business to an undisclosed national carrier. The family business founded in 1973 cited rising fuel costs, January’s fires, pressure on freight rates and softer demand for the divestiture. At the time, it said it would continue operating and concentrate on specialist transport services. In correspondence obtained by Big Rigs last month, General Manager Chris Jones said Greenfreight had been informed that primary customer HVP would cease its Northern Region contract, with service
requirements progressively reducing during a temporary wind-down period. Jones said those requirements had now reduced to the point that Greenfreight had decided to cease trading across all its logging entities. A separate redundancy letter dated October 20 says directors have decided to take formal steps to place Greenfreight Services Pty Ltd, Greenfreight Logging Pty Ltd and Greenfreight Logging NSW Pty Ltd into liquidation. The letter said a liquidator had not yet been confirmed, but an appointment was expected before the close of business that week. A Greenfreight driver told Big Rigs he was unloading on Monday, October 19, when he received a call telling him to return his truck and remove his belongings.
“Come back, clean all your stuff out of the truck,” the truckie said he was told. The veteran driver said the call left him uncertain about the company’s position. “And I said, so what are we in? Receivership, administration?” The driver said there was no further information on Tuesday before an email arrived at about 10am on Wednesday advising of the redundancies. “As a result, Greenfreight has made the difficult decision that your position is no longer required and has been made redundant,” Jones wrote in the email. Jones said employees’ entitlements were being calculated and details would be forwarded when complete. The total number of employees affected has not been confirmed. At issue deadline, Jones had
Drivers said Greenfreight had decided to cease trading across all its logging entities. Image: Greenfreight/Facebook
not responded to calls and an email seeking comment. The truckie who spoke to Big Rigs estimated the logging operation had 10 or 12 trucks in Colac and another five or six in Mount Gambier. He said drivers had under-
stood the logging operation would continue after Greenfreight sold most of its general freight business. The amount of work also gave him reason to believe his position was secure. “We were quite busy,” he said.
Breaches prompt warning on OSOM loads THE National Heavy Vehicle Regulator (NHVR) said operators are continuing to breach oversize and overmass (OSOM) requirements in Central Queensland despite recent compliance activity. An NHVR spokesperson said officers were still finding operators failing to comply with permit, mass and dimension requirements in the region. The regulator warned that
unsuitable loads travelling over vulnerable infrastructure could have consequences extending well beyond the operator involved. The NHVR said the continuing breaches reinforced the importance of operators and drivers checking the conditions attached to every OSOM permit. Those checks should cover approved routes, axle spacing, mass limits, travel times,
speeds and any third-party approvals, the NHVR said. NHVR Director Northern Region Kelli Ready said operators needed to understand that permit conditions served an important safety purpose. “We know some operators or drivers choose the most direct route, but we are urging them to check the permit conditions associated with each trip because conditions can change day
by day,” Ready said. Ready said obtaining a permit for a road outside a gazetted network allowed the road manager to assess whether the vehicle could safely use it. Contravening an existing permit condition carries a maximum individual penalty of $8480, or up to $42,400 for a company or body corporate, the spokesperson said. Severe dimension breaches involving operation without
the necessary exemption can attract a maximum individual penalty of $14,120. For severe mass breaches, the maximum individual penalty can reach $14,120, plus an additional penalty of up to $28,230 for overloading above 120 per cent. The spokesperson said company, business or body corporate maximums could be five times the applicable individual penalty.
NEWS 3
BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
Shearer demands answers on work diary warnings BY JAMES GRAHAM
TRUCKIES who accurately record their working day could be receiving threatening warnings because the regulator is misreading delays beyond their control, claims SA trucking boss Steve Shearer. The Executive Officer of the South Australian Trucking Association wants the National Heavy Vehicle Regulator (NHVR) to explain how it distinguishes genuine interruptions from suspected work diary manipulation before sending operators what the regulator calls nudge letters. He says the letters raise the prospect of substantial penalties without adequately investigating why a driver might record a short period of work between two rest breaks. At the centre of the dispute is a pattern Shearer says is common: a driver completes a qualifying sleep break, starts work, then encounters a delay that results in another break before the journey continues. That interruption could involve freight not being ready, a customer delaying loading, or a mechanical problem discovered during a pre-trip inspection.
Shearer alleges the NHVR is treating those patterns as potentially contrived entries designed to bring forward the start of a driver’s relevant 24hour counting period. “Sometimes they might be right about that, but they’re totally ignoring a myriad of reasons as to why that might occur,” he told Big Rigs. According to Shearer, the letters – a hot topic of conversation among attendees at SARTA’s recent annual conference – follow scrutiny of work diaries obtained through notices to produce after the camera network identifies possible breaches. A redacted sample supplied to Big Rigs says the regulator identified a “potential fatigue risk” through its National Camera Network and assessment of a driver’s diary pages. The letter identifies 14 hours of work between 3.30am on April 30 and 3.30am on May 1. It then says that, if an initial 30 minutes of work were not counted, the 24-hour period would have started at 6am and contained 16 hours of work. The letter describes the pattern as an “anomaly” that
Of 15 drivers intercepted in a targeted operation, 14 were found to have made false or misleading work diary entries. Image: NHVR
could indicate a higher fatigue risk. It does not establish that the initial work entry was false. For Shearer, that distinction is crucial. He says a driver might legally position a truck near a customer’s depot, complete a sleep break, then drive to the premises at the appointed time. If the freight is not ready, the driver may take another break before loading and continuing. Another example, he said, involved a braking system problem discovered before departure, leaving the driver waiting while repairs were undertaken. The initial work still happened and had to be recorded, he argues. “What practices? I’m sending my truck to my client’s depot at the time the client said they want the damn truck,” Shearer said. “If I don’t do that, I lose the work.” The sample letter says the operator had previously been contacted about similar anomalies and that they continued to appear in drivers’ records. It outlines possible escalation, including additional information requests, increased targeting of vehicles and drivers, infringement actions and focused investigations into company operations. It also warns that potential safety and compliance breaches may attract significant penalties, including court-imposed penalties, particularly after the regulator has drawn attention to the issue. Shearer says the regulator should first establish whether the recorded work was genuine. He acknowledges that diary manipulation can occur but rejects any assumption that every interrupted start is
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evidence of falsification. The letter also tells the operator to strongly consider ceasing practices producing the “anomalies” and suggests implementing or refining a Safety Management System (SMS). Shearer says operators contacting him have interpreted that wording as pressure to adopt a formal system. “Operators who’ve rang me about these letters have understood it as the NHVR saying they have to do an SMS, even though the letter doesn’t say you have to,” he said. “It is outrageous and they are adding to the psychosocial stress of drivers and operators.” He questions how a system within a transport business could prevent a customer from being unprepared. “All they can control is what’s within their own business,” he said. “They can’t control the behaviour of the client or the failures that occur now and again.” He said he first received one of the nudge letters from an operator earlier this year and had raised his concerns with the NHVR several times. Shearer said he now wants answers about what inquiries precede the letters, how legitimate disruptions are assessed, and why operators face warnings about substantial penalties before the disputed entries have been established as false. An NHVR spokesperson told Big Rigs the focus is on improving safety outcomes, supporting operators to meet their obligations and taking fair and proportionate regulatory action where the evidence warrants it. “The NHVR relies on an initial intelligence-led approach before issuing educational
SARTA Executive Officer Steve Shearer says the letters are adding unnecessary stress for operators and their drivers. Image: SARTA
nudge letters and the work diary is just one of a number of resources they use,” said an NHVR spokesperson. “Letters are issued where the assessment identifies an apparent anomaly, including patterns where a short period of recorded work followed by a long rest break may have enabled additional work time.” The spokesperson said these letters are “educational interventions”, not penalties or formal findings of a breach. “They explain the concern identified and give operators an opportunity to engage with the NHVR, clarify the circumstances and provide relevant information. “The NHVR recognises loading delays, mechanical issues and other operational circumstances can affect work and rest patterns.” The NHVR said the focus is on suspected diary manipulation that could conceal additional work and result in significant fatigue breaches, not on disregarding genuine work without supporting evidence. A spokesperson said the importance of this work was demonstrated by a targeted operation involving four operators whose drivers were persistently using the short recall-to-duty provision following a long rest break.
Of 15 drivers intercepted, 14 were found to have made false or misleading work diary entries. Investigators identified 77 false or misleading entries and 67 fatigue-related offences, including 19 critical fatigue breaches. A total of 140 charges were referred for prosecution. “These findings indicate a serious pattern of non-compliance involving the misuse of recall-to-duty provisions and the falsification of work diary records.” Shearer countered by adding that the NHVR needs to revise its process to ensure that those nudge letters are not sent on a probability basis that drivers or operators are getting it wrong, or that they may be using practices that result in an anomaly. “The test here is that operators and drivers do feel threatened and pressured by the letters and its unnecessary, unreasonable and utterly avoidable if the NHVR would just do its work more thoroughly,” Shearer said. The NHVR spokesperson added that accreditation under the Heavy Vehicle Accreditation scheme is currently the only circumstance in which an operator is required to have an SMS as a condition of accreditation.
4 NEWS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
NHVR records $35m deficit as costs climb
THE National Heavy Vehicle Regulator (NHVR) has reported a $35.45 million annual deficit, comprising of operational shortfall of $8.2 million and $27.2 million in project spending. The NHVR’s newly released 2025–26 annual report shows total income reached $281.86 million, up from $261.41 million the previous year, but expenses climbed to $317.31 million. It says the operational shortfall was primarily driven by increased employee costs following new enterprise agreements. Employee and related expenses rose $20.62 million, or 12.7 per cent, to $182.60 million. The NHVR employed 1043 staff at June 30, with supplementary labour taking its total workforce to 1082, according
The 76-page report disclosed a $35.45 million deficit. Image: NHVR
to the report. The regulator said the result was $1.5 million better than budget and consistent with its three-year plan. Project spending included aligning systems and processes with changes to the Heavy Vehicle National Law and modernising legacy compliance and enforcement systems. The regulatory component of heavy vehicle registration charges remained the NHVR’s main income source, delivering $197.76 million, up 2.2 per cent. Despite the loss, the regulator said it remains in a sound financial position, with $70.55 million in net assets and $64.13 million in cash at June 30. However, cash holdings fell from $99.55 million a year earlier. The NHVR said it is targeting operational breakeven in 2026–27, with more than 5 per cent in cost savings identified from its previous plan. It warns that approved 2027– 28 fee increases were below expectations in its corporate plan, increasing the risk to longer-term investment in strategic projects. Looking forward, the NHVR said it plans to work with the National Transport Commission to “deliver a sustainable funding model” with fee increases aligned to approved corporate plans. Chief Executive Officer Nicole Rosie said engagement
with drivers, operators and industry groups had delivered a consistent message. “While operating conditions vary across jurisdictions and sectors, the message has been remarkably consistent: industry expects unsafe operators to be held accountable, while businesses doing the right thing should not be disadvantaged,” Rosie said. The 76-page report also highlighted the gap between the NHVR’s own permit processing performance and the total time operators wait for applications to be completed. Average NHVR processing time improved from 1.42 days to 0.97 days. But average end-to-end turnaround increased from 11.55 days to 13.18 days – about 14 per cent longer. Applications received rose to 217,594, compared with 196,629 the previous year, including applications generated for multi-route renewals. State road manager consents received after 28 days increased from 6860 to 12,144. Local government consents received after that period rose from 4358 to 5474. For those overdue responses, average turnaround was 45.66 days for state road managers and 50 days for councils. The NHVR reports progress in expanding access without individual permits, with its national gazetted network measure increasing 21 per cent.
Preparations continued for integration with the National Automated Access Assessment System, although further development of its Intelligent Route Planner was paused. Other points of note included supply-chain prosecutions had increased from 12 to 35. The NHVR said it strengthened its focus on upstream chain of responsibility duty holders and expanded improvement notices beyond traditional operator groups, including to labour hire companies. Rosie said enforcement was being directed towards those posing the greatest risk. “Rather than applying a broad increase in enforcement activity, we are directing our efforts where they will have the greatest impact,” she said. The regulator also reports that 95 per cent of operators it classified as highest risk were under active investigation by the end of the financial year. Investigations increasingly involved entry and searches of premises, with operators potentially directed to present their entire fleet, or selected vehicles, for inspection. Rosie said accountability could extend beyond a business. “In some circumstances, accountability may extend beyond companies to individual directors where obligations are deliberately avoided through corporate structures or busi-
Practical advice was provided during 37,608 intercepts. Image: NHVR
ness arrangements,” she said. Across participating jurisdictions, officers conducted 164,184 on-road intercepts, excluding Heavy Vehicle Inspection Scheme and Programmed Vehicle Inspections. Practical advice was provided during 37,608 intercepts. Rosie also flagged increased attention to sham contracting. “We have also strengthened our focus on sham contracting arrangements and practices that may undermine safety, accountability and chain of responsibility obligations,” she said. The report also flagged that the national heavy vehicle fleet’s average age increased from 15.68 years to 15.76 years, missing the NHVR’s 15.38-year target. The regulator suggests rising fuel and operating costs, alongside reduced capital spending after earlier accelerated replacement, are likely contributing factors.
Meanwhile, Performance Based Standards vehicles were estimated to perform more than 33 per cent of the road freight task, measured in tonne-kilometres, compared with 27.46 per cent a year earlier. The regulator modelled annual fuel savings of about 372.7 million litres compared with conventional vehicles performing the same task. The report notes changes to the modelling methodology used to estimate both the PBS freight share and fuel savings. Rosie also acknowledged the broader commercial pressures confronting operators. “We recognise that maintaining a safe and productive industry requires more than regulation alone. “It requires collaboration and a shared commitment to addressing the practical challenges confronting businesses and drivers.”
NEWS 5
BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
New heavy haulage association targets permit reform BY JAMES GRAHAM
A NEW national association for Australia’s heavy haulage sector officially launched in Melbourne last month, with permit delays and soaring rail crossing costs topping its immediate agenda. The Australian Heavy Haulage Association (AHHA) held its launch and member forum at Mantra Melbourne Epping on October 23, bringing together operators, industry leaders and stakeholders. Australian Trucking Association CEO Mathew Munro officially launched the association, welcoming it as a boost to the profile of a small but
significant transport sector. President Nick Simpson, who is also the Project Manager at Patlin Heavy Haulage, says the association is overdue, arguing that operators moving Australia’s largest and most challenging loads need dedicated representation to tackle problems specific to their sector. While the broader trucking industry understands conventional freight combinations, Simpson says heavy haulage involves specialised equipment and operating requirements that are often poorly understood outside the businesses doing the work. “Basically, the easiest way to
explain it is we are the dark art of transport,” Simpson told Big Rigs. “Nobody understands truly what we do.” AHHA says it will advocate for operators transporting oversize and overmass loads, seeking fewer regulatory and operational barriers while improving industry capability, safety and professional standards. For Simpson, the immediate priority is a permit system that gives operators greater certainty about when they can move equipment. Checking his permit case tracker during the interview, he said applications in the sys-
Back row: AHHA committee members Chris Loose and Jeff Fenech, Treasurer Tom Thompson and committee member Joe Papaluca. Front row: Secretary Richard Calver, Vice President Kelsey Belton-Smith, President Nick Simpson and ATA CEO Mathew Munro. Image: AHHA
tem ranged in age from one day to 481 days. He argued that escalating applications had become a routine part of getting work moving, rather than an exceptional step. “So now everyone’s waiting 28 days, but the only way to get something done is to get it escalated,” he said. “So, the escalation process has now become the new normal.” Simpson wants consideration of a three-tier permit system, allowing operators to pay more for faster processing when customers need equipment urgently. Under his proposal, a premium tier could deliver a permit within 48 hours, a second tier within seven days, while a standard application would remain available for work planned further ahead. He suggested the additional revenue could help fund regulatory resources and compensate road managers for the extra work involved. Simpson said the commercial consequences of delays extend beyond the transport operator to customers whose machinery cannot reach a job. He gave a hypothetical example of an excavator capable of earning $10,000 a day sitting idle for 28 days while awaiting movement approval. In that situation, he argued, paying a premium for a quicker permit could make commercial sense. However, faster road access permits would ad-
dress only part of the problem. Simpson also wants third-party approvals better integrated into the National Heavy Vehicle Regulator’s application process, reducing the need for operators to separately approach rail and electricity infrastructure owners. His preferred model would allow an operator to request those approvals through the same portal, with application and route information automatically forwarded to the relevant organisations. “You’re applying for a permit. The permit should cover everything, not just one thing, but everything,” he said. Rail crossings are another major concern, with Simpson saying the cost of arranging some movements can reach $20,000 to $30,000. He wants scrutiny of those costs and the requirements imposed on operators. The association’s national structure is intended to bring together people familiar with different state systems, rather than assuming one operator’s experience captures every jurisdiction. Simpson said the first steps would involve opening discussions with the regulator and building relationships with organisations that can help resolve the sector’s problems. Longer term, he would like to see a heavy haulage accreditation system to improve safety and recognise the knowledge required to undertake the work.
“We all agree that we’re over-regulated, and one of the solutions is to develop a green-tick-style system where we’re audited in the depot in our own time rather than out on the road by the NHVR on the customers’ time,” Simpson said. Alongside Simpson, AHHA’s committee comprises Vice President Kelsey BeltonSmith, Secretary Richard Calver, Treasurer Tom Thompson, and committee members Chris Loose, Joe Papaluca and Jodie Broadbent. Membership is open to businesses operating heavy haulage vehicles in Australia and businesses providing services to those operators or the association. Joining fees, which include the first membership year or part thereof, are $1000 excluding GST for operators with fewer than 10 employees and $2000 excluding GST for those with 10 or more. Annual operator membership is $500 excluding GST. Service members pay a $50 joining fee and $50 annually, both excluding GST. For Simpson, the aim is practical improvement for businesses investing heavily in specialised equipment, with combinations costing $1.5 million to $2 million. “This is what this association is all about,” he said. “We’re here to try and improve the industry for the operators.”
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6 NEWS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Game-changer in livestock driver training
LIVESTOCK truckies have a new nationally recognised training pathway designed to strengthen specialist skills, improve animal welfare and give operators greater confidence in the drivers moving their stock. Skills ministers endorsed the TLISS00242 Livestock Transport Driver Skill Set on October 12 as part of Release 17.0 of the Transport and Logistics Training Package. Developed by Industry Skills Australia (ISA) with the Australian Livestock and Rural Transporters Association (ALRTA), alongside state partners and key stakeholders, the skill set brings together the competencies needed for livestock transport in one training product. It is designed for both new
and existing livestock transport drivers, covering safe animal handling and transport alongside heavy vehicle safety. The four units cover basic livestock handling, caring for livestock in transit, applying low-risk heavy vehicle driving behaviours and following work health and safety procedures. In practical terms, it is a focused package of specialist training that drivers can undertake as part of their development within the driving operations training pathway. ALRTA President Gerard Johnson said the outcome recognised the specialist capabilities required to transport livestock safely and responsibly. “Livestock transport demands skilled drivers, capa-
ble stock handlers and sound judgement. Our people make decisions every day that affect animal welfare, road safety and the reliability of Australia’s food supply,” Johnson said. “This is a significant step in the professionalisation of our industry. It gives employers and drivers a clearer training benchmark and helps give the skills of livestock transporters the recognition they deserve.” The Queensland Trucking Association (QTA) paid tribute to Athol Carter, Frasers Livestock’s Central Queensland Region Manager and QTA Director, who was instrumental in getting the first training program pilot off the ground in 2022 with support from Goondiwindi Regional Council, Senator Susan McDonald
The new skill set is designed for both new and existing livestock transport drivers. Image: electra kay-smith/stock.adobe.com
and Frasers Livestock Transport. “It is now really great news to hear that a new TLISS00242 Livestock Transport Driver Skill Set has been approved,” said the QTA in a member update. “This means that there is a benchmark for a nationally consistent training course based on industry best practice. “Well done to the industry people who participated, and Industry Skills Australia to get this approved. QTA welcomes this recognition of the skills livestock transport drivers need every day. “A consistent training foundation will help employers develop their people, support new entrants and strengthen safe livestock transport practices across the country.” The Livestock & Rural Transporters Association of Victoria (LRTAV) was also quick to celebrate the news with its Facebook followers, calling it an important first step towards nationally consistent training that recognises the specialist skills the sector’s drivers need. “For our industry, this means a clearer training pathway to support new entrants, develop drivers’ skills and help employers build capable, confident teams,” said the LRTAV, which contributed practical industry knowledge through the technical committee.
