BigRigs September

FRIDAY, September 11, 2026

ONLINE www.bigrigs.com.au

EMAIL info@bigrigs.com.au

Legends honoured

Pages 28–35

Careers spotlight

Double

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Pages 36–47

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CONTRIBUTORS

Truckin in the Topics/Spy on the Road: Alf Wilson, 0408 009 301 David Vile, Graham Harsant, Geoff Middleton, Jonathan Wallis, Tim Oakes.

Big Rigs National Road Transport Newspaper is published by Prime Creative Media. It is the largest circulated fortnightly truck publication in Australia with 22,248* copies per fortnight. *Average circulation per issue in 2025

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Bridge strikes costing the economy $101 million A newly released study reveals that vehicle bridge strikes cost the Australian economy an estimated $101 million in 2024-2025 financial year.

The report, released in August, by HERE Technologies and the Australian Logistics Council (ALC), estimates that approximately 1220 incidents occurred in that same 12-month period, with figures rising by around 38 per cent since 2018 and expected to continue increasing alongside freight growth.

Research for the report was conducted by HoustonKemp, an economic consulting firm specialising in quantitative analysis and public policy. The study provides the first comprehensive assessment of the economic cost of bridge strikes in Australia, addressing a longstanding gap in national data and highlighting the growing impact of bridge strikes on transport networks, supply chains and communities.

Bridge strikes, where vehicles collide with bridges or other overhead structures due to height incompatibility, are a persistent and increasingly frequent issue across Australia’s road network.

Beyond physical damage to infrastructure, bridge strikes create widespread disruption across the transport ecosystem. The report quantifies costs across multiple dimensions, including:

A bridge strike at Price Street, Nambour. Image: Queensland Rail

• Infrastructure and vehicle repairs • Traffic congestion and delays affecting road users • Rail service disruptions • Supply chain and business interruption • Emergency response and healthcare costs The study examines the cost beyond those directly involved in bridge strike incidents; and shows that over 40 per cent of total costs are borne by the broader community, primarily through rail delay, congestion and emergency response.

“Bridge strikes are often perceived as isolated events, but our findings show they are a systemic issue with far-reaching economic and societal consequences,” said Daniel Antonello, General Manager, Oceania, HERE

Technologies. “As freight volumes continue to grow, so too will the cost of inaction.”

The economic impact also varies across states. New South Wales contributes the largest share of total costs (34 per cent), followed by Queensland (32 per cent) and Victoria (29 per cent).

Despite accounting for a smaller share of total incidents, Victoria incurs a disproportionately higher share of costs, driven by a greater concentration of more severe bridge strikes.

According to HERE Technologies, the concentration of low-clearance infrastructure in urban areas, combined with increasing freight activity, is amplifying the risk of bridge strikes. The report highlights that 97 per cent of incidents occur along Australia’s east coast, reflecting the concentration of freight activity and height-restricted infrastructure in major urban corridors.

Despite many incidents being relatively low in severity, their frequency drives significant cumulative costs. The study finds that the weighted average cost per incident is approximately $82,500, with catastrophic events exceeding $6 million. Notably lower-severity protection beam strikes — where vehicles hit protective structures installed ahead of bridges — account for more than half (54 per cent) of total costs

due to their high frequency.

The report suggests that total economic costs are projected to reach $869 million in net present value terms over the next ten years.

It also establishes a robust framework for quantifying the full economic impact of bridge strikes, providing road agencies and policymakers with a foundation to: • Evaluate the effectiveness of existing interventions • Assess the return on investment of prevention measures, including advanced mapping and navigation technologies • Prioritise initiatives that reduce both frequency and severity of incidents “As policymakers and industry look to improve network efficiency and resilience, robust, data-driven insights into the economic impact of bridge strikes are critical to informing smarter, more targeted investments,” said Dr Hermione Parsons, CEO at Australian Logistics Council.

“Bridge strikes don’t just damage infrastructure – they disrupt supply chains, delay deliveries and impact productivity across the freight sector. Understanding the true cost of these incidents is an important step toward prioritising solutions that improve safety and keep goods moving efficiently across Australia.”

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HoustonKemp, added, “As freight demand continues to grow, this first comprehensive study of the economic cost of bridge strikes in Australia gives policymakers and industry the evidence and framework to assess the value of prevention measures and prioritise those that deliver the greatest gains in network safety, efficiency and resilience.”

The findings reinforce that bridge strikes are largely preventable.

While governments and infrastructure operators have invested in measures such as warning signage and height detection systems, incidents continue to occur, highlighting the need for more effective and proactive solutions.

The report highlights that technologies such as in-vehicle height warning systems and advanced route planning solutions can play a critical role by helping drivers avoid low-clearance structures and real-time road restrictions before they are encountered.

In Melbourne, some of Metro’s 180 rail bridges are struck almost every week.