“Thank you to ALRTA, our fellow state associations, Industry Skills Australia and the industry experts who contributed to this milestone. “Investing in our drivers is investing in the future of livestock transport.” The revised Care for livestock in transit unit strengthens coverage of animal welfare and biosecurity obligations, with changes addressing stock handling, loading and unloading, risk control and transport documentation. For operators, the package provides a clearer benchmark for developing and checking the specialist capabilities their drivers need. It also aligns with the Australian Animal Welfare Standards and Guidelines for land transport of livestock and the NHVR’s regulatory advice for livestock transport. Regional differences were an important consideration during consultation, including feedback from Northern Territory operators. Implementation guidance was developed to help training reflect the different conditions in which livestock transport occurs. ISA’s submission also explains that the driving unit can be delivered to address regional conditions, including unsealed roads, helping connect the training to the work drivers actually perform.
ISA is planning a second phase with industry that may include developing training and assessment resources, exploring flexible delivery methods for remote areas and building providers’ capacity. It also said registered training organisations delivering livestock transport training will need to update their training and assessment resources to align with the new Skill Set and associated training products. Johnson congratulated ISA, the ALRTA’s Technical Committee, participating training organisations and industry contributors, and acknowledged the contribution of Anthony Boyle, Athol Carter, Lauren Hamilton, Alina Hawkins and Benno Sutherland. “ALRTA helped get this initiative underway, but reaching this point has been a collective effort,” he said. “Our members and industry representatives contributed their time, experience and practical knowledge to help make the training relevant to the work. We thank everyone who helped turn an identified industry need into this important outcome. “The next priority is making the training accessible and useful for operators, including those in regional and remote Australia. Endorsement is an important milestone; the lasting benefit will come from putting it into practice.”
Australian-first trailer unit for Wickhams QUEENSL A ND-BA SED Wickham Freight Lines has become the first Australian transport operator to purchase Sunswap Endurance, a fully battery-electric, solar-charged refrigerated trailer unit. It’s been fitted onto a brandnew FTE refrigerated trailer and is the first of its kind in the country. This comes after real-world testing of the unit from Sydney to Brisbane and back again earlier this year. The Sydney to Brisbane run covered 1671km over 32 hours, with 67 per cent battery remaining following the run. Wickham’s decision to purchase the Sunswap Endurance Unit by Protran Solutions came after its own field testing
via a demonstrator trailer, that outlined the technology’s reliability and performance across real-world Australian operating conditions. Graham Keogh, Director at Wickham Freight Lines, said he was pleased with the results. “I put the Sunswap Endurance into the fleet and told the team to stretch it – treat it as a normal unit,” Keogh said. “We were genuinely impressed. I’m a true believer. I love the technology and I’m not a true tech person whatsoever. You can just see that it’s a winner.” “The performance, reliability and operational savings were beyond what we expected.” Keogh said that for a business like Wickham Freight Lines, which runs a large fleet across
Managing Director of Protran Solutions Grant Turner, left, and Director at Wickham Freight Lines Graham Keogh with the Sunswap Endurance Unit. Image: Protran Solutions
the east coast with a heavy focus on refrigerated and cold chain freight, this technology makes real commercial sense. “We’re proud to be the first in Australia to commit to it, and we see this as the beginning of a broader shift in how we
power our fleet.” Grant Turner, Managing Director of Protran Solutions, said the field trial validated everything the team had set out to prove. “Partnering with Wickham Freight Lines to deliver Austra-
lia’s very first Sunswap Endurance Unit is a proud moment for the entire Protran Solutions team,” Turner said. “Wickhams are exactly the kind of forward-thinking, family-driven business that understands the long- term value of investing in sustainable technology. “Their field testing was thorough and demanding – which is precisely what a technology like this deserves. To have them commit to purchase after that process is the strongest possible endorsement. We look forward to supporting them and to growing the Sunswap Endurance fleet right across Australia.” For Wickham Freight Lines, Keogh said the trial results left
no room for hesitation. “We run a serious operation – refrigerated freight, long-distance runs, customers who rely on us to deliver on time and on temperature. Before we put any new technology into our fleet, we test it properly,” he added. “The Sunswap Endurance Unit passed every test we threw at it. The energy savings are real, the cold chain performance is exactly what our customers expect and completing that kind of distance with more than half the battery still in reserve tells you everything about the reliability of this system. “We’re proud to be first in Australia – because we genuinely believe this is where the industry is heading, and we want to lead the way.”
$4.25m remote SA rest area upgrades TWO rest areas with capacity for four triple road trains each are now open in South Australia’s far north, giving truckies more options to pull over and manage fatigue. Major works have finished on a new heavy vehicle rest area beside Spud’s Roadhouse on the Olympic Dam Highway at Pimba, and an upgrade of the Arcoona rest area on the Stuart Highway near Island Lagoon Lookout. The $4.25 million project was funded equally by the federal and South Australian governments under the Heavy Vehicle Rest Area Initiative.
At Arcoona, the works have delivered improved access, a sealed parking area and a new shelter with a picnic table and seating. The new Pimba rest area includes new pavement and improved drainage. Both sites can accommodate four triple road trains at a time, with separate parking for light vehicles. About 950 vehicles, including 330 heavy vehicles, collectively pass the two sites each day. Construction supported 15 local jobs. South Australian Infrastructure and Transport Minister
Joe Szakacs said safe, wellspaced rest areas were essential to reducing fatigue-related crashes and keeping freight moving. “This investment will enable all road users a greater opportunity to take a break, safely manage their fatigue, and get out of their vehicle to stretch their legs,” Szakacs said. The Stuart Highway stretches approximately 2700km between Port Augusta and Darwin, providing a key link for transport, agriculture, mining and tourism between South Australia and the Northern Territory.
Between 2020 and 2024, there were 51 reported crashes on the highway between Tarcoola Road at Glendambo and the Eyre Highway at Port Augusta. Four people died and eight suffered serious injuries. Federal Assistant Minister for Regional Development Anthony Chisholm said the completed works would be welcomed by truck drivers using the remote corridor. “We know that fatigue is one of the most significant contributors to serious incidents involving heavy vehicles,” Chisholm said.
At Arcoona, truckies now have improved access, a sealed parking area and a new shelter with a picnic table and seating. Image: DIT
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8 OPINION
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Building Bridges
EDITOR JAMES GRAHAM
WE had to smile when we heard the boys from Outback Truckers were hitting the stage next year – see full story on page 10. Our cartoonist thought it was worth a good-natured dig too, as you can see on the right. But all jokes aside, why is it left to a TV series to bridge the gap between industry and the general public? Isn’t it time we had a dedicated, national office whose job was to promote all the good things in the industry? Yes, the various associations do wonderful work in this area when they have the time, but there are too many other issues to focus on. We need people whose daily brief is to tell trucking’s story beyond our own circles. Get into schools, put drivers in front of mainstream media and show Australians the people behind the freight they depend on. That takes a budget, a coordinated plan and a commitment to keep at it between the headlines.
What’s hot online Highway hero’s licence fight A VETERAN truck driver who was honoured for pulling a fellow driver from a burning B-double has had his licence revoked due to an eye condition – despite prescribed glasses correcting the problem and allowing him to see clearly. Darren Cooke, 63, is now fighting to get back on the road. “At 63, I’m going to struggle to get another job – I could lose everything over this,” he said. Although his ophthalmologist and optometrist have provided written support for his return to driving, Transport for NSW maintains he
does not meet the commercial medical standards. Online, Darren has been receiving many messages of support. “He could probably drive better than some with his eyes closed,” said Niell Graham. “We need drivers like this to keep working cause there’s no one coming up behind him to replace him.” John Scott said, “Go and get them mate. When will TfNSW listen to specialists. Take them on all the way.” Jim Snelling added, “Give them hell mate. Really hope it all works out for you, see you out there soon.”
Darren Cooke with his Bridgestone Bandag Highway Guardian Award in 2019. Image: ATA
While Melissa Meyers wrote, “Keep fighting, and if for some reason it doesn’t go your way, you know you’ve given it your all.”
95,000 defect notices in 2026 IN the first three quarters of 2026, the National Heavy Vehicle Regulator (NHVR) says 95,632 defect notices have been issued, and 11,015 offences detected. In operational intercepts, only 8.3 per cent of these defects were considered major – with 60.7 per cent minor, and 31.0 per cent self-clearing. And during HVIS/programmed inspections, only 5.6 per cent were major, while 76.9 per cent were minor and 17.5 per cent self-clearing. These numbers have sparked a great deal of debate, with many operators wanting more detail than figures alone.
In Stephen Brennan’s view, “The older inspectors have gone. They would let you fix a mistake plus talk you through your work diary rules if you’re a newer driver or if there was a light or tyre close to replacement they’d give you the heads up.” David Pearce called for more than just numbers. “When are they going to give a breakdown and money raised?” he asked. Fatigue and mass combined have accounted for 63.5 per cent of all offences detected during operational intercepts. But Neville Thompson believes fatigue
shouldn’t only be judged by technicalities of work diary entries of trip times alone. “Being pulled over to be interrogated by the NHVR in itself will bring on despair that looks like fatigue,” he said.
The regulator revealed a startling number of defect notices. Image: NHVR.
WOULD YOU LIKE TO CONTRIBUTE TO READER CORNER? EMAIL US AT EDITOR@BIGRIGS.COM.AU
400 Kenworths for Blenners FAMILY run transport operator Blenners Transport recently achieved the milestone of taking the keys to its 400th new Kenworth. The Queensland based operation, started by Les and Judy Blennerhassett, has grown into the biggest banana, mango, avocado and citrus carrier in Far North Queensland. The new truck is powered by a 625hp Cummins X15 Euro VI Performance engine. It’s based at Tully in Far North Queensland and is one of 31 Kenworth prime movers used to pull road trains of produce on a dedicated run from Tully to
Perth each week. The impressive new truck has been turning heads out on the road – and readers have congratulated the business on achieving their latest milestone. “Congratulations to Blenners Transport on your absolutely stunning looking Kenworth T909. Great family company and they do an amazing job, keep up the good work and keep on trucking,” Nick Harding wrote in response to the Big Rigs story shared on socials. Daniel J Walter commented, “Great work team. Excellent commitment to the industry, customers and
employees! Been very proud to rack up thousands of kilometres in your trucks. Very rewarding feeling!” “Well done Les and Judy congratulations,” added Greg Pearce.
[L-R]: Les and Judy Blennerhassett with their sons Ben and Roger. Image: Brown and Hurley
NSW migration proposal REGIONAL NSW trucking operators struggling to recruit drivers could gain another avenue to fill vacancies under a proposed state migration agreement, with truck drivers included on both occupation lists. The NSW Government is consulting on a state-led Designated Area Migration Agreement (DAMA), designed to help regional employers recruit overseas workers when workforce needs cannot be met locally. However, the proposal has been met with mixed reactions. Daniel Scullin suggested, “Why not train long term
unemployed and introduce more women into the industry and ease NHVR rules and regulations as the price of penalties are ridiculous and forcing people away from the industry!” Harry Breeches added, “Funny how the transport industry’s solution to a driver shortage is to import more drivers rather than address why Australians don’t want the jobs in the first place. Long hours, ordinary conditions, excessive regulation, poor facilities and little incentive for young people to enter the industry. Instead of making trucking an attractive
career, we’re looking overseas for people willing to do it.” Leanne Dyer added: “There wouldn’t be a ‘shortage’ if the NHVR backed off. It’s getting ridiculous, just fines and court appearances even when you have a previously excellent record and it’s a genuine mistake.”
The proposed scheme could help regional fleets. Image: Merrillie/stock.adobe.com
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10 NEWS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
IN BRIEF ‘Leo Wanker’ wins court fight against $825 fine Wind farm delays
Truckies travelling between Newcastle and the NSW Central West can expect delays at multiple roadwork sites as regular wind turbine deliveries add to traffic pressures. Transport for NSW (TfNSW) has warned of possible cumulative delays across the Pacific, New England, Golden and Castlereagh highways, where maintenance and construction work is underway. Five locations carry individual delay warnings of up to 10 minutes, while other sites involve intersection work, mobile traffic management and restrictions affecting oversize and overmass (OSOM) movements.
New Daimler CEO
Craig Cubitt has been appointed as the new CEO of Daimler Truck Australia Pacific, effective November 1. The announcement was made by Torsten Schmidt, Daimler Truck ISEAA CEO, at Daimler Truck Australia Pacific headquarters in Mulgrave, Victoria. Cubitt has served as the Chief Executive Officer of Daimler Truck Financial Services since 2021 and takes over from long-serving President and CEO, Daniel Whitehead. Cubitt brings over 21 years of experience across the Daimler Truck and Mercedes-Benz group.
Monson Logistics sale
Monson Logistics founder Bruce Monson is preparing to transition into retirement after agreeing to sell the Tasmanian freight business he has built over the past 34 years to Strait Link. The deal, expected to be completed in the coming months, will see Monson Logistics retain its name and operate as a standalone business, with no changes planned for employees, customers or day-to-day operations. Bruce Monson said the timing was right to sell, expressing confidence in a buyer his business has worked alongside for many years. “We’re incredibly proud of what our team has built over the last 34 years,” Monson said. “The time is now right for me to transition to retirement.”
Penske to go private
Penske Automotive Group (PAG), the parent company of Penske Australia & New Zealand, has announced it has entered into a merger agreement. This would see PAG taken private by Motown Acquisition Corp, an entity owned by Penske Corporation and Mitsui. Under the merger agreement, holders of Penske Automotive Group common stock, other than Penske Corporation, Mitsui and the other members of the investor group, will receive $212 per share in cash, putting the value of the company at approximately $16.3 billion. The move would see PAG become a privately held company, with approximately 64 per cent of its ownership to be held by Penske Corporation and 36 per cent to be held by Mitsui.
BY JAMES GRAHAM
L A RG E R-T H A N -L I F E Victorian truckie Glenn Reedman is celebrating his second court win in as many months dressed as his favourite Paul Hogan Show character, Leo Wanker. In September we reported that the boss of Reedman’s Retro Roadways from Merino in south-west Victoria had successfully had a red-light charge quashed while representing himself. Reedman jumped back into his famous orange overalls and captain’s hat again last month to fight an $825 fine for a broken odometer in the Raymond Terrace Local Court. This time he pleaded guilty but successfully requested an order under section 10(1)(a) of the NSW Crimes (Sentencing Procedure) Act and convinced the magistrate to dismiss the charge without conviction. Section 10(1)(a) allows a court to dismiss a proven charge without recording a conviction or imposing a fine. It is not a finding of not guilty, and a guilty plea does not guarantee that result. Reedman argued the fine was excessive given what he regarded as relatively minor fault and his openness with NSW Police Taskforce officers. He also wanted the magistrate to understand how much work went into earning the money to pay it. “I pleaded guilty because I was guilty,” Reedman told Big Rigs.
The captain gets ready for battle in the Raymond Terrace court. Images: Glenn Reedman
The infringement followed a roadside stop at Tullamore in March while Reedman was transporting a wide load to Brisbane in his Iveco PowerStar. He said the odometer had been out of action for about a month. The speedometer was still working. Reedman said he immediately disclosed the problem when handing over his work diary, explaining that he had continued entering the same
odometer reading. “I just put the same reading down every day, so I can’t get charged for falsifying documents,” he said. In his view, repeating the reading reflected the faulty instrument rather than inventing distances the odometer had not recorded. He acknowledged that the mileage was not being recorded properly but questioned whether the fault justified an $825 penalty.
Reedman said the odometer had previously stopped after hitting a bump, then started working again after another. When it stopped on this occasion, it never restarted. He also argued that a broken odometer did not leave him without a way to estimate when the truck needed servicing. Fuel consumption provided another measure, he said: at two kilometres per litre, using 10,000 litres would equate to approximately 20,000 kilometres travelled. His financial argument was equally direct. Reedman told the magistrate his truck would need to gross approximately $4000 to leave him with enough money to pay the $825 from after-tax earnings. “If I don’t have to pay the fine, I can have a few days off,” he said. Rather than contest whether the offence occurred, Reedman asked the court to exercise its discretion over the outcome. “I had a fantastic result. Exactly what I was expecting,” he said. Reedman described the magistrate as compassionate, although he acknowledged his relaxed attitude towards the faulty odometer initially attracted scrutiny. “He was a little bit sort of taken back by my blasé attitude,” Reedman said. As for his bold choice of court attire, Reedman doubts the magistrate would have
seen the words Leo Wanker on the back of his overalls until he turned around to walk out of the court. But he’s adamant he won’t change his unique approach in the court room anytime soon, despite the risk of it being taken as flippant or disrespectful. “People are taking a lot of notice about what I’m doing because of it – I’ve been fighting the authorities for over 20 years.” He also hopes his experiences encourage other drivers to consider having their day in court, rather than copping the fine on the chin and soldiering on. “If it inspires other people to fight these stupid little fines that we get, or stupid big ones, then I think it’s going to make a better industry for all.”
Reedman said his court attire drew plenty of admirers on the day.
Outback Truckers swap road for theatre stage
FOR the first time, the team behind hit television series Outback Truckers will bring Steve Grahame, Glenn ‘Yogi’ Kendall and Paul ‘Sludge’ Andrews together, live on stage. There will be two shows, on Saturday April 3, 2027 in Perth and Sunday April 4, 2027 in Mandurah. After years spent on Australia’s toughest roads, taking on the biggest loads and most unforgiving conditions, the veteran truckies are coming together to share stories from their many years on the road – including the challenges, sacrifices, characters and moments that have helped to shape them. Audiences can get involved and ask their own questions to the trucking trio, while big-screen imagery, theatrical lighting and a powerful soundscape bring the scale and atmosphere of the Australian outback into the theatre. Speaking to Big Rigs about the live shows, 75-year-old Steve admitted he’s a little nervous about getting up on stage. “I haven’t done anything like that since school!” he laughed, adding that he’s also looking forward to getting together again with Sludge and Yogi. “The three of us are good mates as a result of the show,” Steve continued. “We didn’t really know each other before Outback Truckers but because of all of the publicity and events we do, we’ve come
together. We bounce off each other pretty well too.” Sludge added, “I think it’ll be a really good show and be lots of fun. We’ll get to tell a few stories no one has heard before and answer a lot of questions as well. “They’ll have some good footage on the big screen and things like that and there will be some good variety too, because the three of us all do very different things.” Sludge said he’s looking forward to the first two shows in Perth, and hinted that if it all goes well, there are talks about taking the show over to the east as well. According to Yogi, Outback Truckers Live will give the audience an opportunity to go behind the scenes and find out what really happens out on the road. “The three of us have never been on stage together. This will be a very different kind of show,” he said. “It will be very light-hearted and on the fly.” As Yogi explained, there’s a lot that goes on in the job that doesn’t make it into the show. “There was one day where the cameraman put 355 minutes into the camera and it was cut into a 19-minute story. The shows will be interactive and provide a bit of an insight into what we do and where we go. We are three different personalities involved in three different types of trucking. “We classify Steve as the ultimate outback trucker.
Trucking veterans and Outback Truckers fan favourites Yogi, Steve Grahame and Sludge. Image: Prospero Productions
You’ll be chatting with him and he’ll just drop into conversation that there were three crocs on one side of the truck and eight on the other!” Yogi said. And it was these types of fascinating stories that inspired the live shows. “A lot of people from the production crew would travel with me and I’d tell them stories about how things have changed over the years,” said Steve. “They’d often say, ‘You should write a book’. Gradually that’s turned into a live show of Yogi, Sludge and myself.” Along with preparing for the upcoming live shows,
Prospero Productions has also been busy filming for season 13 of Outback Truckers. Steve revealed that he recently did some filming while heading into a small Aboriginal community called Kandiwal on the Mitchell Plateau in the Kimberley. “That was real hard yards,” he said. “It’s about 1100km from Broome, with about 700km on the dirt, so it’s a 2200 turnaround. I did an average of 12km/h for the whole trip and averaged only 4km/h on the dirt. “I also just did another trip out to two little communi-
ties that are also very remote, Kunawarritji and Punmu, delivering construction materials. That was another hard yards job.” Sludge has also started filming for new episodes of Outback Truckers, hinting that he’s looking to head overseas to do some more filming very soon. While Yogi is set to start filming for the new season very shortly, as work really ramps up from now and into the harvest season. For tickets and more information, head to outbacktruckerslive.com.
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12 NEWS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
EVENT WRAP-UP
Melbourne Showgrounds October 13-14
Does education come before enforcement?
WITH a number of prohibition notices issued to transport operators by the National Heavy Vehicle Regulator (NHVR) in recent months, the regulator’s approach to enforcement has come into the spotlight perhaps more than ever before. Speaking during the recent Technical and Maintenance Conference (TMC) in Melbourne, Peter Austin, NHVR Director of Policy Implementation, said the regulator’s approach to both on-road or off-road enforcement is to educate, inform and enforce. “That is the basic concept of behaviour management that we want to approach with the industry.” He said the regulator’s first approach is to ensure operators have a clear understanding of the law and what they need to do to comply. “When we don’t see behaviour that is acceptable
and safe, we will move to an enforcement option. We have a heck of a lot of options available to us from formal warnings, defect notices, up to the final tier of prohibition orders, etc.” Austin says the NHVR is currently in a state of transition. “We’re changing the type of regulator we want to be from a risk and compliance-based regulator to an outcomes-based regulator, so the focus will be on that: on safety, productivity, and sustainability.” He continued, “We probably need to make a couple of tweaks at both ends of that cycle. We’ve done it a certain way for a very long time. We need to tweak how we do that, and what you’re going to see over the next couple of years is a lot more new and different approaches on how we do education.” Austin revealed that one of
the big things that NHVR CEO Nicole Rosie has said since she came on board with the regulator last year is that drivers want to see a lot more support from the NHVR. “We focused a lot on the parties of the chain of responsibility. We focused it on generic information. She wants to see more information targeted specifically at drivers,” he said. “The opposite end of it as well, where we’re copping a little bit of heat at the moment, is that we seem to have become much more heavy handed. And I probably say that it’s not so much that we’ve become heavy handed, but we’ve listened to what the industry has told us, which is that we’ve been taking a particular enforcement approach for a while. “We educate, we inform, enforce, we issue infringements, we send people to prosecutions when they need to go to
[L-R]: ATA’s Mathew Munro, Roadmaster’s Denis Robertson, HVIA’s Adam Ritzinger, and from the NHVR Robert Mitchell and Peter Austin during TMC’s Q&A session. Image: Prime Creative Media
prosecutions. But we still have a cohort at the bad and worst end of the industry where that approach isn’t working. We’re still not seeing the behaviour change that we need to get to from those operators.” As Austin continued, “What you’re actually seeing is a conscious decision that if you are at that stage where we have used all the other tools and you’re still not heading in the right direction towards being a safe and compliant operator, then yes, you’re probably going to see us start to use some more of the heavier enforcement tools. But they are targeted at people who are not changing and where it is not working.” For operators who are operating safely, he says, there won’t be much of a noticeable change in regards to how the NHVR operates. “Yes, you’re probably going to get a little bit of a different type of education from us, but the types of approaches in how we enforce isn’t going to change. What is going to change is if you become the worst 2 per cent of the industry, and you slide up into that bracket. It’s probably then that the interaction that you have with us is going to be different.” Transport operator and founder of Roadmaster, Denis Robertson, also weighed in. While acknowledging that as an industry we all have a responsibility, he said that there is a perception
The NHVR has issued 95,632 defect notices in the first nine months of 2026. Image: NHVR
that there is more enforcement from the NHVR. “And it does seem to be coming across a little bit more heavy-handed than I think is going to be helpful to both sides of the camp,” he said. “I think a spirit of cooperation is the thing that’s going to make things work better for everybody. And I think on both the operator side and also the enforcement side, we need to make sure that we’re in this together.” Robertson continued that it shouldn’t be an us versus them approach. “I think we’ve got to be very careful that we don’t go back to some of those old habits that were the case,” he said, also questioning how the NHVR determines a good operator and a not so good operator. “Is it because of the number of de-
fects they get? How do you determine that?” he asked. As Austin responded, “We holistically look at an operator’s performance when we are considering what makes them a high-risk operator. When you’re involved in six, seven or eight major road crashes in a period of six months, when we have decided to do a site visit and find a 90 per cent defect rate on your vehicles, with 40 per cent being major, when we see the fact that you are up to your eighth and ninth prosecution from us, and we’re still seeing exactly the same issues and faults, when we see that you always leave an enforcement site with a list of infringements, that is what makes you a high-risk operator, and they are the people that we will go after.”
Technology and AI in today’s truck fleets THE Technical and Maintenance Conference (TMC) kicked off with PACCAR Australia Chief Engineer Brad May delivering the keynote address. After growing up in a trucking family, May has spent the past 33 years at PACCAR. Earlier this year PACCAR Australia celebrated a major milestone, with the delivery of the 90,000 Australian designed and manufactured Kenworth. “This is something we’re very very proud of. It’s a really huge achievement. We’re already looking
at what 100,000 Australian manufactured trucks looks like,” he said. May’s session ‘A legacy of pride: a future of innovation’ looked at the evolution of Kenworths, from the Grey Ghosts of the 1970s through to today’s modern Kenworths, where so much information about the vehicle is at our fingertips. Technology and AI are increasingly becoming a major part of today’s trucks and that’s driven largely by changing safety and emissions requirements.
A Kenworth T909 on display at the conference.
“Talking about the evolution, this change has been pretty progressive,” said May, adding that new technology is not without its complications, particularly for technicians and those involved with maintenance in the workshop. However the modern truck provides an abundance of opportunity, of data that can be measured and transmitted for analysis. “Where else could this go if these trucks are so damn smart and so able to communicate with us? Where could this possibly lead to?” asked May. “Imagine a day in the future where we can buy a truck, put a driver in it, we tell the driver where to go, we service the truck. If we start to embrace this idea of the truck having its own intelligence and its own ability to interact with other connected services, and it knows where it is, it knows what it’s carrying, knows when it was maintained, it knows how long the key’s been on, it knows a lot. “Potentially, we could get to a day where, in fact, the truck manages the whole job, and maybe this is the day where
PACCAR Australia Chief Engineer Brad May spoke about the evolution of trucks into today’s smart vehicles. Images: Prime Creative Media
autonomous vehicles do come in, and there’s not a driver involved. But imagine the truck knows where to get its next load. It understands how it can interact with other trucks to make the fleet more efficient. It knows what its maintenance is. It knows where it’s been. It knows where it’s
going. It’s really possible that before we even talk about electric trucks or maybe even autonomous trucks, that this kind of technology in these smart trucks is going to enable a new level of capability within transport. “Transport can be even more simple in the future if
we embrace the capability and technology that’s available, and just change our way of thinking to see how we can harness it and maybe implement a little bit into our dayto-day lives, and exercise that curiosity. If you could talk to the truck, what would you ask it?”
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14 NEWS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
EVENT WRAP-UP
Melbourne Showgrounds October 13-14
Heavy vehicle workshops are high risk
Truck and trailer workshops are high risk environments, making it even more important to ensure facilities, systems and worker training are up to scratch. BY DANIELLE GULLACI AT the TMC Conference, Coralie Chapman, Transport Women Australia Limited Chair, Steve Anderton, Senior Investigator at WorkSafe Victoria, and Richard Lim, Training Manager at CMV Truck & Bus, spoke about how employers, technicians and apprentices can help ensure workshops are safe – highlighting real-world examples of what can happen when things go wrong. “We know that safety is paramount on the road, but it is also paramount in the workshop. If our trucks aren’t right, then they’re not going to be right on the road. So, it is very important that workshops are safe and that everybody’s doing the right thing,” said Chapman, before welcoming Anderton to the stage. With WorkSafe for the past 12 years, Anderton worked as an Inspector, before becoming a Senior Investigator. He also started his career as a mechanic. While many workshops have the policies and equipment available, too often it’s not being put to use. “That’s one of the most frustrating things I see. A lot of the time, I’ll go to a fatality, and the control measure, the item that could have saved that person’s life is on site, and it hasn’t been used,” Anderton said. Examples of serious injuries that can occur during mechanical activities include: • Crushing between unsecured components such as chassis or bodies not propped when working on pneumatics and hydraulics. • Vehicles not being prevented from moving and crushing mechanics and drivers. • Falls when accessing or working on heavy vehicles. • Being hit by pneumatic or hydraulic pressure. • Incorrect use and storage of dangerous goods resulting in explosion, fire or inert atmosphere.
Training Manager at CMV Truck & Bus, Richard Lim, spoke about how the business puts safety into practice in the workshop. Image: CMV Truck & Bus
[L-R]: Senior Investigator at WorkSafe Victoria Steve Anderton, Transport Women Australia Limited Chair Coralie Chapman, and CMV Truck & Bus Training Manager Richard Lim. Image: Prime Creative Media
• Muscular and serious laceration injuries from incorrect work processes and use of tools or plant. • Emerging hazards such as EV/Hydrogen need to be risk assessed and controlled. Apprentices and young workers are at the highest risk of injury. “I remember when I was 18, I was invincible,” said Anderton. “Now I’m an old fella. You know, I suffer the pain from when I was invincible in my own head. Things come to effect later on if you don’t do things properly. And I’ll admit, I didn’t do things properly when I was younger.” He went on to provide some horrifying examples of the consequences of not following safety procedures, including a heart-breaking story of an 18-year-old apprentice who climbed into a tanker trailer to clean it, but gas had been leaking from the equipment. “The company had gas detectors on site for working in confined spaces. He didn’t use the detector. Maybe he wasn’t aware of it. We’re never going to know. And unfortunately, it dispersed all the oxygen into the atmosphere, and he passed out,” said Anderton.
“No one knew he was in there, and they went looking for him. I think he’d been in the workplace two weeks, had just started his apprenticeship. And again, the control measure, the item that could have alerted him, was on site. It just wasn’t used.” Anderton pointed to a number of safety measures he believes all workshops should be using, including tipper safety stands, wheel chocks and roller brake testers. “Where I’m from in the UK, every main dealership has got a roller brake tester, and if you’ve got trucks, you’ve probably got a roller brake tester as well. They are so prevalent, and I’d really love to see this in Australia because they make a huge difference,” he said. “I can’t recommend roller brake testers highly enough. They should be in every large workshop. “It’s peace of mind for the company, the directors, and the managers.” Another safety item Anderton would like to see in every workshop is a vehicle hoist or a pit for mechanics, which along with aiding safety, he says also makes the workshop
Senior Investigator at WorkSafe Victoria Steve Anderton speaking during the session.
A LOT OF THE TIME, I’LL GO TO A FATALITY, AND THE CONTROL MEASURE, THE ITEM THAT COULD HAVE SAVED THAT PERSON’S LIFE IS ON SITE, AND IT HASN’T BEEN USED.” STEVE ANDERTON
more efficient. “If your mechanics are efficient because they’re comfortable, they can use the right tools. They’re not crawling on their backs on gravel to jack things up, so they’re able to do the job a lot quicker, a lot safer, and also with the right equipment. “Most of you probably know when you’re going to hurt yourself, and these just make it so much easier to do the job properly, safely, and efficiently. So, you can increase your workshop throughput as well, whether that’s your own vehicles or customer vehicles.” While Anderton spoke of what can be done to make workshops safer, Richard Lim delved into how CMV Truck & Bus mitigates risks both in and outside of the workshop. Lim started with the company 15 years ago as a heavy vehicle apprentice and moved into technical training in 2018. When it comes to workshop safety, Lim says, “The risks and the harms aren’t always immediate. It can be later tonight. It can be tomorrow. It can be next week. It can be in a couple of weeks’ time, and the consequences are generally suffered by the customer, the driver, other road users, and the general public. “Although personal safety is important, we need to acknowledge that the quality of
Anderton believes roller brake testers should be in every large workshop. Image: HVIA
our work has consequences.” He breaks this down into four categories: Facilities, systems and processes, training, and safety culture. “For facilities, we’re looking at the design layout of the workshop area. Can we open the doors, or is it going to hit something? Can we tilt the cab without crushing or hitting something? Do we have adequate space? My advice is, if it doesn’t work, fix it or change it. For us at CMV, we empower all our techs and apprentices to suggest things that will improve the work culture and the workspace, and we implement these,” said Lim. When looking at CMV’s systems and processes, Lim says planning is an important part of the day. “For example, if there’s 10 mechanics available for today, why lock in work for 20 mechanics? Planning is absolutely critical, and it’s understanding what we can achieve, what our workshop can achieve today, this week, or this afternoon. Workflow is critical.” Toolbox talks also take place every day. “Each morning our workshops have what we call a lean meeting. I’m talking about just a five-minute catch-up with the team to catch up on what work we have in progress for today, what work is scheduled for today, and it gives an opportunity to discuss safety things that occurred the previous day, or even technical cases or new technical burdens that have been realised overnight,” explained Lim. “These toolbox talks aren’t led by the service manag-
ers of the workshop, they’re generally led by technicians, whether that be senior technicians, your service technicians, or even apprentices. We really encourage apprentices to get involved in the workshop and stand in front of the group and take us through what we’re going through today.” As Lim continued, “At CMV Truck and Bus, we’ve got an incident reporting system which allows anyone to report hazards that they see in the workshop. We can report injuries, illnesses, but the biggest one, I guess, is near misses because that’s before an incident or accident occurs, and it gives the company an opportunity before we have to call Steve [WorkSafe] to come out. “Training is a safety system, not the silver bullet. So, I think for me, being in training, this is a message that I like to tell people because generally, when an incident or accident occurs, it’s generally a reactive approach.” At CMV Truck & Bus, all apprentices coming into the business receive two weeks of induction. “Then they spend about five weeks in the workshop, and then we bring them back for another oneweek follow-up induction, to catch up with them to see how they’re going.” In concluding the session, Lim explained, “Safety is not new, but vehicle technology and people are. Facilities matter. Systems and process create consistency. Training reduces risk and rework. Culture sustains safety and performance.”
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16 COVER STORY
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Salis celebrate 70th in true Kenworth style The revered Shepparton transport company marks a major milestone with a stunning tribute to the fleet’s proud heritage. BY GRAHAM HARSANT AROUND Shepparton the name Sali goes right back to 1928 when Sabri Sali first immigrated to Australia from Albania to work and send money back home. Arriving in Fremantle, friends had suggested Shep was reminiscent of home. He gained a job in an orchard at Grahamvale, just north of the township. Living in East Shep he would walk to work which was a fair hike. The boss then fixed up a pushbike for him which was like Christmas to the young Sabri. After a few months the boss said he had a hut on the orchard he could live in. In 1935 he went home to the family, and Sam was born in 1937, nine years after his older brother, Alan. With tough times at hand, Sabri said he would again return to Australia to make money, but his wife was having none of it and so the whole family emigrated later that year with Sabri returning to his previous employment. S. Sali & Sons Transport commenced in 1946 when Alan, 18 at the time, bought a KS5 International truck to use through the fruit season and did very well, making more money than his father was on the farm Sabri had managed to buy. In 1956 Alan bought a Bedford, hauling fruit and veg into Melbourne and young Sam who’d taken up an apprenticeship as a mechanic worked nights loading up the truck for the following day’s deliveries as well as maintaining it on weekends. On completing his apprenticeship in 1958, Sam went to work full-time with Alan, purchasing a Diamond T. The business expanded beyond fruit with the brothers gaining work from the likes of BP, Ford and BHP, and Sam’s Diamond T was joined
by more Inters, a 1418 Benz and other brands including Kenworth. Alan passed away in 2002 and Sam in early 2024, the reins of the business passing to Sam’s son, Adem. Before Sam’s passing, he and Adem had discussed some form of celebration for the then upcoming 70th anniversary of the Sali Transport business and Adem decided to bring it to fruition. “That celebration had to be in the form of a truck,” said Adem. “And the truck had to be a Kenworth, given we’ve dealt with Graham Thompson Motors (GTM) here in Shepparton for decades. “We knew they would help us produce something special and they didn’t let us down. They liaised not only with the factory but also numerous local businesses to produce something unique and along the way there were a couple of firsts.” GTM’s, Chris Rule was the man entrusted to bring it all together in the shape of the stunning T909 seen on these pages. “Adem, Dinky (Ayden, Adem’s cousin), Paul Mahoney, Adem’s Ops Manager and plenty of others were involved. We started with an action plan and as the process evolved, we consulted with other business – many of them local. “Rollin’ Stainless, Dimit Auto Electrics, Custom Air and Royans Total Fleet Imaging were all involved along the way. Rollin’ Stainless for example came up with the idea of the ‘70th Anniversary’ on the exhaust shrouds and backlighting them in Sali’s signature green. It looks very cool on the highway at night. The interior roof lights are in Sali green as well. “Kenworth changed the door cards and had ‘S. Sali & Sons 70th Anniversary’ embroidered on them, a first for
WORDS CAN’T DESCRIBE IT. IT WAS OVERWHELMING. I SHED MORE THAN ONE TEAR, ESPECIALLY WHEN I SAW THE MURAL ON THE BACK OF THE CAB.”
ADEM SALI
the factory. The leather seats also carry the inscription. “We had a little plaque made up at the factory. When it came time for Adem to collect the truck, Kenworth come out and presented it to him and then affixed it to the dash.” From conception to reality took around eight months with the factory and various suppliers working in concert to produce this one-of-a-kind T909. In February at Shepparton’s MOVE Museum the Sali’s 70th Anniversary was celebrated with GTM and the other suppliers in attendance and the keys to the truck were officially passed to Adem and the Sali family. “We had it all planned,” continued Chris. “Straight after the truck came out of the factory, it went to Custom Air. Ayden Sali did the first drive and drove it to them. “From there I went down to Melbourne to pick it up and drive it up to Shepparton personally, rather than just getting some random driver to do it. “We were really invested in making the whole process as personal for Adem – and ourselves – as humanly possible. That feeling and investment into the truck went beyond the family right through to the Kenworth factory, GTM in Shepparton and the other suppliers, and the high regard
The milestone 70th anniversary Kenworth holds pride of place in the Sali fleet.
[L-R] Sarah, Naz, Adem, Sam, Ella and Alan Sali at MOVE. Image: Candice Watson Photography
Namesake, young Sam holds a photo of Granddad Sam in front of the Diamond T. Image: Candice Watson Photography
in which they hold the Salis.” When asked how he felt upon first sighting the truck Adem said, “Words can’t describe it. It was overwhelming. I shed more than one tear, especially when I saw the mural on the back of the cab.” That mural, depicting Alan and Sam with their respective trucks was the result of Chris Rule taking multiple photos of photos in Adem’s office and then working with TFI Royans to put it together. “We really wanted to surprise Adem for his first sight-
ing of the truck,” said Chris. “We were trying to sort of keep it under wraps. “So I’m driving up the Hume to Shepparton. This is coming straight from TFI, after it was all sign written up. So you got the green strips, you got the big Sali logo on the roof. You can’t hide it. I’m going through Seymour when the phone rings and it’s Adem. “You’ve already been spotted by someone in Seymour,” he says to me.” “It was actually one of my drivers,” put in Adem. “Small world huh? He
Adem Sali was overwhelmed by the result.
rings Paul, my ops manager up and says, are we getting a new 9-Oh? Paul says he doesn’t think so, but it was too late then. Of course, the next question was, who’s going to drive it?” (Greg Law is the lucky man behind the wheel). “This truck is so, so special to me, to us, to the whole family. It is a dedication to Dad, to Uncle Alan and to my grandfather, Sabri. “It celebrates 70 years of Sali being in this town and being an important part of Shepparton.”
Adem with GTM’s Chris Rule and Jessica Mason.
COVER STORY 17
BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
This plaque was presented to Adem before being affixed to the dash.
The cab’s interior lighting is in ‘Sali Green’.
A classic T909 interior with the signature door pockets to go with the seats.
The mural which brought a tear to Adem.
Plenty of room in the 50-inch bunk
Day or night, the stunning T909 is the talk of the town around Shepparton.
Embroidered seats to match the door pockets.
GTM CEO Gerard Michele about to hand over the keys to an emotional Adem. Image: Candice Watson Photography
18 FEATURE
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
When a truckie’s dream becomes reality
For this owner-operator, buying his first new truck is a dream come true – and since hitting the road, it’s been turning heads wherever it goes.