Image: Metro Trains

NEWS 3

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

Grounded Queensland fleet back on road

BY DANIELLE GULLACI

FOR almost two weeks, the future of this nearly 30-year-old transport business was hanging in the balance – after the National Heavy Vehicle Regulator (NHVR) grounded its entire fleet of 359 prime movers, trailers and dollies.

Hawkins Transport is based in the outback town of Normanton in Queensland’s Gulf Country, and services communities, properties and stations across the Gulf of Carpentaria and the Cape, including some of the most remote Aboriginal communities. The business also transports cattle and undertakes council work in northern Queensland.

On August 14, the NHVR issued both Hawkins Transport and its owner Bradley Hawkins, with prohibition notices – grounding his entire fleet and prohibiting him from communicating with his customers.

“It was just gut-wrenching – and I couldn’t even speak to my customers to tell them what was going on, as we tried to work through it,” said Hawkins. “If that’s not trying to send me broke, I don’t know what is. It’s an absolute abuse of power.”

The regulator says prohibition notices are reserved for circumstances in which the safety risk is serious, immediate and pressing.

Hawkins’ lawyer Belinda Hughes sought an NHVR review of the decision.

The matter was due to be heard at the Supreme Court on August 27, however at 6pm the night prior, the prohibition notices were lifted – with Hawkins able to recommence operations, effective immediately.

“The prohibition notices were issued in response to identified safety issues,” NHVR Executive Director Statutory Compliance Paul Alsbury told Big Rigs. “Since that action was taken, Hawkins Transport has engaged with the NHVR and agreed to a pathway to address those concerns.”

Alsbury said the NHVR carefully considered both the safety risks identified, Hawkins’ ongoing work to remediate, and the importance of reliable freight services to the communities affected.

“This pragmatic outcome reflects the NHVR’s risk-based and proportionate approach to regulation – taking firm action where safety risks are identified, while working with operators willing to address safety concerns to achieve compliance and keep safe, essential freight moving,” he said.

“The NHVR has carefully considered both public safety and the importance of these freight services to the communities they support, and will continue to closely oversee the operator as this work progresses.”

Lawyer Belinda Hughes said this was an important outcome for Hawkins Transport, its employees and the commu-

Peter Roney KC, William Isdale and Belinda Hughes outside court. Image: Hughes Law

nities serviced. “Throughout this process, Hawkins Transport has continued to engage with the regulator and provide material addressing the issues raised,” said Hughes.

“Importantly, there was recognition by the NHVR that Hawkins was willing to work with the regulator to address its concerns and demonstrate its commitment to safe operations.”

When Big Rigs initially broke the story online on August 21, Hawkins cited that many of the routes his trucks travel on are rough and unsealed. As a result, there are very few operators willing to take on the task.

Hawkins said the regulator’s decision relied on a pattern of vehicle defects over 20 months and six collisions.

In his affidavit, Hawkins argued that there were no “positive indications” that the incidents resulted from vehicle standards. There were also no charges laid against him or Hawkins Transport in relation to those incidents.

During the 12 days that his trucks were off the road, Hawkins said: “I did everything I could to show that I was willing to comply, including undertaking training courses, and looking into our procedures.”

He believes road conditions and driver-related factors needed to be examined alongside vehicle condition, particularly in cattle transport on narrow and damaged outback roads.

Hawkins claims that many of the issues identified by the regulator have related to brake adjustment. “A lot of other businesses travelling to these areas have these same problems. The roads up in the Gulf and the Cape are heavily corrugated, and then in the Territory you have roads like the Tanami.

That’s punishing on the equipment,” he said.

The company has been given eight weeks to have all of its trucks and trailers inspected by the NHVR. One of the issues Hawkins has repeatedly raised is the

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Hawkins Transport operates a total fleet of 359 assets, including prime movers, trailers and dollies. Image: Hawkins Transport

difficulty in having vehicles from his Normanton location inspected due to its remoteness and the limited inspection capacity available.

The nearest NHVR inspection stations to Normanton are in Cloncurry or Mount Isa, some five to six hours away.

The issue is further amplified by many of the affected combinations being quad road trains.

In the past, Hawkins has offered to foot the bill to fly NHVR inspectors into his remote depots and provide accommodation and facilities so the required inspections could be carried out, but these offers were declined.

“They’re not interested in coming here,” said Hawkins.

“Safety is always the number one priority for everybody in transport but I think this could have all been handled a lot better.

“The transport industry needs the NHVR but we need them to do their job properly to help better the industry.

Transport operators and the regulator need to be working together, not against each other. We need to all get on the same page, instead of it being us versus them.”

Just over 24 hours after being allowed to resume operations, Hawkins had five of his triple road trains inspected at Mt Isa and noted the irony. “The only vacancies the regulator had for inspections was at Mt Isa, so these triples had to travel 700

kilometres to get there, and they had to then be split up into singles to get to the inspection station. First these trucks were grounded for so-called safety reasons, and yet we’re having to travel 700 kilometres just to have them inspected.