BY DANIELLE GULLACI
LUKE Brown is usually the type of person who prefers to fly under the radar. But since taking delivery of his new Kenworth T909, it’s proving a little more difficult. He is based in Ipswich, Queensland and carts fuel to cotton farms and to ships at the wharf, travelling across southern Queensland and northern New South Wales. Luke started driving trucks in 2010, first doing refrigerated work and then fuel tankers, before going out on his own in 2023 with the purchase of a second-hand 2012-model T909, previously owned by Wickham Freight Lines. His company is called Luelles Haulage – the ‘Lu’ comes from his name, the ‘elle’ from his wife Michelle, and the ‘es’ from his 21-yearold son James. “The old T909 was a good truck, but as they get a bit older, they can start giving you a bit of grief, so I decided to upgrade,” said Luke, adding that he’s stoked with how the new truck has come up. “You picture stuff in your head, but with this truck it’s turned out even better than I thought. I didn’t think it was going to be such a head turner,” he admitted. Delivered at the end of June, the truck travelled to two events in August, the Casino Truck Show and Lowood Truck Show – taking out the award for Best New Prime Mover at the latter. Along with receiving his
first trophy for the truck, travelling to Lowood was made all the more special as it’s the town where he and Michelle went to school. Luke, now 40, grew up around trucks and decided early on that he’d follow that career path. “My late foster parents owned the truck stop across from Flemington Markets and my foster father drove for Cleveland’s and then for Lindsay Brothers, so trucks were in my system,” he said. “I started at Lindsay Brothers doing local refrigerated work. Then a bloke I worked with told me what he was earning in fuel, so I thought I’d give it a crack.” And since starting on the fuel tankers, Luke has never looked back. After working as a company driver for a few different businesses, over the course of several years, an opportunity presented itself in 2023. “I bought my first truck with a contract to tow for a fuel company. I did that for about 10 months and then bought my own set of B-double fuel tankers. They said if I could provide a reliable service, I’d have that job for a long time.” And he’s done just that, continuing to provide an exceptional service for his customers. “I just have the two very loyal customers. I wouldn’t be anywhere without them. I remember saying to one of them, without you I wouldn’t have this new truck,” said Luke. The new T909 is powered by a Euro 6, 565hp Cummins
Stripes, scrolls and plenty of bling. Image: Brown and Hurley
X15 engine, paired to an 18-speed manual Roadranger transmission. It features a 50-inch flat roof sleeper, symmetrical fuel tank package and custom metallic paint. Luke says he chose to stick with the T909 because it reminded him of his first set of wheels. “As a kid, my favourite truck was a Ford LTL Louisville. The day I turned 18 I purchased the next best thing, a Ford F350 ute, and that’s why we chose the T909 for the new truck. “That big straight bonnet and high black dash takes me straight back to rolling along in my old Effie. We kept the lights exactly like our old T909 too. Once I like something, there’s no changing me!” Luke named his new T909 ‘Roll on Mississippi’ after Charley Pride’s song of the same name and as he explained, it was fitting for a few reasons. “The majority of what we do is transport fuel to some of the biggest cotton farms in the country, and Mississippi is famous for its cotton,” he said. “The song is about a boat and a large part of our business is fuelling boats. But mostly, it’s the lyrics that hit home.” Those lyrics include: You’re the childhood dream I grew up on, You make me feel like a child again, Roll On Mississippi, carry me home. Now I can see I’ve been away too long, When the world’s spinnin’ around too fast for me, I sit in your shade and relive the memories. For the new truck, Luke turned to Brown and Hurley at Darra, working with Salesman Michael Oliver. “He did a great job of going through the process of ordering our first new truck, as I didn’t have a clue what to do – and nothing was ever a problem, even when I changed my mind with things.” Luke’s dream truck did take a little bit of time to come together. “A lot of thought went into this build. It took longer to put all the bling on it than it did to build the truck. Michelle reckons it felt like organising a wedding!” he joked. The paint scheme took inspiration from Cleveland Freightlines and his father’s time at the company. “I went with the classic Cleveland-style two tone roof and stripes, just with our own special touch, changing the front of the stripes. Even though their trucks are cream and maroon, they have the same sort of stripes,” explained Luke. As for the colour, Luke add-
Named ‘Roll on Mississippi’, this new T909 is a real showstopper. Image: Brown and Hurley
ed, “One night while I was unloading, there was a blue truck getting fuel and I really liked the colour, so that’s what I went with.” Damian Gibbs from Masterart Designs in nearby Brendale completed the line and scrollwork. “He’s a true artist and made a plain blue truck pop,” said Luke. “Then we had all the stainless work done by the legendary Rob Chaplin at RC Metalcraft in Albury, NSW. I had seen his work and thought the quality was fantastic, so that’s why I went there. “Rob bent over backwards for us, staying back late, trooping us to the hotel, picking us up from airports – and his craftsmanship is second to none. I couldn’t find anyone else like him.” Luke says his new truck is a dream to drive. “It has a different front and rear suspension to the old truck and is a lot smoother. I thought my last T909 was good, this one is next level.” The new T909 features Hendrickson’s PRIMAAX heavy-duty suspension, which Luke specified after hearing great feedback. “One of my customers has it, and my mechanic’s dad has some
Michelle and Luke Brown are stoked with their new rig. Image: Luelles Haulage
trucks with the PRIMAAX suspension. They all said you can’t go wrong with it.” Along with standing up to highway work, Luke wanted a truck that would handle the rugged outback too. “When I go out west, I need a truck that can handle that sort of country,” he said. One of Luke’s favourite things about the work is the places it takes him, with no two days being the same. “Every job I’ve ever had, I
end up in the dirt and dust. I used to hate it in the beginning, but when I didn’t do it for a while, I realised how much I missed it,” he said. “I also enjoy heading down into NSW from Narrabri to Newcastle, through the nice countryside and down through the hills. “I love not being stuck in the one place,” Luke added, as he looks forward to many more kilometres in his special new ride.
YOU PICTURE STUFF IN YOUR HEAD, BUT WITH THIS TRUCK IT’S TURNED OUT EVEN BETTER THAN I THOUGHT.”
The truck is used to cart fuel to cotton farms and provide fuel for ships at the wharf. Image: Luelles Haulage
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20 TEST DRIVE
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
More living space, better fuel economy
Big Rigs was recently handed the keys to the latest and biggest Scania on the market, taking the 770hp V8 workhorse for a spin from Melbourne to Bendigo. BY TIM GILES SOMETIMES test drives can be quite run-of-the-mill affairs with just a small number of changes to the truck compared to its predecessor. All of these are then highlighted in the marketing of the new model. However, test driving the latest Scania to be brought onto the local market, the S Series 6x4 prime mover, brings us a familiar looking truck, but with a number of interesting changes. Although it hasn’t appeared in many fleets in Australia, mainly due to its high horsepower, at 770hp, and the consequent higher price, a keen eyed viewer will see the new S770 is a clear upgrade on the previous 770hp-powered offering from Scania, which will make it even more attractive to truck buyers. Along with the fact that this is a V8 engine rated at 770hp, there are a few more extras to justify the price. The one that drivers may like most is the extension of the cab length. This cabin already comes with a flat floor, which is standard with the S Series Scania, but it now has an extended cab length because of a new rear wall design which adds an extra 270mm to the length of the cabin. Truck buyers are often wary of these top power prime movers, as they are assumed to be thirstier. However, another change which has been made to the truck configuration is the move to a new rear axle with taller differentials, to reduce fuel consumption. As a result, this test drive returned from a journey from Melbourne to Bendigo and back again, at 59 tonnes GCM, with fuel figures of 2 litres per kilometre. From the driver’s seat Yes, this is a big banger and it is claimed to have all the power you need when pulling a full B-double, but the proof is always in the way the truck sets off from standstill, coming out onto the open road. V8 powered Scanias do have a certain feel, as they pick up speed, and this one is no exception. With a diff this tall, you would expect the take-off to be okay, but not impressive. In the case of this 770hp truck however, it is very impressive from take-off. The smooth but muffled V8 roar is confirmed by the seat-ofthe-pants feel, from the getgo. With a torque rating of 3700Nm (that’s 2729 ft lb in old money), there is a lot of torque coming through and getting the combination up to speed. However, it’s the unfussy nature of this driveline which makes it feel like it’s hardly working. When you set off, watch the speedo and remember the mass on board, this is impressive. There’s something about a V8, not something you could
A number of controls have been moved from the dash to the armrest on the door.
The Scania S770 delivered great fuel economy, pulling a loaded B-double from Melbourne to Bendigo and back again. Images: Tim Giles
The new 770hp model has a bigger 1027 litre fuel tank.
while controlling the adaptive cruise control, engine braking and screen menu, as well as answer the phone and change the radio station.
Four steps into the cabin.
The truck’s powerful V8 engine is rated at 770hp.
The new model features an increased cab length, adding an extra 270mm.
actually put your finger on, but there is something about the smoothness of the engine when compared to what it’s actually achieving. There is an unfussy, almost lazy, rise in the rpm and the speed, which often comes as a surprise to those used to the performance of inline six-cylinder engines. This effect is all the more effective in the Scania because of the low level of noise coming into the cabin from the engine bay. This relaxed atmosphere, as the driver is sitting
behind the wheel, is attained at the same time as a 16.4 litre V8 is quietly pouring enough power into the driveline to haul a loaded B-double up a grade. That’s where the relaxation for the driver comes from, you feel confident the whole system is under control and can handle the task without any issues. Living in the cabin Yes, it’s a long climb up into the cabin, up four steps before the final one onto the cab-
in floor, but the sensation of space when you step inside is surprising. It’s easy to wander about in the cabin to access all of the gadgets and storage. There’s a one-metre-wide bunk laid out behind the seats, a feature that increases that perception of a roomy cabin. At head height, there’s an array of lockers for those who spend long periods away from home. There’s also a fridge under the bunk. This extended dimension may not sound like much,
however it does mean that the amount of space within the cabin is roomier. The driver can step to the left onto a flat floor and walk around in the cabin. The extended wall also means that this is a substantial one-metre-wide bunk for the driver. The feeling of space is further enhanced by the fact that the ceiling height, across the cab, is 2070mm. Sitting down in the driver’s seat is a familiar experience. In fact, the basic cabin dash layout hasn’t changed much since the introduction of the Scania 143 models back in the 1980s, but the sophistication levels have gone through the roof. The only real change has been the migration of many buttons from the dash to the armrest on the door. In fact there are now 20 buttons next to the driver’s right hand. There are two large screens, one in front of the driver and the other to their left. On these screens, there is a lot of information, but it is configurable to the driver’s preferences – and the information is clear and precisely displayed. The buttons needed the most, while driving, are on the steering wheel and placed in a position where the driver can rest their hands on the wheel
Fuel economy The newly designed RB756 rear axle from Scania is a real upgrade from the previous axle used. This means it can now run with a rear axle ratio, designed to save fuel while retaining driveline strength. The axle ratio is 2.85:1, which is pretty tall for a truck designed to pull multiple combinations around in Australia. It has been designed and strengthened specifically to enable these trucks to handle well over 100 tonnes. This is not an example of a change simply to the internal structure to make the ratio taller, but is a redesign and a strengthening of the entire differential to enable the trucks using this axle to not only save fuel but also handle heavier masses. Basically, what the Scania designers have done is develop diffs to take full advantage of the torque and power available from this V8 engine and AMT transmission. One of the factors which makes quite a difference to truck customers at this higher end of the weight range is fuel tank capacity. This is an area where Scania has struggled in the past, but this new 770hp model has a new fuel tank design, made by Hilton, which has enabled a fuel capacity of 1027 litres. The Scania range in Australia is always being developed and new designs and componentry are arriving regularly. Any truck brand must keep on moving forward to retain sales and this latest move from Scania shows the truck maker is moving the dial yet again.
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Copyright ©2022 PACCAR Australia. Unauthorised reproduction in whole or part without our express written permission is strictly prohibited. Information and diagrams are provided for guidance only. PACCAR Australia reserves the right to alter product offerings and specifi cations at any time, without notice. PACCAR Australia makes every effort to ensure accuracy of all information but is not liable or responsible for any editorial, photographic or typographic errors. Product designs vary across different vehicle makes and models, and installed components should be identified by part number before attempting repair or replacement. Products should only be replaced by a suitably trained and qualifi ed technician/tradesperson. * Calls from Australian landlines are generally free of charge whilst calls from mobile phones are typically charged based on the rate determined by the caller’s mobile service provider. Please check with your mobile service provider for call rates.
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22 FEATURE
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
The fleet honouring those who’ve served
Each truck in this growing Melbourne fleet tells a story of service and sacrifice; and those behind the wheel are spreading their message with pride. BY DANIELLE GULLACI IT’S been 12 months since Ironside Trucking put its first truck on the road, Ironside 1, which paid tribute to Australia’s defence personnel who served in Afghanistan. Ironside 2 followed in May, dedicated to World War I, and then Ironside 3 came in July, featuring images from the Vietnam War. Based in Melbourne and currently working on Victoria’s Big Build, the fleet consists of three identical Kenworth T620SARs, wrapped in khaki with blacked out chrome, with tipper bodies built by Chris’ Body Builders (CBB). While the first truck is a rigid, the two set-ups that followed are both 19-metre truck and quad dogs. Photographs featured across the tipper bodies were all supplied by the Australian War Memorial, with their logo proudly displayed on each truck. The artwork was then put together by Fleeting Image. Ironside Trucking was formed by Army Veteran Glen and his wife Rowena Ferrarotto, with the aim of creating an avenue for defence force veterans to gain employment. The first three trucks and any future trucks that follow will continue with the same theme, being a rolling tribute to Australia’s defence forces, veterans and their families. For Glen, the message behind what he set out to achieve is a very personal one. He left the Australian Army in 2008, having served in Afghanistan as a patrol mechanic with Australian Special Forces. Only a year since his first truck hit the road, Glen says business has been going well, with all three of his trucks currently working on the M80 Ring Road upgrade. He’s currently behind the wheel of the fleet’s newest addition, the Vietnam Warthemed Ironside 3 and has taken to trucking like a duck to water. “I love it. This is probably the best job I’ve ever had, but you realise how much responsibility you have when there’s 57,500 tonne (GVM) behind you,” Glen said. “It’s quite a privilege to drive this truck. I’m one of only five who didn’t serve at the Vietnam War who have been awarded Victorian Vietnam Veteran Association life membership. The Victorian Vietnam Veteran Association also supported funding for the artwork on that particular truck. It’s their truck and we refer to it as their truck.” The tipper bodies on Ironside 3 feature Vietnam War images of those who served in the Royal Australian Air Force, Royal Australian Navy and the Australian Army. As Glen explained, there is also a recent photo of some of the local Vietnam veterans on the truck, enjoying a beer together on Anzac Day. I was able
The third truck in the Ironside Trucking fleet is a Kenworth T620SAR truck and dog, dedicated to the Vietnam War. Image: Hallam Truck Centre
Founder and owner of Ironside Trucking Glen Ferrarotto drives the newest addition to the fleet. Images: Ironside Trucking
Ironside 1 hard at work on Victoria’s Big Build.
The Ironside Trucking crew [L-R]: Mario, Glen and Lachie with the three war-themed trucks.
to surprise them with it and there were a lot of tears when they first saw the truck. “There have also been a few times where people have called us to say that’s my dad, or that’s my uncle. In some cases, we haven’t been able to contact all the families, because we can’t find everybody. It’s really special when they see the truck and get in touch.” Ironside 3 recently took part in a Veteran’s Day event at Melbourne’s Shrine of Remembrance in September. “I was very proud to bring Ironside 3 there. It was parked on the square and the Governor took a photo with us and we spoke to her about our business and what we’re trying to do for the community. It was a beautiful opportunity to have the truck displayed, and for Vietnam veterans to be able to see it.” As the fleet has grown, Glen has also employed two fulltime drivers, who both have strong connections with Ironside Trucking’s mission and message. Lachie, 25, drives Ironside 1, featuring Afghanistan images that include Commandos, Special Air Service, through to the working dogs who served. He’s an ex-defence force soldier and truck driver, who is currently studying a university degree in geo-spatial science. “Lachie has been with
me for about four months. His degree is aligned to civil infrastructure, so while he is studying, he gets to immerse himself in this huge infrastructure build.” Ironside 3 is driven by Mario, who came to Australia as an Iraqi refugee and pursued a career as a truck driver. “I’ve done what I was told to do many years ago and surrounded myself with people who are better than me,” said Glen. “Mario has been with me for about six months. He approached me after reading about my trucks, as he believes that his values align. The reason for that is that he says the only reason he has been able to live in this country and raise his young family here, is because of the service Australia’s Defence Force committed to Iraq years ago. He is very aware and grateful for the work they did,” said Glen. “Mario moved here at a young age and has experience working in civil infrastructure, as a truck driver.” One side of Ironside 2’s truck and dog is dedicated to the Australian Light Horse from World War I and the other side is dedicated to indigenous service in World War I. As Glen revealed, “Prior to World War I, Australia’s indigenous soldiers were treated very poorly. Their service wasn’t recognised, they weren’t given land or com-
pensated like other Australian soldiers, and they weren’t given any medals. Of course, it’s much different today, where Indigenous service is treated the same as anyone else’s. But that’s why I chose to dedicate one side of the trailers to Indigenous service.” That truck also features images from Fromelles and Gallipoli. Glen has had the opportunity to take the trucks to a number of different events, with the most recent being the Bathurst 1000 at Mount Panorama Circuit in New South Wales, where Ironside 1 featured in the event’s Truck Parade on October 11. “What’s incredible is that October 11, 2026, is the 25th anniversary of Australian soldiers being deployed at Afghanistan, so to be able to have our Afghan defence force tribute truck in the parade on the anniversary was a solemn and proud tribute to deliver, for all those who knew,” said Glen. “Mario drove the truck in the parade. He’d never been to Bathurst before and I wanted him to have that experience. He took my 13-year-old son Angus and his mate Louis. “I was standing up on the hill watching our truck drive around the track and was very happy to be able to see that as opposed to being in the truck.”
Delivered in May, Ironside 2 is dedicated to World War I.
Ironside 1 is dedicated to Australia’s defence personnel who served in Afghanistan.
Glen added that each of his trucks gets a lot of attention wherever they go. “I’m so proud of these trucks. It’s breathtaking to see them all in convoy. We do our best to roll out together and roll home together. It’s reminiscent of when we were on patrol in Afghanistan, where we used to roll out in convoy,” he said. “To see the response when these machines roll past, and when kids at school time recognise that these aren’t just ordinary trucks, and you see the smiles on their faces, is heartwarming.
“There was a concreter working on the Ring Road project who was in tears when he saw Ironside 3, because his father was killed in Vietnam. He feels it’s a sign that this truck happened to turn up where he’s working.” With the business still in its early days, Glen says he is hoping to eventually put more trucks on the road, when the timing is right. “The future is looking bright for Ironside Trucking. We’ll undoubtedly get more trucks, hopefully not just in Victoria, but also in Queensland and South Australia.”
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24 FEATURE
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Scoota steps into his mighty new Mack rig From a 300hp Leader to a 780hp Mack Super-Liner, Scott ‘Scoota’ Smithers has seen plenty of changes in four decades behind the wheel. BY DAVID VILE “MY old Leader was 300 horsepower – trucks back then hardly had enough horsepower to get going and then had no brakes to pull them up!” There would hardly be a bigger contrast between the 70s era cabover Leader he started out in, and the 780hp Mack Super-Liner Scott Smithers recently got the keys to. And it shows how trucks have evolved over his four decades in transport. Better known to all and sundry as ‘Scoota’, Scott has just started running-in the mighty Mack, which is the latest acquisition for his employer, David Knight Transport (DKT). Normally hooked up to a tipper set, Scoota had bobtailed the Mack to the Weethalle Truck Show in August, where it took its place in the line-up of makes and models on show. With the DKT operation based out of Grenfell in the central-west of New South Wales, Scoota’s Super-Liner is part of a seven-truck fleet which focuses on grain and fertiliser haulage and is the first Mack to join the Kenworth-dominated fleet. “I jumped out of a T659 to get into the Mack. There’s a mix of T659s, T909s and a C509 in the fleet and David has a T950 and a T650 currently being restored – this is the fourth new truck I have had. Working there for the last 18 years certainly helps!” Scoota said with a smile. Scoota’s association with David Knight goes back three decades. Growing up in Young, Scoota did a mechanical apprenticeship with Young Automotive Repairs, but it wasn’t long before Scoota was soon behind the wheel of the aforementioned Leader. “I started out carting livestock in the Leader and also did a bit of general in a 3070 International,” he said. “David and I worked together about 30 years ago carting livestock for Thompsons at Cowra and we were there for close to 20 years,” Scoota explained. “The livestock job gave us a fair drive around. I have been west across to Perth and up to Geraldton, and we did a lot into Queensland and into Longreach, Winton and so forth – there’s not many places I haven’t been. “David had his own truck there as well, then he got his second. I have seen the fleet grow from two trucks with crates and then moving into the tippers,” he continued. The Mack was purchased out of CMV in Wodonga and was somewhat of a longterm process getting it kitted out ready for delivery. As such the Super-Liner is well appointed, sporting a 64-inch sleeper cab along with a lot of ‘bling’, includ-
With 780 horsepower on tap, the Super-Liner is not wanting for pulling power.
The Mack has been fully kitted out with plenty of shiny bits from TNJ Metal Fabrication.
I HAVE HAD TO DO A LITTLE BIT OF LEARNING AS I HAVE NEVER HAD AN AUTO; BUT I DON’T THINK I WOULD GO BACK TO A MANUAL NOW AS THESE ARE SO MUCH EASIER TO DRIVE.” ing stainless steel guards and wrapped tanks. “David is not afraid of a bit of shiny stuff! We did a bit of tripping about to get it set up – there is plenty of room in it. I have a 42-inch bunk and an upright fridge, microwave and all that sort of thing. TNJ Metal fabrication did all the stainless and wrapped the tanks, I really like the square tanks and the steps are really good as I am start-
ing to get old!” Scoota said. With a 140-tonne rating, 780 horsepower and the Mack M-drive transmission, the Super-Liner has been built to handle everything that will be thrown at it and having come out a T659, Scoota has been on somewhat of a learning curve steering the new truck. “It’s the best part of a full tonne heavier than the T659, with the heavier chassis rails and so on. It’s all on air, including the cab,. There’s no comparison as to how it rides, and the turning circle is better than the Kenworth. “The bonnet looks big and flat but is as good as the T659 to see out of if not better which surprised me a bit – there’s no problems there. I have had to do a little bit of learning as I have never had an auto; but I don’t think I
A happy ‘Scoota’ with his Mack at Weethalle. Images: David Vile
would go back to a manual now as these are so much easier to drive – they are a little bit heavy when taking off or going uphill but I am getting my head around it.” The Mack tows a Sloanebuilt A-double set, with Scoota primarily running grain to Port Kembla and Newcastle, backloading fertiliser. With the harvest season about to kick off, he was looking at seeing how the Super-Liner would handle both
the workload and hauling directly out of the paddock. “We haven’t had it out in the dirt too much yet – it will be interesting doing the harvest as we do a bit out around Walgett and places like that in the soft dirt, to see how it goes getting off the mark with 120 tonnes. “Those first couple of gear changes will be interesting, then once she gets going it will be fine.” It was a rewarding trip to Weethalle for Scoota with
the Super-Liner taking out the award for ‘Best truck 0-5 years’, and having clocked up a mere 35,000 kilometres it is pretty much a sure thing that Scoota will be making many more miles in the mighty Mack, all the while not losing sight of where it all began with the Leader. “We started at the bottom with a truck and one trailer and progressed along the line and you had to respect what you had. This truck is just beautiful – I love it.”
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26 READER RIGS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
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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!
Mitch Neucom captured this great shot while loading in Kilcoy, Queensland.
Matty Godden captured this impressive pic while heading to the Bullant Gold Mine in Western Australia.
Mark Appleton snapped this cool pic of the T659 he drives for Morris Transport.
Cole Mackay puts the new trailers to work carting lambs from north to south.
Justin Lavers shared this incredible sunset shot.
Gavan Roy took this great shot at Jardine River, Cape York, in Far North Queensland.
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Paul Freeth snapped this awesome shot of Energy Logistix’s ‘Zuess II’ T909, ‘Spartacus’ T659 and ‘Anna’ T909 at Devils Marbles in the NT.
An epic sunrise captured by Bryce ‘Baldy’ McGahey, on the Flinders Highway at Hughenden, Queensland.
Tom Charlton enjoys the sunset at Brendale, Queensland.
Dave Hely watches the sun come up at Mount Canobolas in Orange, NSW.
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Keg McGuinness snapped this great sunrise shot on the Tablelands Highway, Northern Territory.
Josh McEachran, ready to leave the yard at Gladstone, Queensland, to start another week.
Bradley Young makes a quick stop at Tully before heading into Cairns.
28 EVENTS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Gearing up for a big weekend in Tassie
TASMANIA’S trucking community is gearing up for one of its biggest weekends of the year, with three major events set to bring together truckies, transport businesses, families and enthusiasts from right across the state. The second weekend in December will see the return of the CMW Trucking Tassie Convoy 4 Kids, followed by the Royans Industry Appreciation Night on Saturday, December 12, before the weekend culminates in the AJL Heavy Industries 2026 Kempton Truck Show on Sunday, December 13, at Kempton Oval. With more than 100 trucks attending the convoy and then the truck show last year, organisers are looking forward to building on that success and welcoming an even greater representation of Tasmania’s transport industry in 2026. The weekend kicks off with the CMW Trucking Tassie Convoy 4 Kids, bringing together trucks and drivers in a celebration of the transport industry’s generosity, community spirit and commitment to helping children. The convoy provides an opportunity for operators from across Tasmania to come
together, proudly represent their businesses and demonstrate the positive contribution the trucking industry makes to the wider community. From immaculate show trucks to hardworking everyday vehicles, the convoy celebrates the people behind the wheel and the businesses that keep Tasmania moving. The event is proudly supported by naming rights sponsor Craig Walker of CMW Trucking, whose involvement helps make this much-loved event possible. Organisers are also looking forward to the unveiling in Tassie of Craig’s Mack Super-Liner “Devil Dog” built by Jon Kelly at HHA in Brisbane.
Tasmania’s transport industry, from beautifully restored classics including our golden era of trucking category through to highly polished highway trucks to working tippers, log trucks, heavy haulage combinations and modern fleet vehicles. A wide range of trophy categories will recognise the dedication and pride truck owners and drivers put into their vehicles.
Tasmania’s trucking community is gearing up for one of its biggest weekends of the year. Image: Tassie Convoy 4 Kids
Royans Industry Appreciation Night Following the convoy, the trucking community will come together at Kempton Oval for the Royans Industry Appreciation Night. Proudly sponsored by Royans, the evening is an opportunity to recognise the hardworking men and women of Tasmania’s transport industry. With a BBQ dinner, live entertainment and the chance
to catch up with mates, the evening is designed to bring everyone together in a relaxed atmosphere. Whether they’re owner-drivers, fleet operators, mechanics, industry suppliers or supporters, the night is about recognising the people who make the industry what it is. It’s a chance to park the trucks, put the work aside and enjoy an evening with the people who share the
Camp Quality Convoy Newcastle November 8
will be truck show awards, live music, kids’ activities and more.
Raising money for Camp Quality, the convoy starts and finishes at Maitland Showground, where a free family festival will be held, packed with entertainment and experiences for the whole family. There will be food vans, rides, face painting, roving entertainment, live music, fundraising awards ceremonies, and of course the opportunity to cheer on the returning convoy and check out all the trucks at the show ‘n’ shine once the convoy returns.
i98FM Illawarra Convoy November 15
same passion for trucking. “This night wouldn’t be possible without Royan’s support and we appreciate their contribution to our industry,” said the event organisers. 2026 Kempton Truck Show Proudly supported by naming rights sponsor AJL Heavy Industries, the show is rapidly establishing itself as an important gathering for Tasmania’s trucking community.
Although held in southern Tasmania, the Kempton Truck Show is very much a statewide event, attracting trucks, drivers and transport businesses from the north, north-west, east coast and south of the state. With more than 100 trucks attending last year, organisers are hoping to see an even larger turnout in 2026. Visitors can expect an impressive display of trucks representing the diversity of
Categories include: • Truck of the Show • Golden Era of Trucking • Best Owner Operator • Best Heavy Haulage Truck • Best Working Log Truck • Best Tipper – Bulk and Civil • Best Mack Old Breed and • New Breed • Best Kenworth Pre-2006 and Post-2006 • Best Overseas Truck • No Time to Shine Plus the new, highly anticipated Saturday Night Lights. Alongside the truck displays and judging, the event will offer opportunities for industry businesses to showcase their products and services, with trade displays, market stalls, food vendors and entertainment adding to the family-friendly atmosphere.
Other trucking events for your 2026 diary Brisbane Convoy for Kids November 7
Redcliffe Showgrounds, Qld brisbaneconvoyforkids. com.au
The event will once again form a convoy of trucks and support vehicles and travel from Larapinta to the Redcliffe Showgrounds. Once it arrives, the fun begins, with a complete Family Fun Day which includes a wide range of activities and entertainment for all, plus a truck show with participants competing in a range of categories. Mullumbimby Truck Show November 7 Mullumbimby Showground, NSW
Held in conjunction with the town’s annual agricultural show, the popular truck event kicks off with a parade through town at 11am. Participants assemble at Mullumbimby Industrial Estate on Mann’s Rd at 9.30am. For more information, contact Mark Ward, ph 0427 634 903, or search Mullumbimby Truck Show on Facebook.
Maitland Showground, NSW
Dane Ballinger Memorial Truck Show November 14
Bathurst Showgrounds, NSW
Returning once again in November, this event brings together truck enthusiasts, families, and the local community to remember Dane Ballinger and celebrate the trucking industry he loved. Come and see the huge range of trucks on display, from old classics to custom rigs. There
Illawarra, NSW illawarraconvoy.com.au
Touted as the largest truck and motorbike convoy in the southern hemisphere, the Illawarra Convoy raises funds for individuals and families affected by potentially life-threatening medical conditions, together with charities that work with these people, and local hospitals. International Men’s Day ‘Boots on the Lawn’ November 15 Alexandra Park, Bundaberg, QLD
Brave Brothers of Bundaberg is hosting its annual Boots on the Lawn community event, raising awareness of men’s mental health and the tragic number of men lost to suicide each day. The event aims to encourage conversations about looking after ourselves, supporting one another, and reminding the communi-
The annual Mullumbimby Truck Show is held in conjunction with the town’s popular agricultural event. Image: Mullumbimby Truck Show/Facebook
ty that no one has to face life’s challenges alone. Local trucks, cars and bikes are invited to be part of the day, with ‘Pick Your Favourite’ awards presented across each of the three categories. The event will run from 8am-2pm, with boots placed on the lawn at 9.30am and award judging at 1pm. For those wishing to register their vehicles to attend, visit bravebrothersbootsimd. bravedave1.chatgpt.site
noon with a Best on Ground trophy up for grabs. Sunday morning starts with a truckie’s brekky, then a parade through town, followed by a day of showing off the trucks while listening to great live music, working your way through the food stalls, and exhibitor sites before the tro-
phy winners are announced around 3.30pm. Phone 0418 553 719 for more details. Have you got an event you’d like included in the next calendar? For a free listing, email all the details to editor@bigrigs.com.au.
Castlemaine Rotary Truck Show November 28–29
Campbells Creek Recreation Reserve Campbells Creek, Vic rotarycastlemaine.org.au
The southern hemisphere’s biggest event of its kind is again shaping as a record-breaker in every sense of the word. Image: i98FM Illawarra Convoy
The 38th Castlemaine Rotary Truck Show will be held over two days at Campbell’s Creek Recreation Reserve. Saturday kicks off around
The Castlemaine event is held over two days at the Campbell’s Creek Recreation Reserve. Image: Castlemaine Truck Show
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30 EVENTS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Truckies unite for Convoy for Kids Sydney
MARGINS may be smaller than ever for many operators, but truckies are still digging deep for Convoy for Kids Sydney. Eight years into helping organise the popular fundraiser, committee president Mark Smallwood says their generosity never ceases to impress him. Much to Mark and the volunteer committee’s delight, around 250 trucks assembled for this year’s October 25 event to again raise much-needed funds for the Newborn and Paediatric
Emergency Transport Service (NETS) at the Sydney Children’s Hospital. “It’s their own trucks, their own time, their own expenses that they’re putting in to support the charity,” said Mark, who has been driving trucks for over 25 years and now works for the Transport Workers’ Union (TWU). “We wouldn’t be what we are without the owner-drivers,” he added. Mark also singled out platinum sponsors Winston Express, DSE Transport and the TWU, along with the many
gold, silver and bronze supporters for their crucial financial backing of the convoy’s 34th running. The inaugural event in 1992 was the first of its kind in Australia. Just over $50,000 was raised this year and Mark estimated corporate sponsorship generated about 70 per cent of that total. As in recent years, the convoy travelled from the Sydney Dragway to the Hawkesbury Showground, where participants could park up and enjoy the many activities and food outlets.
A strongman competition at the same venue helped bolster the turnout, and Mark was also thrilled by reports of record crowds lining the convoy route. “The feedback I got was that the crowd was much bigger this year,” he said. Watching the trucks arrive at the showground remained a personal highlight for Mark, who first became involved in the event as a participant with his firstborn alongside him in the truck cab in 1995. He was also pleased to see
how much smoother the event seems to run each year. Improved marshalling and parking helped get trucks off the road and drivers into the day’s many activities sooner. Sydney Dragway also earned his thanks for making its spectators’ car park available as the convoy’s starting point. Having space to assemble the trucks had made departure much easier than the roadside arrangements used in earlier years. Now, Mark is keen to attract new committee mem-
bers following the passing of many long-serving members in recent years. He also hopes more people will get behind the event and help build participation. “If we just keep growing the participation, it will be brilliant in years to come,” Mark added. If you’re keen to be involved as a sponsor or committee member, drop the team an email at convoysydney@yahoo.com.au, or call Mark direct on 0414 471 341.
Four of the drivers from the big team at platinum sponsors DSE Transport. Images: Convoy for Kids Sydney
Just over $50,000 was raised for NETS this year.
Another great turnout by the generous team from John West Logistics.
The team from long-time sponsors AirRoad were also out in force.
The Dump It Bins trucks added to the wide assortment of fleets to join the charity convoy.
The Jas Transport family were only too pleased to give up their Sunday for such a worthy cause.
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32 EVENTS
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
A regional show that’s hard to beat
Record crowds flocked to the Victorian town last month for a trucking event that’s becoming a fast favourite on the show calendar. BY GRAHAM HARSANT “THIS is my favourite truck show.” So said Highway 31’s Cherie of the Boort Truck Show in regional Victoria earlier last month. Cherie travels to many truck shows selling her successful brand of trucking apparel, so she’s in a fairly good position to ‘compare the pair’ as that well-known superannuation advert says. This writer has been to a few as well over the past 25 years and it’s hard to disagree with her. If you asked why, I probably couldn’t give you a definitive answer. Sometimes you just feel the vibe and Boort ‘vibes’ in spades. Koroit is another that vibes so maybe there’s something in that Boort’s organiser, Heath Saunders has judged at that town and Koroit committee members Buddha and Richard were returning the favour this year. The attendance was up on last year, a feat in itself given the price of diesel, and the quality of trucks attending was outstanding. Deserving accolades for special trucks Prizes followed suit from 2025 in that The Top 10 category winners received a Yeti insulated stubby holder with a fuel card therein – both more than useful. The Best in Show winner also received a trophy created by Shepparton’s Rollin’ Stainless and $1000. This year that honour went to Tony Whelan with his 1986 Kenworth W924. On six rod and 90-tonne rated, the truck underwent a full resto two years ago. “I kept it as authentic as possible to the original build, including the colours, using the original paint codes,” Tony said. Originally ordered for Bob Guthrie in WA, the truck actually went to a Peter Hill and thence to Peter Mackie from whom Tony bought the truck. It was a universally popular choice as winner of the show. One of the Top 10 was Trev ‘SloSpeed’ Davis who won Best Vintage last year with his ’27 International. This year it was his Resto Mod 1960 AA150 IH, ‘The Purple People Eater’, a two-year labour of love with plenty of heartache along the way. “I was bringing it up last year and it carked it on the way,” said Trev. “So hence the ’27 at the time which turned out to be fortuitous.” The AA150 has been sitting around for most of this year as Trev underwent chemotherapy for cancer of the bile duct. “It was by chance that they discovered it due to another operation I had and a resultant complication from that. Otherwise it’s doubtful I’d be here now.” Chronicling his journey on Facebook, Trev found the
the DD15 Detroit so she likes to rev. The 43” bunk gives me plenty of space to live in as well. Yeah, she goes all right.” The truck is painted in the 30th anniversary blue but is in fact the 31st truck to come in that colour which makes it a little unusual. “It’s also missing the top window over the bunk which all the others had,” said Jack. “She’s got a tad over 3 million clicks on the clock and has only just had an engine changeover 100,000 ago. Can’t complain about that!” Ain’t no second prize With their grey and purple livery, Peter Morris’s trucks stand out at any event. Alistair Goodman decided to take son, Will, out for a spin in his drive, a T909 and bring it to Boort. Working livestock, Alistair is about to head off to WA with a load, bringing sheep on the return journey. “It’s a challenging job with all the animal husbandry involved,” he said. “But I love it and I love doing it in a truck like this. As the wording above the cab says, ‘Ain’t No Second Prize’.”
Tony Whelan and partner Emma Hearn in front of his winning W-Model. Images: Graham Harsant
Trev ‘SloSpeed’ Davis – a winner on two fronts: here at Boort and with his battle against cancer.
Jack Symes and his drive, a Western Star that is No. 31 of a limited edition run of 30 trucks. Go figure.
Alistair and Will Goodman and his superb Morris Transport 909 – a welcome addition to any truck show.
Tyson Coffey and his ‘rediscovered’ W-Model.
process cathartic for himself but discovered that others were grateful for the knowledge he imparted, either because they were entering the chemo process or had friends going through it. Now, having finished chemo and getting a ‘pass’ mark
from the doctors SloSpeed has rewarded himself with the purchase of a 1923 T-Bucket Ford. Built in the late 1970s and having been displayed at the Royal Exhibition Building in Melbourne the rod is all original. “Bit different from a truck
but always wanted one, and I’ve come to recognise my mortality,” he said. Might have to change that ‘SloSpeed’ name, Trev. A beautiful truck to drive Amongst the sea of Kenworths, it was nice to come
across the Western Star driven by Jack Symes for Whitlock’s of Bendigo. Jack has been with the company for five years, hauling freight up and down the eastern seaboard and loves the truck. “It’s beautiful to drive,” he said. “It’s a 2013 model with
Reunited with dad’s truck The interest in W models has always been strong but seems to have reached new heights lately with prices rising rapidly. One at the show belonged to Tyson Coffey from Swan Hill and it drew my attention because of the blue Spiders rather than the more common red. “They’re just iconic aren’t they?” said Tyson. “And this one is special because it belonged to the old man. He bought it new around 1984 and a few years later sold it on. It went up north on road trains and that’s the last I thought I’d see of it. “I ended up with my own truck repair business in Swan Hill and I thought I’d like to get it back, but where to start? “It had gone up Trangie way so I rang the pub there. Amazingly, old mate behind the bar knew the truck and exactly where it was. He gave me the phone number of the bloke that owned it, I made a couple of calls and here we are today.” Being in the repair game made it affordable to bring up to scratch for Tyson who’s had the truck back for seven years. “Wiring, gauges and a lot of work that you can’t see,” he said. “And those Spiders are original, matching the chassis.” With about 3.1 million on the clock this is one tough truck built for a tough job. Tyson, like so many others, is keeping the history alive and Heath Saunders and the Boort Truck show exist for the rest of us to enjoy that history as well as the latest and coolest gear. Continued on page 34
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Good vibes and great rigs on show in Boort From page 32
And the winner is... Tony Whelan’s W-model. Images: Graham Harsant
The Boort happy bunch of category prize winners.
Every truck entered went into a draw to win Engel fridges, tools and more.
Rollin’ Stainless provided a superb Truck of the Show trophy.
Thurwood’s classy T909 made an eye-catching appearance.
An oldie looking brand new.
More old gear to keep the historians happy.
Tex Rehe’s (RIP) ‘Blue Rebel’ K125. One of the first Aerodyne cabs to come off the Bayswater production line in 1982.
Brad Johnson of Johnson’s Trucks at Mildura brought his demonstrator 780hp Mack Super-Liner along. I’d buy it.
The Bendigo branch of the Keating family showed up with this.