“I want the NHVR to know that I want to work with them to do this. I had one truck booked in to be inspected but the driver ended up being pulled over by a police officer because they knew about the prohibition order. As a result, he arrived late for his timeslot.

When he got there, the inspectors said they were packing up.”

Hawkins Transport employed around 75 staff at the time of receiving the prohibition notices. “I continued paying everyone as normal while we were grounded, but I’ve still lost 10-15 workers because of the uncertainty of what was going to happen to their job,” Hawkins revealed.

“Thankfully all of my customers supported me and stood by me while all of this was happening. Without my customers, I wouldn’t have a business. At the end of the day, it’s not about me, it’s about my customers, and I have to put them first.”

Hughes, who was also a former Director of Prosecutions for the NHVR, added that prohibition notices are extraordinary regulatory powers which must be exercised carefully, proportionately and for only so long as the circum-

stances justify them.

“The impact of a prohibition notice extending across an entire transport operation cannot be understated,” Hughes said.

“It affects not only the company and its director, but employees, their families, customers and others who rely upon that business continuing to operate.

“From day one Hawkins was willing to engage and cooperate with the regulator. Unfortunately it took to the eve of the Supreme Court proceedings for the regulator to engage meaningfully,” Hughes continued.

“We encourage the regulator to at least have a conversation with operators before exercising such significant powers.

“For Hawkins Transport, the immediate priority is now getting its trucks back on the road, its people back to work and returning to business as usual.

“We are very pleased to have reached a position where both prohibition notices have been withdrawn and Hawkins Transport can recommence operations immediately.

“We understand the need for the regulator to take action against perceived safety risks but that does not mean engagement has to end. What’s the harm in putting companies on notice of a prohibition before issuing it?

“Achieving the desired safety outcome through cooperation is surely a better option for everyone involved.”

4 NEWS

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Cleaner fuels plan is another ‘tax grab’, warns Shearer

A proposed national cleaner fuels scheme risks becoming an “opportunistic tax grab” that drives up diesel prices, freight rates and supermarket bills, a leading trucking group has warned.

South Australian Road Transport Association Executive Director Steve Shearer slammed the discussion paper, Securing Australia’s Cleaner Fuels Industry, released last month by Climate Change and Energy Minister Chris Bowen, as “pure political spin”.

“It looks like an opportunistic tax grab dressed up as an environmental policy that is based in fantasy,” Shearer said.

“No HV operator can afford to absorb the increased cost of their fuel that the carbon credit scheme would add, and they will have to pass it on to customers and ultimately to the supermarket shelves.”

The paper proposes a national low-carbon liquid fuels mechanism covering diesel, petrol and jet fuel, which together account for about 95 per cent of Australia’s liquid-fuel market.

Under the government’s preferred framework, fuel suppliers would initially have to supply or acquire prescribed volumes of low-carbon fuel, with the scheme potentially beginning in 2029.

A credit market would allow suppliers to trade credits generated by eligible fuels, in-

Shearer claimed fuels such as biofuel could cost three times as much as diesel.

Image: Yudi/stock.adobe.com

cluding renewable diesel and biodiesel. A buy-out payment could also be available.

The obligation would generally sit with refiners, fuel producers and importers rather than trucking operators, but the government acknowledges the resulting compliance costs could be passed on to diesel users.

The government paper concedes it cannot yet reliably estimate the impact on fuel prices, how costs would vary between fuels or how much suppliers would absorb rather than pass on.

Shearer said Australia could not produce or import enough alternative fuel to meet total demand and claimed fuels such as biofuel could cost three times as much as diesel.

“It’s understandable that many people would see this as a cynical attempt to claw back

the revenue that the federal government lost when it cut the fuel excise to provide cost of living relief,” he added.

The paper acknowledges significant uncertainty around future supply and pricing. Australia currently has operational capacity of only 110 million litres of biodiesel and 360 million litres of ethanol annually, with no commercial-scale production of advanced biofuels or renewable diesel.

Sixteen potential projects identified by the Clean Energy Finance Corporation would have combined annual production of about two billion litres.

By comparison, the government’s proposed low-carbon fuel target ranges from 750 million to 1.9 billion litres in 2030, increasing to between 3.45 billion and 8.9 billion

litres in 2035. Imported fuels would be eligible and the government’s modelling assumes imported supply is unlimited.

It proposes covering about 95 per cent of the market, but having low-carbon fuels represent approximately 7-20 per cent of covered demand by 2035.

Shearer also argued governments should place greater emphasis on cutting diesel consumption per tonne-kilometre by improving road freight productivity and investing in infrastructure capable of supporting safer, more productive combinations.

“Instead of arbitrarily limiting infrastructure funding and as a direct result hobbling safe productivity because the roads and structures being built and inadequately maintained can’t handle it, as a country we need to flip that on its head.

“We need governments to commit to providing and maintaining the infrastructure that is needed to facilitate and deliver the most productive and safe freight movement that the country and community need to underpin the economic health of Australia and the community’s lifestyle needs.