Gierisch Bros flat-roofed 9-Oh is always a welcome addition to any truck show.
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Veteran truckie praises NSW rest area
A truckie with four decades of experience on the road has been glowing in his praise of the Barry’s Creek Rest Area, located southbound along the Pacific Highway in NSW. Rohan Lindsay said it would rate as one of the best he has stopped at in 39 years of driving trucks. “It is about 20km south of Kempsey and there is separated parking for trucks, cattle trucks, caravans and cars. Great stop and would be one of the best I have been at,” Rohan told Spy. It is a large, modern, free camping facility strategically located on the stunning mid north coast of NSW. Positioned just north of the major tourist hub of Port Macquarie, this rest area is an essential 24-hour stopover for the high volume of traffic heading south towards Taree, Newcastle and Sydney. As part of the significant highway upgrades, this facility is designed to the highest standards, catering to all types of travellers, from cars and caravans to the largest B-doubles. It features dedicated parking lanes for heavy and light vehicles, ensuring a safer and quieter experience for those staying overnight. It has a large, clean toilet block, numerous sheltered picnic tables perfect for a meal break, and rubbish bins. The entire site is sealed with asphalt, providing a clean and level surface for all rigs. Grassy areas on the perimeter are ideal for walking pets on a leash. Its location on the main coastal highway guarantees excellent mobile phone coverage for all major carriers and clear digital TV reception. Cops revive driver reviver When the Queensland Government closed many Driver Reviver sites, it was not a welcome decision for most. So, it was great for Spy to be told by some truckies that a Driver Reviver was reactivated at the Fountain Springs rest area, which is located on
resurfacing site, and five to 10 minutes for less impactful maintenance work such as mowing. “Remember to slow down in work zones, follow the directions of traffic controllers and signage, and keep to the posted speed limits to help keep road workers and other road users safe,” the spokesperson said.
The Barry’s Creek rest area in NSW. Image: Rohan Lindsay
the Barkly Highway around Cloncurry, about 60km east of Mount Isa and near the Mary Kathleen turnoff. It has come about thanks to a partnership between Mount Isa Highway Patrol (Queensland Police), supported by Mount Isa Rotary and Queensland SES. Trucks pull up there when they can find a space because it is popular with van drivers, especially during the tourist season. At these Driver Reviver sites, you can receive a cuppa and a biscuit while you rest. It must be pointed out that truckies who stop at these are not always welcome with open arms. However, during the recent school holidays, several truckies told Spy they pulled up there and were treated well and did get a biscuit and drink. The rest area has flushing public toilets which are regularly maintained, covered tables with barbecues and rubbish bins. There is a tap but the water is not suitable for drinking. For those drivers who take
a pet dog along, they are allowed on site. The Fountain Springs themselves are not at the rest area. They are accessible via a 27km drive along Fountain Springs Road across the highway, offering a permanent spring, swimming, and picnic opportunities. Resurfacing focus on Bass Highway Potholes on Tasmanian roads have been in the news of late so drivers will be pleased to hear that State Growth will start resurfacing soon across 84 sites. A focus of the maintenance and repair program will be a notorious 16km stretch on the northern Bass Highway. These locations will include Elizabeth Town, Carrick, Devonport, Turners Beach, Lillico, Ulverstone, Penguin, Chasm Creek and Heybridge. A State Growth spokesperson said that in addition to the resurfacing program, routine spring maintenance work will be carried out across the state road network. “During winter, mainte-
A truck along the Bass Highway section which will have resurfacing work done. Image: Alf Wilson
nance crews completed hundreds of temporary pothole repairs to keep roads safe until weather conditions allowed for a more durable fix. With warmer weather arriving, contractors have returned to complete longer-term patching repairs. Other regular spring maintenance activities include mowing, clearing drains, and trimming trees,” the spokesperson said. Drivers can expect delays and some extra travel time when travelling through a
Roadworks stop conversation I had a call from a driver who was held up at roadworks along the Great Eastern Highway in WA about 30km east of Southern Cross at a location called Yellowstone. “The crews are rebuilding the road. I have travelled it for 40 years and have never seen it so bad. It is rough and certainly needs the upgrade,” he said. The driver said he was looking forward to seeing the work completed, which will make it safer. “It will be smoother and the surface and shoulders will be wider which is a good thing,” he said. Not guilty A veteran driver who was pulled up by an NHVR officer at Morwell in Victoria says he was breached for an alleged logbook discrepancy. This driver maintained his innocence and decided to go to court and plead not guilty. “This was a simple logbook
error, and I told the officer that. But the reply was that it could cost me up to $15,000,” he said. He had his day in Melbourne Magistrate’s Court which resulted in a positive outcome. “The magistrate threw it out and could see it was an honest error and there had been no breach,” he said. Whilst this has ended well for the driver, that is not always the case for truckies. Often a driver will just pay the fine even if he swears black and blue he was innocent, due to the cost to hire a lawyer and go to court, which can be more than the cost of the fine. Permit hold-up A veteran WA truckie based in Perth applied to the NHVR head office for a single trip oversize permit in late August and was surprised with how long it took to receive it. The permit arrived in the mail the first week of October which under normal circumstances could have been after the job he needed it for. “I thought it was a long time. The job was from Adelaide to the WA border,” he said. But on this occasion, it was a happy ending for him as the job was postponed by the client and will now go ahead. Continued on page 38
The magistrate said the truckie had made a simple error in his work diary. Image: NHVR
A truck parked across from the Fountain Springs rest area where a Driver Reviver is in place during holidays. Image: Ron Stafford
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Vale Cowboy Stockham, a true legend
From page 36
I was extremely sad to hear of the passing of legendary North Queenslander Rod ‘Cowboy’ Stockham, who lived on his rural property named Wondi at Major’s Creek near Woodstock. His property is located 10km from the Flinders Highway as it passes through Woodstock, between Townsville and Charters Towers. It is beside the Majors Creek Road and I visited Wondi and Cowboy many times. A man known for calling a spade a spade, Cowboy would always stand up for the rights of people in the road transport industry. On numerous occasions Cowboy put me onto stories about drivers who had been wronged, and about truckies who deserved recognition. Cowboy had 60 head of cattle, a couple of pigs and a few trucks. He was well known around North Queensland as the district organiser of the Australian Workers Union and as vice-president of the state branch. Over the years I saw Cowboy at places from Sarina in the south to Ingham up north and over to Palm Island and west to Charters Towers. Another passion of Cowboy was boxing and for many
years he trained youngsters at his property and travelled with them to various tournaments. He was a life member of the Sunstate Amateur Boxing League. His funeral in Townsville on October 19 was attended by hundreds. Tough times for owner-drivers A despondent truckie who has been in the industry for 47 years has had enough of being an owner-driver. This lad contacted Spy to say he had been a self-employed small operator for many years and things were becoming too hard. “The fuel costs, fatigue laws, registration and low rates are buggering it up for owner-operators,” he said. He was on the road home after a long interstate trip and had barely covered costs. “I am sick and tired of it all and am going to park my truck up,” he said. Subsequently Spy heard that he did that but got a job carrying livestock for a bigger company. Now he can collect a weekly wage and not have to worry about the costs. Rate takers or rate setters? Spy overheard a discussion about small operators who
Cowboy Stockham on his rural property. Image: Supplied
accept jobs as subbies and have to accept the rate offered. That description of “rate takers” would be apt for many struggling owner-drivers who are trying to keep their finances moving along, even when costs increase due to fuel hikes or other things. Then there are others, generally those who have regular clients and have serviced them well for a long time. These are the “rate setters” who can be described as quoting a fair rate for a job depending on circumstances. “I set my own rates and my clients accept there will be a levy when fuel prices rise,” one told me.
“Most of the cattle are vehicle aware and will get off the road if we honk the horn but not all of them are,” this lad said. Having said that though, another truckie told Spy there were dead carcasses of cattle beside the highway. “If a car hits them, the driver could be killed or injured and with bigger trucks they leave a lot of mess on the exterior,” this fellow said. Saucy truckie offers tasty recipe An outback truckie who considers himself a con-
noisseur of fine food, and good enough to appear on television show ‘My Kitchen Rules’, sent Spy a recipe which he reckons would be ideal for drivers who use gas cookers. The recipe is for a sauce he’s named ‘Drivers Delicacy’, ideal on steaks cooked during breaks. The ingredients are: five large green apples, five big onions, one litre vinegar, 1kg white sugar, four cloves of garlic, salt, 4kg tinned tomatoes, cloves, and a cup of bird’s eye chillies. Put it all in a pot and bring to the boil, then simmer until it is reduced by a third. Place it in a
A MAN KNOWN FOR CALLING A SPADE A SPADE, COWBOY WOULD ALWAYS STAND UP FOR THE RIGHTS OF PEOPLE IN THE ROAD TRANSPORT INDUSTRY.” bottle and store in a cool place and you will have a delicious dressing or topping for your medium cooked steak. Spy did try some and whilst it was tasty, it leaves you with a very hot mouth!
Cows on the road Wandering cattle crossing the highway between Mount Isa and Cloncurry have been proving a problem for drivers. Spy has been alerted to the matter by several truckies who regularly travel along the 120km stretch of the Barkly Highway. “Most of the properties are fenced but a group of them, often about six or eight, appear often and we have to be careful,” one said. Another truckie thinks they are escaping through holes in fences or after a gate is left open.
Cowboy Stockham, left, with Spy on the right and young Ethan Wilson. Image: Supplied
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How to close the gap in your safety system
YOU’VE found the gaps in your safety system. Here’s how to close them. Start with the work, not the manual. A driver rings from a loading yard. The truck was meant to leave two hours ago. It still hasn’t been loaded, the delivery window hasn’t moved, and the original plan no longer works. What happens next? In a well-run operation, someone changes the plan. The driver isn’t left to make up lost time, skip a break or keep going when they’re tired. But ask who makes that decision, what triggers it and where it’s recorded, and the answer can become less clear. That’s the gap between knowing how to run safely and having a safety management system you can demonstrate. Turn each gap into a practical safeguard, give someone responsibility for it, and check that it works.
Use the Code as a starting point, not a universal checklist The Master Code organises safety guidance around 45 transport activities, from managing driver fatigue and maintaining vehicles to scheduling transport tasks and restraining loads. Not every activity will apply to your business. Start with the work you actually do, then use the relevant guidance to identify
risks and choose suitable controls. The task is to identify the activities and risks relevant to your operation, consider the guidance, and choose measures that eliminate or minimise those risks so far as is reasonably practicable. The Master Code helps you identify risks and choose controls. The SMS Standard used for General Safety Accreditation sets the requirements for the wider system. Using the Code is a practical starting point. The practical question to keep asking is: what could go wrong in this part of our business, and what have we put in place to prevent it? Take that loading delay In this example, the relevant Master Code activities include managing driver fatigue, scheduling transport tasks and working with other businesses. Responsibility for managing the risk doesn’t sit with the driver alone. The allocator, the loading site and the customer expecting the delivery all have a part to play. A policy saying “drivers must comply with fatigue rules” doesn’t resolve the problem. The schedule has changed. Someone needs to decide what happens now. A practical control might require the allocator to reassess the journey whenever a loading delay threatens the planned rest or delivery ar-
rangements. That reassessment would consider the driver’s work and rest history, fitness to continue, remaining task and safe rest options – not just whether there are legal work hours left. The procedure then needs to make the decision workable. The right arrangements depend on the operation. But they’re specific enough to test with the people who will use them. If the procedure only works when the owner happens to answer their phone, the gap isn’t closed yet.
Give the control an owner – and people the means to use it The next step is implementation. Name the person responsible for maintaining the control. Explain the procedure to drivers and allocators, make sure they have the information they need, and agree how loading delays will be handled with the businesses involved. Be careful not to confuse a one-off corrective action with an ongoing control. “Speak to the customer about yesterday’s delay” is an action. An agreed process for reviewing schedules and escalating recurring delays is a control that should keep working after yesterday’s problem is forgotten. And don’t settle for a reporting procedure if the underlying problem can be removed. If the same booking arrange-
ment repeatedly creates unsafe pressure, changing that arrangement may do more than asking drivers to report it more often.
Keep the evidence of the decision For the delayed truck, useful evidence could include when the driver raised the issue, what was reassessed, who authorised the revised plan and what was communicated. If the event exposed a weakness, record the corrective action, its owner and completion. Then review what happened afterwards. A completed action proves that someone did a job. It doesn’t automatically prove the risk is controlled. That takes follow-up. With Hubfleet’s risk management software, the driver can report the situation from their mobile device, or a fleet
manager can record it. Depending on what happened, that might be a hazard or incident report. The manager links the report to the control covering scheduling delays and fatigue, then records how that control performed. If the response exposed a gap, corrective actions can be assigned against the report – for example, changing the escalation procedure or agreeing on more realistic loading arrangements with the customer. Once completed, someone checks whether those changes addressed the problem. A report doesn’t have to show a failure to be useful. It can also show that someone recognised a risk, used the agreed process and managed the situation safely. That’s the kind of evidence an SMS audit looks for under PSOE – Present, Suitable,
Hubfleet is designed to help your team collect and connect evidence as the work happens. Image: Hubfleet
Operating and Effective. A documented control helps show it’s Present. How well it fits the risks and realities of your operation helps show it’s Suitable. Records of people applying it help demonstrate it’s Operating. Reviewing what happened and whether the response managed the risk helps demonstrate it’s Effective. Hubfleet is designed to help your team collect and connect that evidence as the work happens. One report shows how a control performed on one occasion; a consistent record over time helps demonstrate whether your SMS is working.
Close one gap properly Choose one significant gap this week. Read the relevant Master Code guidance, talk to the people doing the work, and define a control that fits your operation. Put it into use and set a date to review it. Then repeat the process across the other risks you’ve identified. One worked example isn’t a complete SMS, but it gives you a repeatable way to build one. The Master Code helps you decide what good practice could look like. Your people put it to work. Your records help you check whether it’s making a difference. The 2026 Master Code and supporting resources are available free from the NHVR.
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1000 trucks and not a spare bit of shade
IF you were at Clarendon for this year’s Kenworth Klassic, you’ll know the two things everyone was talking about: the size of it, and the heat. Around 1000 trucks rolled in this year. That’s not a typo. It was big enough that even with a full crew on the ground, none of us could get around to see it all. And with the sun belting down all weekend and barely a tree on site, every patch of shade turned into prime real estate. Ours included. By Saturday afternoon the LELOX tent was doubling as the show’s unofficial cool-down zone, and we wouldn’t have had it any other way. Back home in the Hawkesbury The Klassic is a bit of a home game for us. LELOX is made just down the road in South Windsor, so plenty of the faces through the stand weren’t strangers. There were customers, mates, and blokes who’d driven past the factory a hundred times and finally got to put a name to the guards on their truck. What stood out this year was how much of the good stuff happened away from the stand. Most drivers don’t wander far from their trucks at a show, and fair enough, when you’ve put that much work into a rig you want to be there when people stop to look. So a big chunk of our weekend was spent walking the rows, having a yarn and handing out key chains, rather than waiting for people to come to us. We’ll be doing more of that next year.
shoulder, is one of the best parts of the weekend. It’s also the best chance to see a truck in full, so our media team spent most of Friday capturing them on the way in. Keep an eye on the LELOX socials over the coming weeks, because there’s a lot of footage still to come.
The ‘Black Jack’ truck sporting LELOX mudguards. Images: LELOX
Made for the show line Walking the rows, it was hard to miss how many trucks were wearing LELOX. Some of the best builds at the show, including the BlackJack truck, were running our guards, and they looked right at home. That’s no accident. A ripple-free edge, brilliant shine and clean lines are what make a guard look good under show lights, and it’s what every LELOX guard is built to deliver, whether it’s on a working truck or someone’s pride and joy. Seeing that much stainless lined up across the showground was a good
reminder of why we do what we do. We also had a few people pull us aside to ask about the new Signature Series chassis pole and when it’ll be ready. We’re not giving away a date just yet. It’s still in the on-road testing stages, but it’s coming, and it’s good to know people are waiting on it. Friday bump-in If you’ve never been to a show for the Friday bump-in, it’s worth the trip. Watching the trucks roll through the gate one after another, before they’re all parked shoulder to
The little ones run the show One of our favourite parts of the weekend had nothing to do with mudguards. The kids’ prizes and balloons were a hit again, and there’s something about a pint-sized truckie walking off proudly with a LELOX balloon that makes a 35-degree day worth it. The moment that stuck with the team most came from Tim at GTC. Tim picked up some LELOX gear last year and came back this year with his family, just to stop by and say thanks. It’s a small thing, but it’s exactly what this industry is about. Shows like the Klassic aren’t really about what’s on the stand. They’re about the people you keep running into, year after year. Thanks, Clarendon A big thank you to the organisers, the volunteers who kept the whole thing moving, and every operator who put in the hours to get their truck showready and then sat in the heat all weekend so the rest of us could enjoy it. We’ll be back next year, hopefully with a bit more shade. If you see the LELOX crew wandering the rows, come and say g’day.
The kids’ prizes and balloons were a hit at the Kenworth Klassic.
The crew from SGM Trucking.
Tis the season to review your alcohol and other drugs policy AS the Christmas and New Year period approaches, heavy vehicle operators across Australia face increased operational pressures, busier roads and heightened safety risks. Whether transporting freight, passengers, operating in construction or mining environments, or undertaking specialist transport activities, operators should use this lead-up to Christmas as an opportunity to review their workplace drug and alcohol policy and management arrangements. For heavy vehicle operators, safety is more than a regulatory obligation. It is fundamental to protecting drivers, workers and members of the public. A robust Alcohol and Other Drugs (AOD) policy, supported by an effective testing program, remains one of the most practical ways to proactively manage impairment-related risks in the workplace. Increased risks during the holiday period The Christmas and New Year period often presents different operational challenges. Increased traffic volumes, changing work schedules, annual leave arrangements, social functions and end-ofyear fatigue can all contribute to elevated workplace safety risks.
A well-drafted Alcohol and Other Drugs (AOD) policy provides clear guidance for workers and management. Image: Brindabella Legal
For businesses operating heavy vehicles, impairment caused by alcohol or drugs can have serious consequences. Even minor lapses in judgement, concentration or reaction time can increase the likelihood of incidents involving vehicles, plant and equipment. This makes the lead-up to Christmas an ideal time to review existing AOD policies, refresh employee awareness and ensure appropriate testing and compliance measures are in place. Why a tailored AOD policy matters Many businesses rely on generic workplace drug and alcohol policies that fail to adequately address the specific risks associated with heavy vehicle operations. Brindabella Legal & Assurance assists operators by developing, re-
viewing and refining tailored workplace drug and alcohol policies that are practical, legally compliant and capable of withstanding regulatory and legal scrutiny. Depending on the needs of your organisation, these policies can address the types of drug and alcohol testing undertaken by the business, including random, pre-employment, post-incident, nearmiss and reasonable suspicion testing. They can also establish clear fitness for duty requirements, define employee and management responsibilities, outline investigation and disciplinary processes and address workplace health and safety obligations together with Chain of Responsibility compliance requirements. A well-drafted policy provides clear guidance for workers and management alike,
helping organisations respond confidently and consistently when safety concerns arise.
Workplace drug and alcohol testing services An effective policy is only one part of the solution. Businesses should also consider implementing a structured testing program that supports the practical application of their safety requirements. Brindabella Legal & Assurance provides workplace drug and alcohol testing services for organisations operating in safety-critical environments, including the heavy vehicle, logistics, construction, mining and broader transport sectors. Testing programs can be tailored to suit the size, nature and operational requirements of each business. Services include random drug and alcohol testing,
workplace alcohol testing, pre-employment screening, post-incident testing and reasonable suspicion testing. These measures assist organisations to identify and manage impairment risks, reinforce fitness for duty requirements and maintain safer workplaces for employees and the public. In addition to testing services, Brindabella Legal & Assurance assists organisations with compliance audits and reviews to assess the effectiveness of existing drug and alcohol management arrangements. The firm also provides practical support with policy implementation, helping businesses integrate workplace drug and alcohol programs into their broader safety management systems. To support a strong safety culture, Brindabella Legal & Assurance delivers workforce education and awareness programs that help employees and supervisors understand their responsibilities, recognise impairment risks and comply with workplace drug and alcohol requirements. Demonstrating a commitment to safety For many heavy vehicle operators, workplace drug and alcohol management forms an important component of their broader safety manage-
ment system and supports the discharge of duties under the Heavy Vehicle National Law and Chain of Responsibility framework. A documented and consistently applied AOD program demonstrates that a business takes its safety obligations seriously and is committed to maintaining a safe workplace. Practical solutions for heavy vehicle operators Brindabella Legal & Assurance combines legal expertise with practical safety assurance experience to help heavy vehicle operators manage risk, strengthen compliance and improve safety outcomes. Whether your business requires a new workplace drug and alcohol policy, independent testing services, compliance reviews or assistance implementing a risk-based testing program, Brindabella Legal & Assurance can provide practical, industry-focused solutions tailored to your operations. For more information about workplace drug and alcohol policies, workplace testing services or heavy vehicle safety compliance, contact Brindabella Legal & Assurance by visiting brindabellalegal.com.au or emailing contact@brindabellalegal.com.au.