“So instead of the infrastructure being the limiting factor on Australia’s economic performance, it must be the enabler of that performance. Governments need to stop messing about at the margins.”

The proposed mechanism would not initially award credits for freight-productivity improvements, electric trucks or hydrogen vehicles, although non-fuel credits could be considered during later reviews.

The Australian Trucking Association (ATA) welcomed the paper which was also released alongside one that seeks feedback on establishing an Australian Fuel Security Reserve and increasing the Minimum Stockholding Obligation.

ATA Chair Mark Parry said the two papers were important steps toward increasing Australia’s fuel security and supporting the domestic production and use of renewable diesel.

“The ATA has long argued that Australia needs to meet its International Energy

Agency obligation to hold a reserve of 90 days of net fuel imports,” Parry said.

“We are well short of that target, but the government’s investment in fuel security and its plan to increase stockholding obligations are a welcome and important step in the right direction.

“I know that our member associations and companies will be keen to participate in the consultations, including on where and how reserve fuel should be stored,” he said.

Parry added that the ATA had proposed the adoption of a low carbon fuel standard based on the California Air Resources Board model.

“Under this approach, fuel suppliers would have an obligation to reduce the life cycle emissions intensity of the fuel they sell against declining benchmarks,” Parry said.

“They could meet their obligations through a range of certified pathways, including by selling renewable fuel and deploying EV fast charging sites or green hydrogen charging stations.

“This approach would reduce Australia’s dependence on imported fuel and reduce our carbon emissions, with research showing that increasing renewable diesel to 5 per cent of Australia’s diesel supply would reduce Australia’s emissions by a cumulative 6.9 million tonnes over 25 years.”

Consultation on both papers closes on September 15.

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NEWS 5

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

Fair Work bid gets set to target sham contracting deals

BY JAMES GRAHAM

LABOR Senator and former truckie Glenn Sterle says a new Fair Work Commission (FWC) push to make major transport clients accountable for sham contracting is another vital “tool in the toolbox” as established operators are driven to the wall.

The Transport Workers’ Union (TWU) and Australian Road Transport Industrial Organisation (ARTIO) announced late last month that they would jointly apply for an order requiring road transport clients to take enforceable contracting, auditing and record-keeping steps to prevent sham contracting in their supply chains.

Sham contracting involves an employee being falsely treated as an independent contractor, stripping the worker of entitlements such as superannuation, minimum wages and workers’ compensation.

Sterle said the proposed order was important because enforcement efforts were failing to reach businesses further up the contracting chain.

“The way it goes now is they’re catching the driver,” Sterle told Big Rigs at the media conference in Sydney announcing the FWC application.

“A lot of these poor devils don’t even know that they’re being exploited.

“But the problem that we’ve got at the moment [is] there’s

no comeback further up the chain.

“This is now going to make it extraordinarily clear that within supply chains, the top of the tree is to make sure that this rubbish is not happening in their supply chain.”

He said genuine owner-drivers were readily distinguished because they owned their trucks and could account for registration, fuel, insurance and finance costs.

Sterle said ARTIO’s work with its state organisations suggested the practice involved about 40,000 people and between $1 billion and $2 billion in tax avoidance.

He believed the true tax figure could be even higher and warned the damage was already spreading through the industry.

“We are now seeing first, second generation, third generation trucking companies shutting the doors, and they’re not selling out,” he said.

“This is just snowballing and snowballing. This is an industrial pandemic, a financial pandemic, and we will see businesses collapse; we’re seeing it now.”

Sterle said a four-agency effort was making encouraging progress on sharing data, but the order would provide another avenue for action. He also said separate talks were continuing around Section 357 of the Fair Work Act, which industry figures have criticised as a sham-contracting loophole.

The penalties for breaching the proposed order are still to be ironed out, but Sterle told Big Rigs he’d like to see an example made of those flouting the rules.

“I’d like to see them lose their business, their house, and go to friggin’ jail for it.”

ARTIO National Secretary Peter Anderson cautioned that no single measure would eradicate sham contracting.

“There is no silver bullet for sham contracting. It’s a long, hard process,” Anderson said.

“Getting the Fair Work Commission behind us is another step towards climbing Mount Everest. You don’t climb Mount Everest in one step.”

Anderson said ARTIO wanted the minimum standards or-

der to establish that a worker could not operate under an ABN arrangement unless they owned a truck.

“We’re changing work practices that have become entrenched in our industry,” he said.

“They’re endemic and systemic in many areas… but what we’re focusing on is the fact that our industry is being destroyed by sham contracting.”

Sydney concrete owner-driver Ian Barnaville, who has worked in the sector for 40 years, said the practice was putting downward pressure on rates.

Barnaville alleged some fleet operators were being squeezed so severely that they paid drivers unlawfully to remain com-

petitive, while workers feared speaking out would cost them their jobs.

“It’s a vicious circle,” he said.

“We’re going back to the days of the race to the bottom again unless this gets fixed.”

He said genuine owner-drivers were also being played off against lower-cost operators.