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Australia’s logistics workforce under pressure
A total of 44 per cent of Australian logistics professionals are considering leaving the industry in the next five years, and 42 per cent say working in the sector has impacted their mental health. This is what Microlise found in its Australian Fleet Safety & Compliance Benchmark 2026, which surveyed 200 senior logistics professionals about their experiences managing fleet health, safety and compliance. From the research, it’s clear that fleet managers are facing mounting demands to keep their operations safe, efficient and profitable following a turbulent year of rising fuel costs, workforce challenges and evolving compliance regulations. But technology is offering a way forward, enabling fleet managers to improve safety and reduce the compliance burden without compromising operational efficiency. The growing workforce challenge The research revealed that Australia’s logistics sector is facing a growing challenge, with almost half the workforce considering leaving in the next five years. This is an alarming statistic given Australia is already facing a severe driver shortage, estimated at 28,000, and an ageing workforce, with 60 per cent of drivers over 50, according to the Australian Logistics Council. ‘Long working hours’ was
‘LONG WORKING HOURS’ WAS NAMED AS THE BIGGEST REASON FOR LEAVING (29 PER CENT), SHINING A LIGHT ON THE DEMANDING WORKING CONDITIONS IN FLEET OPERATIONS.”
44 per cent of logistics professionals are considering leaving the sector in the next five years. Images: Microlise
named as the biggest reason for leaving (29 per cent), shining a light on the demanding working conditions in fleet operations and how this impacts physical and mental wellbeing. Meanwhile, ‘difficulty keeping on top of compliance’ was named as the second-biggest reason (25 per cent), high-
lighting the immense pressure that evolving compliance regulations are placing on fleet operators. Following recent amendments to the Heavy Vehicle National Law (HVNL) and Chain of Responsibility (CoR) regulations, Australian fleet operators are struggling to keep up.
85 per cent of fleet operators said AI distraction cameras prevented a serious accident.
This pressure is taking a measurable toll, with 42 per cent of respondents saying their mental health has been impacted by their job. Ultimately, technology is the best way to reduce dayto-day pressure on fleet managers. In fact, respondents said having better access to technology was the single most important factor in improving their mental wellbeing at work. Compliance confidence questioned While most fleet operators appear confident in their compliance processes, the research revealed a significant disconnect between perception and reality. A total of 88 per cent of respondents said it was fairly or very easy to manage compliance, while 68 per cent said they “no longer worry about compliance complexity as technology removes the burden”. Despite this confidence, a third admit they still rely on manual processes for critical tasks like qualification checks and vehicle maintenance re-
cords. This suggests a sense of overconfidence in compliance management, highlighting that many fleet operators are still underestimating the risks associated with manual compliance management despite the reality of regulatory penalties, operational inefficiencies and reputational damage. Manual processes are also placing unnecessary pressure on staff, with 22 per cent of respondents citing an overreliance on paperwork as their top reason for considering leaving the industry. As compliance regulations continuously shift and requirements become more rigid, those businesses that digitise and automate their manual compliance processes will reduce the pressure on their fleet managers, thereby supporting better mental health outcomes. Technology is transforming safety Australian fleet operators believe technology adoption is the key to transforming health and safety in their operations, with 81 per cent saying technology is essential to
keep their drivers safe; while 83 per cent also say advances in technology have made their drivers feel safer compared to five years ago. Given truck drivers are 15 times more likely to suffer a fatal workplace incident than the average employee, technology will continue to play a vital role in making the industry safer. When fleet managers were asked to identify which technologies had the greatest impact on driver safety, ADAS and active vehicle systems topped the list, cited by 16 per cent of respondents, followed closely by multi-camera systems (16 per cent), daily vehicle defect checks (15 per cent) and telematics and driver behaviour monitoring (14 per cent). Cameras in particular are having a significant impact, with 99 per cent of respondents saying that in-cab cameras have improved driver performance and 85 per cent saying AI distraction cameras prevented their drivers from having a serious accident. When used alongside effective driver coaching and training, camera technology can play an important role in improving road safety while also delivering long-term value for businesses. Takeaway The future of Australia’s logistics sector is clearly tech-driven, and for many businesses, it’s now or never. Ultimately, the businesses that invest in safety technology and digitise their compliance processes will be better positioned to reduce administrative pressure on their staff and retain skilled employees amid ongoing workforce shortages. Find out more by downloading the full report at https:// eu1.hubs.ly/H0z6Zms0.
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Cummins keeps McColl’s moving
WHEN a tanker is due at the farm gate, the milk needs to move. For McColl’s Transport, that makes reliability a daily commitment to the customers relying on its fleet. It is also why the tanker operator continues to put its trust in Cummins, building on a relationship spanning more than 30 years and several generations of engines. “We can’t afford to have our milk sitting on the side of the road,” McColl’s General Manager of Fleet, John Hovey, said. From its beginnings with one tanker, McColl’s has grown into a major liquid-freight operator. Today, McColl’s operates across three divisions: farm milk collection, food-grade linehaul and chemical transport. Its network stretches along Australia’s eastern seaboard, reaching Townsville, with operations also in Perth. With more than 280 prime movers and around 800 tankers, supported by subcontractors, keeping that operation moving calls for equipment and service support the business can depend on. The fleet’s work ranges from collecting milk directly from farms and delivering it to factories to moving food-grade and chemical products over longer distances. Single-trailer combinations, B-doubles and road trains all have a role to play.
McColl’s Transport’s new Kenworth T909, the 90,000th Kenworth truck built in Australia. Images: Cummins
For John, who joined McColl’s in 1996 and has held several roles within the business, the Cummins connection has been a constant. His experience spans the Cummins N14, Signature series and today’s X15 engines, reflecting the fleet’s changing requirements. His confidence in Cummins comes from both the engines’ performance on the road and the support available when a vehicle needs attention. “Cummins’ reliability on roads has been great, while their service network around Australia has been excellent,” John said.
For a business carrying time-sensitive loads, access to that network matters. Cummins’ roadside service helps get vehicles moving again when problems arise, while its workshops provide support in areas where McColl’s does not have its own facilities. “If we have something go down, they’re on the road to get it going with their roadside service.” That national support complements McColl’s own workshop capability, giving the fleet access to assistance wherever its freight tasks take it. It is a practical arrangement built around the needs of a
working fleet, dependable engines, access to technical support and communication when equipment needs attention. According to John, reliability is also the main focus in feedback from drivers, with limited downtime helping keep the operation on track. The next chapter includes a Kenworth T909, the first of the model to join the McColl’s fleet. Its arrival brings something different to an operation already familiar with Kenworth’s K200, K220 and T609 models. The new T909 also marks a milestone as the 90,000th
Kenworth built in Australia. “I’m very excited. We’ve never had a 909 in the fleet before and to receive the 90,000th Kenworth, really just confirms the longevity and trust people place in these products,” John said. The Cummins-powered truck is earmarked for chemical transport along the eastern seaboard, working between Brisbane, Sydney and Melbourne. Its loads will include ethanol and methanol, with road train work also forming part of the intended application. The T909 is powered by a Cummins X15 Euro VI Performance Series, rated at 625 hp, with peak torque of 2050 lb-ft, providing options to suit different heavy-duty freight tasks. Its durable fuel system is designed for consistent operation over a long service life. For a tanker fleet covering long distances, the balance between engine performance, fuel economy and durability is an important consideration in managing operating costs. “For us, engine performance is about having the power and torque to do the job comfortably, day after day. With the X15 Euro VI Performance Series in the new T909, we’re looking for that balance of pulling power, fuel economy and long-term reliability to suit the work we have planned,” John said.
The addition comes as John sees road conditions as one of the biggest challenges facing operators. With trucks working across a wide network, the condition of the infrastructure beneath them remains a daily consideration. As a result, McColl’s approach to equipment selection places considerable weight on the support behind the product. For John, the value of a supplier extends well beyond the initial purchase. “Our whole business is built on relationships, from customers to suppliers,” he said. It is a philosophy that helps explain the enduring Cummins connection. Across changing engines, different freight tasks and an expanding fleet, the focus remains on keeping customers’ products moving. For McColl’s, that starts with a dependable truck at the gate and continues with the service network backing it along the road.
The Cummins X15 Euro VI Performance Series powers the new Kenworth T909.
BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
Freight infrastructure must drive Victoria’s future VTA COMMENT PETER ANDERSON CEO, Victorian Transport Association
AS Victoria moves towards another state election, voters can expect no shortage of debate about healthcare, housing, cost-of-living pressures and public spending. All are important issues. But there is one challenge that sits beneath them all and rarely receives the attention it deserves: productivity. If Victoria is to improve living standards, accommodate population growth and maintain its economic competitiveness, productivity growth must once again become a central focus of public policy. And that starts with infrastructure. Elections provide an opportunity for governments and oppositions alike to outline their vision for the state’s future. Yet too often, infrastructure discussions become focused on short-term announcements rather than the projects that will deliver economic benefits for decades to come. The Outer Metropolitan Ring Road (OMR) is one such project. The transport and logistics industry views the OMR as far more than a road. It is a strategic freight and economic corridor that has the potential to reshape how goods move across Melbourne’s growing northern and western regions while providing the capacity needed to support future population and industrial growth. This election presents a timely opportunity for all political parties to move beyond an affirmation of their commitment to preserving and progressing this nationally significant corridor, and actually build it. Victoria’s freight task continues to grow alongside the state’s population. More homes are being built, more goods are being consumed, and more freight is moving through our ports, airports, warehouses and distribution centres. At the same time, Melbourne’s growth is increasingly concentrated in the outer west and north, where industrial development is expanding rapidly and demand for freight movement continues to accelerate. Without appropriate investment, congestion will worsen, supply chains will become less efficient, and costs will continue to rise. Ultimately, those costs are borne by businesses and consumers. That is why infrastructure should not be viewed simply as a transport issue. It is fundamentally an economic issue. Efficient transport networks allow businesses to move goods more quickly and re-
WITHOUT APPROPRIATE INVESTMENT, CONGESTION WILL WORSEN, SUPPLY CHAINS WILL BECOME LESS EFFICIENT, AND COSTS WILL CONTINUE TO RISE.” liably. They support investment, improve competitiveness and reduce unnecessary costs throughout the supply chain. When productivity improves, economies grow. When economies grow, living standards improve. For a state confronting ongoing cost-of-living pressures, that is a conversation worth having. Major infrastructure projects also create long-term confidence. Businesses are more likely to invest in new facilities, create jobs and expand operations when they know governments are planning for future growth rather than reacting to capacity constraints after they emerge. Perhaps most importantly, infrastructure decisions made today will determine whether Victoria is prepared for the economy of 2050 and beyond.
Successive governments have benefited from the vision of earlier generations who built the roads, railways, ports and logistics networks that underpin Victoria’s prosperity today. The responsibility now falls to today’s leaders to make decisions that will benefit future generations in the same way. The Victorian state election should not simply be a contest of short-term commitments. It should also be a discussion about the state’s long-term economic future and the infrastructure required to support it. Projects such as the Outer Metropolitan Ring Road are not merely transport investments. They are nation-building investments that strengthen productivity, support economic growth, create employment opportunities and improve living standards over the long term. Regardless of who forms government after the election, the objective should remain the same: ensuring Victoria has the infrastructure needed to support a growing population, a stronger economy and a more prosperous future. That is why the Outer Metropolitan Ring Road deserves to remain firmly at the top of the state’s infrastructure agenda.
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Time to discuss health concerns men avoid HEALTH AND WELLBEING KYLIE KARAGICH Clinical Nutritionist and Psychotherapist
EVERY professional driver knows the importance of keeping their truck in good working order. We check the tyres, monitor the engine and organise servicing before something goes wrong. But how often do we give our own health that same attention? Two areas men often avoid discussing are prostate health and erectile dysfunction (ED). They’re personal subjects, but understanding them can make a real difference to long-term health, confidence and quality of life. Know what’s normal The prostate is a small gland located beneath the bladder. As men age, it commonly enlarges, sometimes affecting urination. Signs worth discussing with your GP include needing to urinate more frequently, particularly overnight, difficulty starting urination, a weak urine stream or feeling as though your bladder hasn’t emptied properly. These changes don’t auto-
matically mean prostate cancer. An enlarged prostate and other conditions can cause similar symptoms. Importantly, early prostate cancer often causes no symptoms at all. Men aged 50–69 can discuss the benefits and limitations of PSA blood testing with their GP. Those with a family history may need to have this conversation earlier. Testing is an individual decision, as it can identify significant cancers but also cancers that may never cause harm.
More than a bedroom issue ED is the ongoing difficulty getting or maintaining an erection. It’s common, particularly as men get older, but shouldn’t simply be dismissed as a normal part of ageing. An erection depends on healthy blood vessels, nerves and hormonal function. Conditions such as diabetes, high blood pressure and cardiovascular disease, along with certain medications, can affect this process. Interestingly, ED can sometimes be an early warning sign of cardiovascular disease because the smaller blood vessels supplying the penis may show problems before symptoms appear elsewhere. Stress, anxiety, excessive alcohol consumption, smoking, relationship difficulties and poor sleep can also contribute.
The encouraging news is that effective treatments are available. A GP can assess possible causes and discuss appropriate options. Seeking help is about looking after your health, not questioning your masculinity.
Supporting your heart and sexual health What we eat influences blood pressure, cholesterol, blood glucose and vascular health, all of which are important for healthy circulation. A heart-healthy eating pattern includes vegetables, fruit, wholegrains, legumes, nuts, olive oil and fish, alongside appropriate amounts of lean protein. For drivers, this might mean choosing a wholemeal chicken and salad sandwich, keeping unsalted nuts and fruit in the truck, or preparing meals before leaving home. Fibre supports cholesterol management and blood glucose regulation, while unsaturated fats from fish, nuts and olive oil support cardiovascular health. No single food prevents prostate cancer or cures ED. It’s the overall eating pattern, maintained consistently, that offers the greatest benefit. Stress, sleep and lifestyle matter Long hours, deadlines, isolation and disrupted sleep can place considerable pressure on transport workers.
Chronic stress can affect mood, relationships, sleep and sexual function. When the body remains under pressure, it becomes harder to relax, recover and maintain healthy routines. Simple strategies can help. Take regular opportunities to walk, stretch and move. Use slow breathing or relaxation techniques when safely parked. Stay connected with family and friends and prioritise quality sleep whenever possible. Regular physical activity supports circulation, blood pressure, metabolic health and emotional wellbeing.
Quitting smoking and reducing excessive alcohol consumption also benefit cardiovascular and sexual health. These changes don’t need to happen overnight. Start with one manageable habit and build from there. Don’t wait until something goes wrong If you notice changes in urination, sexual function, energy levels or general wellbeing, it’s important to pay attention and investigate them further. Consider booking a GP appointment to discuss blood pressure, cholesterol, blood glucose, prostate concerns and
any changes in sexual health. Looking after yourself isn’t about being perfect. It’s about recognising changes, asking questions and taking practical steps towards better health.
Fit to drive reminder Your truck needs regular maintenance, and so do you. Small, consistent improvements in nutrition, movement, sleep and stress management can support your health for the kilometres ahead and the years beyond the driver’s seat. EAT HEALTHY – FEEL BETTER – LIVE YOUR BEST LIFE
Chronic stress on the job can affect mood, relationships, sleep and sexual function. Image: Doublelee/stock.adobe.com
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BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
Father and son shine on Gladstone roads BY BRYCE ‘BALDY’ MCGAHEY
ANDREW and Josh McEachran were both spotted recently in Gladstone after washing and shining up their truck and dog tippers. The father and son duo both drive Mack truck and dog combos for Keetah Contracting in Gladstone. Andrew pilots a 2022 Mack Trident pulling a 6-axle dog trailer, while son Josh pilots a 2023 Mack Trident pulling a 4-axle dog trailer. Carting gravel, sand and grain mainly around the Gladstone region but can go as far south as Brisbane. Andrew was a young starter in the industry as an owner-driver before changing to
Josh McEachran, left, and dad Andrew both drive Mack truck and dog combos for Keetah Contracting in Gladstone. Images: Bryce ‘Baldy’ McGahey
being a company driver in several different roles around Queensland between Gladstone and Brisbane. At 59 years young and with more than 35 years on the road, Andrew says it’s the freedom on the road and the lifestyle that goes with it that he enjoys. Some days he feels more like 21, others he wakes up feeling all of his 59 years and scratches his head thinking about how long he will keep going. But while fit and healthy there are still miles to be made on the highway. When not at work, Andrew enjoys family time with his children and grandchildren, or hunting and fossicking with his metal detector and can occasionally be seen
Andrew pilots a 2022 Mack Trident pulling a 6-axle dog trailer, while son Josh pilots a 2023 Mack Trident pulling a 4-axle dog trailer.
JOSH STARTED WHERE MOST YOUNG FELLAS DO, IN THE PASSENGER SEAT WITH DAD AT EVERY OPPORTUNITY HE COULD AND WANTED TO BE JUST LIKE DAD AND DRIVE TRUCKS.” clocking up a few k’s in his 2018 Camaro. Josh started where most young fellas do, in the passenger seat with dad at every opportunity he could and wanted to be just like dad and drive trucks. Josh is 31 with more than 10 years in the driver’s seat says trucking with dad ranks up there as one of the coolest things. When not at work Josh spends time with his young family. Both Andrew and Josh spent some time at Boral in Brisbane as well as other companies before moving back to their grass roots where it all started so back to Gladstone it was. Josh moved via Bundaberg for a while then back to Gladstone after having a crack at general freight, some oversize and powder tankers, and travelling all over Queensland and into New South Wales.
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48 DRIVER PROFILES
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
A way forward, one load at a time
FOR owner-driver Scott Peet, trucks have always represented more than a job. Growing up, they represented a way out of poverty. “My love of trucks came from my father,” Scott said. “He was mostly unemployed when I was a kid. We lived in poverty, with barely enough food on the table. But on the occasions Dad worked driving trucks, we had abundance.” One memory that has stayed with him is his dad handing over spare change, enough for a $2 bag of mixed lollies from the corner shop. “I associated trucks with not being stuck in the poverty cycle,” he said. Scott now runs a small transport business with his son, Marc Peet. He’s been driving long distance since 2019, although his connection with trucks stretches back much further. By 19, he already owned a Jim’s Removals franchise. Scott’s early work included CML Removals and Jim’s Removals, driving a 1981 Isuzu Forward medium rigid with a 30-cubic-metre pantech. These days, the loads are varied: cars, trailers, caravans, boats and palletised freight,
Scott Peet now runs a small transport business with his son, Marc Peet. Image: Scott Peet
with furniture removals now being added to the mix. The motto is simple: “If it fits, it ships!” Their equipment includes an Isuzu FRR tow truck and car trailer, a recently built four-car carrier using another FRR, and a little Isuzu NNR pantech Scott affectionately calls the “pie cart”.
The opportunity to explore Australia remains a highlight. “Getting paid to see places people pay to go to is amazing,” he said. His travels have included a trip to Darwin to support the SES response to a disaster in Katherine. Favourite runs include crossing the Nullarbor and heading north from Perth
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to Broome, where the scenery offers something completely different from the east coast. He also enjoys time off in Cairns, relaxing beside a pool and spending an evening along the Esplanade. When it comes to roadhouses, Scott doesn’t have one favourite. Somewhere comfortable to sit, unwind and re-
charge is what matters. But he’s open about the harder side of long-distance work: travelling alone, missing nights at home and having too much time to overthink. Scott believes the strain on relationships deserves more attention, particularly the way worries at home can affect sleep and leave a driver fatigued. His advice to newcomers is to pace themselves and listen to their bodies, even when that means finishing earlier than planned. “Sometimes you have to say, ‘That’s enough for the day’.” Looking ahead, Scott hopes to grow the business with employees so he can spend more time with family and less time behind the wheel.