Sydney owner-driver David Wojcik, who distributes freight to supermarkets, said the number of owner-drivers in his operation had fallen from 35 to 12 as outside-hire fleets increased.

Wojcik said the remaining owner-drivers were protected

by NSW Chapter 6 provisions providing minimum rates, fuel adjustments and termination protections, but operators with more than three vehicles fell

Owner-driver Ian Barnaville shares his experiences with sham contracting at the media event outside the Fair Work Commission in Sydney. Image: Prime Creative Media

outside those arrangements.

He said outside-hire rates had been disconnected from the owner-driver contracts in 2022 and had not risen in almost four years, despite sharp increases in truck purchase, workshop and fuel costs.

“I don’t understand how anybody can stay in business under those conditions,” Wojcik said.

“If it does address the issue of sham contracting and makes sure that the clients at the top are able to ensure that everyone else down the supply chain is paying adequate rates to everyone employed, then I think that will solve the problem,” he said.

The TWU said sham contracting could give perpetrators an illegal competitive advantage of up to 30 per cent, driving down wages and conditions and creating safety risks.

“The entire transport industry is saying enough is enough: it’s time to put an end to illegal sham contracting, and those at the top of the supply chain have to start doing the heavy lifting,” said TWU National Secretary Michael Kaine.

The joint application will also seek to address unpaid waiting time, which the union said left operators and owner-drivers unable to recover the cost of lengthy queues while their trucks were effectively used as mobile warehouses.

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6 NEWS

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Fixed camera fine sticks despite GPS

BY DANIELLE GULLACI

A truck driver travelling through Portrush Road in Adelaide at approximately 11.55am on Thursday June 18 was fined $574 for driving 77 km/h in a 60km/h zone.

The company he works for has defended the driver, with their Logistics Compliance Officer claiming that the evidence doesn’t quite stack up.

“I have GPS data from the truck showing that it was travelling at 50km/h when it went past the camera, which faces southbound near Hay Road,” he said.

Two photos of the 26-metre B-double passing the fixed camera were supplied to the driver by South Australia Police, as sighted by Big Rigs.

According to the company, “The camera images they are depending on as evidence show that the vehicle was not speeding. They specify that the two photos were taken 1.01 seconds apart.

“At 60km/h, the truck would have travelled 16.8 metres in 1.01 seconds and 16.8 metres is the distance from the steer axle to halfway between the first and second tri axle group.

“The images show that the truck has travelled just slightly further than the distance between axle 1 and axle 6, which is 12.995 metres. At 77 km/h, the truck would have travelled 21.6 metres, which is more than the distance from axle 1 to axle 8 (21.225m).

We have these dimensions because these trailers have been assessed for a PBS B-triple.”

The company, which has asked not to be named, says the driver provided this information, along with the GPS data to the Expiation Notice Branch, to contest the fine,

but he was told that the fine would stick.

“This driver has been driving with us for many years, and he is not a speeder. We have a GPS tracking and telematics system on all the trucks. Part of my role at the company as Logistics Compliance Officer is internal speed enforcement so I’m always interested when speeds are detected externally,” the company spokesperson explained.

“On top of the GPS data, the point of evidence we were hoping would persuade them is that their own picture makes it obvious that he wasn’t speeding. I was shocked at how a 26-metre B-double could get to 77km/h on that stretch of road, in traffic.”

The spokesperson added that the truck driver had spoken to a lawyer, however was told that the costs to take the matter to court would far outweigh the cost of the $574 fine, leaving him with no other option than to accept the penalty and pay it.

“I’m really disappointed by the injustice of this situation,” the spokesperson said.

Greg Williams, Owner and Principal of Brindabella Legal & Assurance, which specialises in heavy vehicle law, told Big Rigs that if a driver or transport company believes an allegation is incorrect, it’s important to gather all available evidence. This includes GPS records, telematics data, dashcam footage, photographs and anything else that may assist in understanding what occurred.

“The prosecution bears the burden of proving the offence beyond reasonable doubt,” said Williams.

Though he cautioned, “Drivers should also under-

stand that evidence from private GPS or telematics systems can be more difficult to rely upon than many people assume. “Government speed detection devices are certified, calibrated and periodically tested for accuracy, whereas private devices often are not.

That doesn’t mean your evidence is irrelevant, but it does mean that the court may scrutinise it differently.”

For those considering challenging a fine, Williams says it is important to think carefully about the financial implications.

“In many cases, people can

represent themselves, and from a cost-benefit perspective that may be the most sensible option,” he explained.

“Even if you’re successful, any costs awarded in your favour may not come close to reimbursing your actual legal or out of pocket expenses. In some jurisdictions, costs are very rarely awarded in favour of a defendant, even if they are acquitted.

“You also need to be realistic about the time commitment involved. Challenging an infringement notice requires gathering evidence, preparing submissions, attending court

and taking time away from work and family. Before electing to be prosecuted instead of paying the fine, it’s worth asking whether the potential benefit justifies the time, stress and expense involved.”

Williams continued, “Having said that, if you’re at risk of losing your licence, have very few demerit points remaining, or a conviction could affect your livelihood, obtaining legal advice and/or representation is something I would strongly consider.”

Another factor people often overlook, says Williams, is the potential consequence

of losing. “If you contest the matter in court and are convicted, that conviction may be recorded on your criminal history for a period of time.

Depending on your occupation and future employment opportunities, that can have consequences beyond the financial penalty itself. Simply paying an expiation notice does not generally carry the same implications.”

If you’ve received a speeding fine that you believe is worth contesting, we want to hear about it. Please email editor@bigrigs.com.au.

The driver was fined while travelling through Portrush Road in Adelaide. Image: Supplied

140 intercepts during cane haulage blitz

THE National Heavy Vehicle Regulator (NHVR) recently conducted a blitz focused on Queensland’s sugarcane industry.

Named Operation Humidity, it was conducted during this year’s crush season to identify safety risks associated with increased cane haulage activity across the state.

The results, according to the regulator, found improved loading practices across the sector while also highlighting the need for a continued focus on vehicle maintenance and roadworthiness.

A total of 140 intercepts took place across harvesting regions, with a Heavy Vehicle National Law non-compliance rate of 27 per cent, down from 38.8 per cent during the 2025 operation.

NHVR Director Northern Region Kelli Ready said the results demonstrated the industry was responding to clear safety expectations and improving their practices.

“These results show many operators are taking safety seriously and responding to the messages we have been delivering across the industry,” Ready said.

A truck is inspected by an NHVR Safety and Compliance Officer during the blitz. Image: NHVR

“In the 2025 pre-season we ran a number of industry information sessions which included loading requirements, and these operation results show industry is starting to make these necessary changes.”

The NHVR said that following its pre-season engagement activities, they have seen more consistent loading practices, improved cane bins

in some operations and greater attention to load restraint requirements.

“Those improvements are encouraging but the operation also showed there is more work to do, particularly in relation to vehicle maintenance and roadworthiness,” Ready added.

Operation Humidity was the first coordinated NHVR sugarcane operation conduct-

ed across all harvesting areas of Queensland.

NHVR says it identified 12 vehicles exceeding allowable mass limits, and issued seven load restraint infringements during the operation.

However the operation identified noticeable improvements in load restraint compliance overall, including increased free space between loads and the top of

trailers across many vehicle combinations.

While the results highlighted positive progress, Ready said mechanical roadworthiness remained the most significant safety concern that was identified.

“Our officers issued 86 defect notices relating to issues such as brakes, lights, reflectors and vehicle condition,” she said.

“These findings reinforce a trend we have observed in previous sugarcane operations and highlight the ongoing need for stronger maintenance practices across the sector.

“Many of these defects are preventable through effective maintenance planning, regular inspections and timely repairs before vehicles enter service.

“We encourage operators to carry out thorough pre-season checks and address defects.”

Canegrowers Chief Executive Officer Dan Galligan said the improvements in load restraint demonstrated that growers, contractors and operators were taking safety messages seriously.

“The vast majority of people involved in our industry want

to do the right thing. They understand they are sharing the road with the broader community and take that responsibility seriously,” Galligan said.

“It is encouraging to see improvements in loading practices following the work that has been done with industry.

Where issues have been identified, particularly around vehicle maintenance, the focus now needs to be on addressing those and continuing to lift standards.”

Ready added that the results reinforced the value of combining education, industry engagement and targeted compliance activities.

“Most operators want to do the right thing and get everyone home safely,” she said.

“Our role is to support industry to meet its safety obligations while taking action where risks remain.

“The improvements seen this season show what is possible when operators take ownership of their safety obligations. Our focus will remain on reducing the risks that continue to contribute to serious road crashes and harm on Queensland roads.”

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8 OPINION

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Safety first?

SENIOR REPORTER DANIELLE GULLACI

EDUCATION before enforcement. They are the three words we hear in this industry time and time again. Yet the authenticity of this approach is often brought into question.

The Hawkins Transport case (see page 3) is a prime example. An entire fleet grounded, only for the prohibition notices to be lifted 12 days later – the night before the case was due to be heard in the Supreme Court.

Yes, safety always needs to come first, as any legitimate operator would agree. But when a fleet of over 350 assets grinds to a complete halt and then hits the road again, it raises a lot of questions.

The regulator says prohibition notices are reserved for when safety risk is serious, immediate and pressing.

Yet just over 24 hours after Hawkins’ operations resumed, five of its triple road trains had to travel 700km just to be inspected.

What’s hot online NSW assessor crackdown NEWS that three heavy vehicle assessors had been removed from the NSW licensing scheme and three referred to police following a joint compliance crackdown, caused a great deal of chatter on Big Rigs’ social media pages recently.

“Well, it’s about bloody time that a no bullshit approach is being taken towards licensing, that I think we all agree with!” commented Tones Truckin Stories.