He also hopes to support others through difficult times. He’s studying theology through Bible college at his own pace, fitting it around a hectic working life, with an interest in eventually offering pastoral support within the industry. Outside work, Scott enjoys fishing and overseas travel. Since meeting his Filipino partner online, regular visits to the Philippines have helped spark a wider travel bug. For all the kilometres and different loads, his motivation remains close to where it started. “I work to support my family, plus it’s been my passion ever since I was a kid,” he said. “I just love driving trucks.”
DRIVER PROFILES 49
BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
Childhood truck rides fuel driving dreams
GROWING up, Christopher Weedon would jump at any opportunity to spend a day in the truck with his dad. These days, he’s behind the wheel himself, building a career in the industry he’s loved since he was little. Based in Sunbury, Victoria, Christopher has been driving trucks for seven years, having started at 19. He now works for Kevin’s Transport, a small company run by his father-in-law. “My dad is a truck driver. Growing up, I used to go out with him any chance I got,” he said. “It was only a matter of time before I was going to drive them myself. I’ve always had a passion for trucks.” His first driving job was a little different from the Kenworth he operates today. Christopher started in a three-tonne truck with Direct Freight, collecting and delivering parcels around Melbourne. Today, his regular drive is a 2017 Kenworth T909, hauling fat and bone from an abattoir to Wodonga in a semi tipper. When he’s not on tipper duties, he also carts steel.
For Christopher, much of the appeal is the independence that comes once he’s out on the road. “I enjoy the freedom. Once you’re out on the road, you are your own boss. No one is pushing me. I run my own race,” he said. “You get to take in the views. I’ve always loved running at sunrise and sunset.” Christopher’s favourite trips include the Newell Highway and the run across to Adelaide. While he acknowledges the roads aren’t always the best, he enjoys travelling through towns along the way. Compared with the bypasses along much of the Hume and Pacific highways, he reckons the towns on the Newell and Dukes help break up a journey and keep him engaged. A good feed is another welcome part of the trip. His old favourite was Jugiong Roadhouse, where he fondly remembers Nick’s cooking. These days, his pick is Wimpy’s at Wodonga. “I’ve never had a bad meal there. It doesn’t matter if you’re getting a steak sand-
wich or sitting down for a meal,” he said. “The staff are brilliant and the prices are very fair.” While Christopher enjoys the work and believes drivers can earn good money, he’s realistic about what comes with it. For interstate drivers, he says the hardest part is being away from family, particularly with young children at home. “You can make great money, but you sacrifice time with your family, and you never get that time back.” His own dad showed him that trucking could provide a solid living for a family while working locally. “My dad always provided for myself and my brother growing up. We never went hungry and always had a roof over our heads.” Christopher also sees challenges in rising operating costs, tight margins and competition from companies prepared to take work at cheaper rates. Road conditions are another frustration, alongside aspects of logbook rules that he feels don’t always match when a driver feels
ready for a break. Christopher is concerned about training and where the next generation will come from as older drivers retire. His advice to anyone starting out is straightforward: take your time, ask questions and find experienced drivers willing to help. “Don’t be in a rush, especially to get into a big truck,” he said. “Young guys are focused on the bling and wanting to drive big trucks like 909s. I was one of those guys growing up. “At the end of the day, a truck is a truck.” Looking ahead, Christopher would love to own a truck and eventually build a small fleet. For now, he’s continuing to gain experience and enjoy the driving. Outside work, family takes priority, spending time with his kids and visiting his parents. He also enjoys golf and getting along to the footy. The trucks might have drawn him into the industry, but he knows the people waiting at home matter most.
His regular drive is a 2017 Kenworth T909, hauling fat and bone from an abattoir to Wodonga, in a semi tipper. Image: Christopher Weedon
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52 DRIVER PROFILES
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
Driving a very special truck Over 40 years on the road
WHEN a flashy green Kenworth rolled into the Townsville Port Access Road hook up area, you could tell it was a special truck. Others nearby checked it out and I spoke to driver Grant Wingert who left the driver’s seat to check on a trailer. I soon gleaned it was the Kenworth T909 which was the 400th Kenworth purchased by Blenners. “It is a great truck and is brand new with just 7000km
on the clock,” Grant said. Grant has worked for Blenners since 2019 and before that also had a stint with the company before being temporarily laid off after a cyclone. “I have bananas from Tully for Townsville and another driver will take them to Adelaide,” he said. Whilst on the road, Grant likes stopping at the Gin Gin Roadhouse. “The rissoles with potato mash are excellent and the staff
are friendly,” he said. On the subject of bad roads, Grant nominated parts of the Bruce Highway. Grant feels that there are enough suitable rest areas along the road to Brisbane. He added that his hobby outside of work is motor sports. “I have a black SS Ute which doesn’t race,” he said. A Brisbane Broncos supporter during the NRL season, Grant goes fishing in plentiful creeks near his hometown of Feluga.
Grant Wingert works for Blenners Transport, and was behind the wheel of the company’s new 400th Kenworth. Images: Alf Wilson
VETER AN driver Barney Scott has been behind the wheel, travelling around Australia for more than 40 years and loves the life. Barney, 63, was having a break in the cabin of the Kenworth T404 he drives for Bob Hines out of Walloon when I yarned to him. “I have power poles on the trailer from Brisbane and am heading to Tully,” he said. Reliable Barney has been with this company for an
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As for dislikes as he drives the highways, Barney nominated the habits of some van drivers. “They often go so slow on the road and when you come to a passing lane area they speed up and if you overtake you have to break the speed limit,” he said. Outside work Barney enjoys spending time with his seven grandchildren who live as far away as Canberra.
Veteran truck driver Barney Scott has been with the same company for 32 years.
“Suddenly you’re not the biggest thing on the road" A MESSAGE FROM THE AUSTRALIAN RAILWAY CROSSING SAFETY EDUCATION GUIDE
amazing 32 years and is still loving it. “I won’t be changing any time soon,” he said. Barney likes the BP Cluden Roadhouse because of its clean facilities and good food. “I like a chicken parmigiana,” he said. His nightmare road is between Emerald and Clermont. He said he would like to see more rest areas for truckies.
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BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
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2 What is an associate known as (7) 3 To forbear, is to do what (7) 4 What are fragments called (6) 5 Name another term for raiment (7) 6 What are visible spirits (7) 7 To defame, is to do what (7) 13 What is revenue known as (7) 14 Name a mathematical art (7) 15 What is a term for wealth (7) 17 Which person decides points at issue (7) 18 To be peculiar to a particular locality, is to be what (7) 20 To attack one’s good name, is to do what (6)
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QUICK CROSSWORD
Fill the grid so every column, every row and 3x3 box contains the digits 1 to 9.
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54 CAREERS AND TRAINING
FRIDAY NOVEMBER 6 2026 BIGRIGS.COM.AU
National Trucking Industry Award winners
THE Australian Trucking Association (ATA) has announced the winners of the National Trucking Industry Awards, presented at its 2026 Technology and Maintenance Conference in Melbourne on October 14. Russell Borchard of Borchtrans in Victoria took out the prestigious 2026 Craig Roseneder Award for Technical and Maintenance Excellence, sponsored by Castrol. This award recognises and celebrates the men and women who work behind the scenes to keep the industry’s workshops running. A third-generation truckie who grew up in the industry, Russell started his heavy vehicle apprenticeship at 17 before establishing Borchtrans in 2010, where he remains hands-on as owner and mechanic. When he heard the livestock industry needed to do better on trailer braking, he
Denis Robertson was made a life member of the ATA’s Industry Technical Council.
Russell Borchard of Borchtrans in Victoria was named the 2026 Craig Roseneder Award winner. Images: ATA
acted. Russell was one of the first to invest in EBS diagnostic equipment, putting safer braking technology into practice across his fleet. He is also the current President of the Livestock and Rural Transporters Association of Victoria (LRTAV), where he champions safety, training and fostering the next generation, while giving back to rural communities by supporting events such as the Wentworth Show and Pooncarie Races. He’s also an advocate for education, taking trucks to Coomealla High School. As part of his prize, Russell will receive a trip to attend the 2027 US Technology and Maintenance Council Annual Meeting and Transportation Technology Exhibition in Orlando, Florida, in March 2027. The prize includes full conference registration, return airfares, five nights premium
accommodation and $1000 spending money. Winning the TRUCK TECH Training Excellence category is Border Crane Consultants in Victoria, with the award accepted by Jason Barry. This award recognises transport operators with a strong and demonstrated commitment to training and development, thereby improving safety for all. Founded in 2010 with one employee, Baranduda-based Border Crane Consultants has grown into a 37-person regional business with training at the heart of its success. The company recruits for attitude and potential, then invests in structured learning, hands-on experience and ongoing development. To date, 23 apprenticeships and 12 traineeships have been completed, with 11 apprenticeships and two traineeships underway. Border Crane Consultants’ impact extends beyond its current workforce. More than 15 former employees have established businesses of their own, with many now employing and training others. The company will receive a $5000 prize package to be used toward staff training initiatives or a business services package with a training consultancy. The winner of the National Sustainability Award, spon-
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Ron Finemore of Ron Finemore Transport accepted the National Sustainability Award.
sored by Michelin Australia, is Ron Finemore Transport (RFT), accepted by Ron Finemore. RFT is a family-owned and operated business, re-emerging in 2004 to continue a transport legacy that began in the 1960s. The business has made sustainability part of everyday trucking, using technology, data and longterm investment to reduce its environmental footprint. The National Sustainability Award recognises trucking operators with a demonstrated commitment to reducing their environmental impact. Award judges said RFT has made sustainability part of everyday trucking, using technology, data and longterm investment to reduce its environmental footprint. By combining real-time data, advanced fleet systems, operational expertise and employee engagement, RFT has reduced its diesel burn
rate by more than 22 per cent over the past decade. One of its standout initiatives is its Derrimut, Victoria tyre retreading facility, which has operated for more than 26 years. RFT runs around 75 per cent retreads across its fleet and produces about 16,000 retreads annually, extending tyre life and reducing waste. Ron Finemore Transport will receive a $7200 cash prize to fund a new or ongoing sustainability initiative. The winner of the Castrol Industry Achievement Award is Nemanja Miletic. This award recognises exceptional technical innovation and industry achievement. Nemanja started his Australian engineering career in 2002 when he joined Hendrickson Australia where he spent four years as Design Engineer. He then joined IVECO Trucks Australia, working as Special Vehicle Applica-
Nemanja Miletic received the Castrol Industry Achievement Award.
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CAREERS AND TRAINING 39
BIGRIGS.COM.AU FRIDAY JANUARY 31 2025
Prior to her current role at Mt Isa Carriers, Kayla was steering triples, behind the wheel of this truck.
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I KNEW I WOULDN’T BE ABLE TO WORK AS A DRIVER FOREVER, SO THE NEXT STEP FOR ME WAS TO GET INTO THE OPERATIONS SIDE OF IT.” KAYLA TRAINOR
Mt Isa Carriers co-owner Cassy Baillie and Kayla.
Asked about what her typical day with the company involves, Kayla says she’s tasked with organising the drivers and their runs, organising maintenance and NHVR requirements, visiting all four depots, and being heavily involved in all aspects of the day to day running of the company. “Sometimes I think people get the impression that because I sit behind a desk I haven’t done the work, but I have, so that’s a big advantage,” Kayla added. “My original goal when I got into this industry was to see the country and I’ve been all over – but haven’t been to the
Northern Territory. I don’t think I’ve ruled that out just yet though.” Mt Isa Carriers is currently owned and operated by husband and wife team Kent and Cassy Baillie. It was originally started in 1965 by family friend Graham Porter. In chatting with Kent, he had high praise for Kayla and her work ethic. “Kayla was one of the best drivers we had and now as operations manager, she’s my 2IC (second-in-charge). She looks after everything and is very thorough in everything she does,” he said. Though Kent also admitted, “Part of me didn’t want
to pull her off the road because she was just so good at her work. There are a lot women out there in this industry who are running rings around some of the blokes. We also have another female driver doing triples from Townsville to Mt Isa. It’s sad that parts of the industry are still lagging behind. He continued, “Across the industry, we’re losing more drivers than we have coming in, so I’m all for giving more women and more young drivers a go. “We’re also in touch with several driving schools as we like to give young people a chance. We have one driver
who started out on the rigids and now he’s worked his way up to triples between Mt Isa and Darwin. “We’ve been very lucky with the calibre of drivers we’ve been attracting.” And for Kayla, Mt Isa Carriers has been the perfect fit. “I really enjoy the work at Mt Isa Carriers – and I enjoy the people I work with. You gain a lot of respect from drivers too, because they know you’ve been there and done the work too,” she said. When asked if she ever misses being on the road, Kayla replied, “Yeah I do sometimes, so if we ever purchase a new truck, I’ll happily race down and pick
She previously worked as a driver at Mort & Co, carrying molasses and feedlot supplements.
it up so I can drive it back!” She also offered her advice to those considering a career in the industry. “I encourage young drivers, and females
into the industry. Don’t take the knock-backs personally and keep trying. You will get told no – but keep applying.”
Easter Group Pty Ltd 73 Formation St, Wacol Easter Group, located in Wacol, provides time sensitive road transporting solutions to many companies throughout Queensland, New South Wales, South Australia and Victoria. . We are a family owned business, operating since 1976. We currently have the following positions available:
OPERATIONS ALLOCATORS (Brisbane based only)
You will be required to work on a rotating roster including Days-Nights-Weekends Previous Operations experience preferred.
MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED
(Brisbane, Sydney, Melbourne and Adelaide Based) Come and work for us as we are committed to: • Training and further education • Your safety • Maintaining an impressive Fleet On offer are permanent full time and roster positions including paid leave entitlements and public holidays. Drivers will need to be available to be scheduled for work falling across the 7 days of the week.
embrace a life less ordinary Join the team at Anthony Lagoon Station NT.
Visit our website to find out more about our current opportunities, including: • Road Train Driver • Loader Driver • Grader Driver
The successful Applicant will: • Hold a current MC licence (minimum two years) • Have knowledge of the HVNL and Load Restraint • Be professional • Be reliable To apply for the Operations/Driver positions please contact Operations Manager or by emailing your resume to
WORKSHOP MECHANICS & TYRE FITTERS WANTED (Brisbane based only)
employment@kseaster.com.au
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Peter 0410 334 371 | peter.hockings@primecreative.com.au Treena 0421 330 031 | treena.heit@primecreative.com.au
tion Engineer before joining SAF-Holland Australia where he worked in both the German and Australian companies. Denis Robertson, a founding member of the ATA and former Chair, was made a life member of the ATA’s Industry Technical Council in recognition of his long and distinguished service to the council. He is also the founder of Roadmaster, with a 50-year background in the refrigerated transport industry. Following the tragic Grafton crash in 1989, Denis, together with other industry leaders created the Road Transport Forum, now the ATA. Denis was Chair of the ATA from 1993 to 1996, overseeing the formation of TruckSafe. Denis continues to play an active role on the ATA council, ITC and the ATA’s NHQ committee.
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Jason Barry of Border Crane Consultants in Victoria, accepting the company’s Training Excellence Award.
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CAREERS AND TRAINING 55
BIGRIGS.COM.AU FRIDAY NOVEMBER 6 2026
2026 Apprentice of the Year finalists HEAVY Vehicle Industry Australia (HVIA) has announced nine finalists in the apprentice categories of its 2026 National Awards. The apprentice categories cover everything from workshops and manufacturing floors to field service and specialist trades, with awards presented for Heavy Vehicle Technician Apprentice of the Year, Heavy Vehicle Manufacturing Apprentice of the Year and Heavy Vehicle Specialist Trades Apprentice of the Year. Each category winner will then be considered for the ultimate apprentice honour: HVIA’s Heavy Vehicle Apprentice of the Year – recognising an apprentice who not only excels in their chosen trade but demonstrates the potential to make an enduring contribution to the industry. The 2026 HVIA National Awards apprentice finalists are:
Damon Baker – Volvo Group Australia Damon’s apprenticeship has combined technical development in the workshop and at TAFE with a willingness to look beyond the immediate boundaries of his trade. Alongside increasingly complex diagnostic and repair work, he took responsibility for an environmental recycling initiative covering electrical components and wiring. After completing his trade, Da-
mon stepped into a temporary Warranty Costing Clerk role with only a short handover, broadening his understanding of the business beyond the workshop. That breadth of experience gives him several potential pathways as his career develops.
Nathan Comitti – Cummins South Pacific Nathan’s apprenticeship at Cummins Mildura has seen him progress rapidly into increasingly complex engine repair work, combining growing technical capability with an understanding of what matters to the customer – quality workmanship and getting equipment back to work. His accelerated progression to trade sign-off reflects that development, while his adaptability and contribution to the workshop team have provided a strong foundation for the next stage of his career in heavy-engine service and repair. Josh Compton – Volvo Group Australia Josh joined Volvo Group Australia during the first year of his apprenticeship and has built a reputation for reliability, initiative and a willingness to tackle a broad range of workshop tasks. Rather than waiting for opportunities to come to him, Josh actively seeks ways to broaden his technical skills
and experience. His willingness to learn, take responsibility and keep expanding his capabilities has positioned him well for continued development as a heavy vehicle technician.
Diesel Davis – IVECO Brisbane Diesel came to his apprenticeship with a strong interest in heavy diesel mechanics and has embraced opportunities to turn that enthusiasm into practical capability. At IVECO Brisbane he has become known for volunteering for unfamiliar tasks, seeking feedback and assistance when needed, and progressively taking on more challenging work. His approach reflects an apprentice focused not simply on completing his training, but on building the breadth of knowledge required for a longterm technical career. Trent Horrex – Penske Australia Growing up around his family’s transport business gave Trent an early connection with trucks, but his apprenticeship at Penske’s Wacol operation has also been a story of significant personal development. After responding constructively to early feedback about workplace expectations and maturity, Trent has taken increasing ownership of his development and technical work. The result has been growing
capability and confidence – and an apprenticeship journey that demonstrates the importance of being willing to listen, learn and grow.
Zeb Jewell – Volvo Group Australia Zeb has built his technical capability around a methodical approach to diagnosis: start with the fundamentals, establish what is actually happening and only then move towards the more complex possibilities. It is an approach that has helped him identify faults that can be missed when diagnosis jumps too quickly to major components. As his experience has grown, Zeb has progressed into customer-site and roadside work with increasing independence. Longer term, he hopes to repay the support he received during his apprenticeship by moving into leadership and mentoring roles of his own. Shanay Jonker – Drake Trailers An early interest in engineering and work experience with The Drake Group led Shanay into an apprenticeship as a Mechanical Fitter and Turner – and a career in the complex systems behind modern heavy-vehicle manufacturing. Her experience now spans hydraulic, pneumatic, electrical and electronic trailer systems, with increasingly complex installation and di-
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The apprentice categories cover technicians, manufacturing, and specialist trades. Image: HVIA
agnostic work. Shanay has also supported newer apprentices and stepped into acting teamlead responsibilities when required. Her ambition is to keep building her technical expertise before eventually using that experience to mentor and develop others. Andrew Ouranios – Scania Australia Andrew has approached his apprenticeship with a clear ambition: to understand heavy-diesel systems deeply enough to visualise what is happening inside them and diagnose the underlying cause of a fault. At Scania, he has progressively taken on more difficult diagnostic work as his knowledge and confidence have grown. He is also recognised for supporting colleagues and responding positively to technicians, trainers and mentors – qualities that complement his developing technical expertise and open the door to further technical and leadership opportunities.
Clancy Reberger – Drake Trailers Clancy’s pathway into heavy-vehicle fabrication began with work experience at The Drake Group while he was still in Year 11. Since beginning his apprenticeship, he has developed experience across different stages of trailer manufacture while putting additional effort into welding, fabrication and interpreting engineering drawings. His contribution has also extended beyond his own trade development. Clancy supports other apprentices and became the business’s first Apprentice Health and Safety Representative. Looking ahead, he wants to continue developing as a fabricator before using that experience to help mentor the apprentices who follow him. The winners will be revealed at the 2026 HVIA National Awards Gala Dinner, to be held on Thursday, December 3 at the Brisbane Convention and Exhibition Centre.
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