Hay Ray agreed, “The writing has been on the wall for a long time. As professional drivers, we have all seen it happening.

Trucks, cars. You wouldn’t

let half of them use your wheelbarrow.”

Many readers were curious to know what it means for those who’ve gained their licence through one of these heavy vehicle assessors.

“Will all the licences that these training providers signed off on be revoked and the licence holders made to resit their practical driving tests correctly?” asked Niell Graham.

While others called for the same kind of crackdown to take place nationwide.

“About time,” said Sherrie Malkiewycz. “It needs to be done Australia wide. Here in WA I know a truck driver who was asked by a new

recruit how to drive a triple automatic up a hill? Bit of a worry or what?”

Of the 13 assessors audited, only four were found to be compliant. Image: miss irine/ stock.adobe.com

The cost of bridge strikes

A report released last month estimates bridge strikes cost the Australian economy an estimated $101 million in the 2024-2025 financial year (see page 2).

Numerous Big Rigs readers have shared their views that the responsibility for knowing your truck’s height remains squarely on the driver.

“I always understood that it was the driver who was responsible for knowing the details of the load, the height, etc. and to check the route for obstructions,” commented Peter.

Many also noted issues with driver training and experience.

“The lack of experience and

understanding of basic road rules seems to be creating chaos on Aussie roads and there needs to be proper education and testing of those that wish to drive on these,” said John Kelly.

“Completely agree, harder licencing criteria and more training needs to be a must,” added Bryant.

While Bill Powley offered another possible solution. “In metropolitan areas all suburban rail should be put underground. Imagine eliminating all level crossings and low rail bridges and how that would improve road safety and efficiency.”

Bill continued, “Along major highways all rail level crossings should have overpasses constructed in those locations.”

A bridge strike incident at Pine Street, Wynnum. Image: Queensland Rail

WOULD YOU LIKE TO CONTRIBUTE TO READER CORNER? EMAIL US AT EDITOR@BIGRIGS.COM.AU

6100 intercepts in fatigue blitz

IN August, the National Heavy Vehicle Regulator (NHVR) released details of a recent fatigue blitz, where more than 6100 heavy vehicles were intercepted.

Operation Ambit II took place in March 2026 and according to the regulator more than 1 in 10 heavy vehicles were found to be non-compliant overall.

NHVR also noted that nearly 150 fatigue-related offences were detected, with nearly half of those deemed critical breaches.

Although it seems the results have left more questions than answers for many of our readers.

“What exactly is deemed

critical?” asked Jim Dendle.

“A few years ago I was fined $150 for failing to sign 4 pages of my book. I was told if I forgot one they would have given me a verbal warning but because it was four they had to fine me at least for one. I drove away feeling so much safer.”

“Treated as a criminal for a few clerical errors. It’s revenue not safety!” wrote Jon Lockley.

While Danny Caruana felt heavy vehicle drivers are unfairly targeted. “2.45% of drivers fatigued. 2 in 100.

How about testing 6000 general public and see how many are fatigued. Guarantee the answer is far greater,

with less hours and 100% less kilometres being travelled,” he said.

The NHVR says it detected 150 fatigue-related offences.

Image: NHVR

Worsening driver shortage AUSTRALIA’S truck driver shortage has worsened for a second consecutive year, driven by an ageing workforce, rising operating costs and a growing freight demand, according to a new global study.

The latest International Road Transport Union’s (IRU) Global Driver Shortage Report found Australia’s truck driver shortage increased from 10 per cent in 2024 to 12 per cent in 2025.

Big Rigs readers weighed in.

“Once upon a time it was a really good job, until pencil pushers became involved and

started making all these laws on what you can and cannot do, when truck drivers had managed all these things without being told or having their hand held, so that has really made the job of truck driving all too hard and is why people in these jobs are bailing out,” wrote Bruce Spaul.

Tim Mesics commented, “If all fines in a company vehicle were paid by the company the industry would be better overnight. Companies would have to police their own drivers… and there would also be some decent effort put into training.”

Albundy Bundy added, “No other job gets hammered by fines and restrictions, why would a young person want to take it up?”

While Barry Davis said, “Biggest problem is we are just the government Cash Cow, that’s why the driver shortage.”

Australia’s truck driver shortage has increased.

Image: Prime Creative Media

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10 NEWS

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

IN BRIEF Plans for 24/7 truck stop rejected Bruce Hwy bridges

Safety upgrades have been completed on two Bruce Highway bridges near Benaraby, south of Gladstone.

The Station Creek and Boyne River bridges underwent critical upgrades as part of the jointly funded Bruce Highway Upgrade Program.

The works include concrete and steel repairs, cracked deck repairs and barrier repairs to improve the structural integrity of the bridges.

The works were jointly funded by the Australian ($11.04 million) and Queensland governments ($2.76 million).

Cunninghams Gap

A two-kilometre section of the Cunningham Highway at Cunninghams Gap has been restored and opened following significant bushfire damage, with the final design aimed at improving functionality for heavy vehicles.

The works aim to strengthen the important freight route against future severe weather events and rockfall hazards.

According to the Queensland Trucking Association (QTA), the project is an example of how industry-centred engagement can directly improve infrastructure design.

“It provides a benchmark example of what can happen when infrastructure engagement moves beyond consultation and becomes genuine collaboration,” said QTA CEO Gary Mahon.

Mack goes retro

Mack’s Trident and Super-Liner have received a new retro themed facelift.

The locally driven project gives both models a new squared off face as well as featuring quad 7-inch LED headlights for better nighttime visibility from the driver’s seat.

Tony O’Connell, Vice President, Mack Trucks Australia, said the designs came from listening to what customers were after. “I’m very pleased to see these unique trucks come to life,” he said The updated axle forward Trident features the 13-litre 535hp 1920lb/ft MP8 powerplant with a choice of 12, 13 or 14-speed m-Drive transmissions while the heavy haul Super-Liner sports the powerful 17-litre MP11 powerplant at horsepower ratings ranging from 600 to 700hp and up to a class leading 780hp and a stump pulling torque rating of 2800 lb/ft.

NSW Black Spots

The Australian Government has committed over $22.2 million dollars to rural NSW roads under the 2026-27 Black Spot Program; as part of a broader $45.1 million spend to improve safety at 82 locations.

The Black Spot Program funds safety measures such as traffic lights, safety barriers, roundabouts and pedestrian crossings where several serious crashes have occurred or are at risk of occurring.

Funding for rural roads makes up 49 per cent of the total funding in the 2026-27 NSW Black Spot funding round and 51 per cent of total funding across all Black Spot funding rounds nationwide since 2022.

THE plans to expand an existing service station in Nanango, Queensland and turn it into a 24/7 truck stop have been rejected, with the developers now planning to take the council to court over the decision.

Liberty Amber Custodian Company had lodged plans to build the 24/7 truck stop as an extension to the existing United Petroleum service station at 17 Henry Street, Nanango, in Queensland’s South Burnett region.

Plans were initially unveiled in a town planning report in May 2024. They included the construction of a truck refuelling area with Hi-Flow diesel bowsers, allowing for up to three trucks at any one time, an associated 6.5 metre high canopy and truck parking spaces.

The proposal also included truck entry and exit points at Henry Street, a 6m high fuel sign, and an above ground diesel tank.

In a Decision Notice, released in July 2026, the South Burnett Regional Council cited that the development permit to expand the existing Nanango service station had been refused, as directed by the State Assessment and Referral Agency (SARA).

The council says it is required to comply with that referral response from SARA in accordance with section 56(1)(c) and 62 of the Planning Act 2016.

The decision also follows concerns from locals.

As reported by Big Rigs in March this year, almost 60 locals signed a petition against the proposed development.

Located along the D’Aguilar Highway, the road is used by around 5750 vehicles a day, with approximately 16 per cent of that number being heavy vehicles.

According to the Decision Notice’s ‘Reasons for refusal’, “The development intends to cater to heavy vehicles, including configurations up to 26m B-doubles, which is the largest vehicle type gazetted to access Henry Street. The site layout utilises a contraflow design, directing vehicles to enter and exit on the respective right-hand side of the 16.5m wide access.

“The unconventional contraflow design may confuse drivers, particularly heavy vehicle operators, leading to incorrect manoeuvres, delays, and queuing on the state-controlled road,” the notice said.

It claimed that such delays could prompt unsafe behaviours, such as driving into oncoming traffic lanes.

Further, the Decision Notice stated, “The design pro-

vides minimal clearance for large vehicles entering refuelling bays, increasing the risk of collisions with refuelling vehicles or requiring reversing onto the state-controlled road. Right-turn entry is further complicated by obstructions when bays are occupied by the largest design vehicles.

“The combination of unconventional design, restricted manoeuvrability, limited sightlines, and pedestrian safety concerns creates a potential for accidents, particularly involving heavy vehicles.

These risks are exacerbated by the inability to impose adequate mitigation measures.”

Liberty Amber Custodian Company lodged an appeal of this decision, filing this with the Planning and Environment Court in Brisbane on August 19 – with both the

council and SARA named in the lodgement.

In the appeal, the developer claims that SARA erred in its assessment, stating that the proposed development does not create an unacceptable safety risk for users of the D’Aguilar Highway or for pedestrians.

It argued that the location, design and operation of the proposed new access to D’Aguilar Highway (Henry Street) would not compromise safety, and would not adversely impact the operating performance of the intersection.

Furthermore, the developer said the design plan allows vehicles up to a 26-metre B-double – the largest vehicle permitted on that road – to enter the site without encroaching into opposing traf-

fic lanes or requiring reversing movements onto the highway.

Liberty Amber Custodian Company also added that the proposal would not impact public passenger transport infrastructure, would not obstruct any existing pedestrian footpath or cycleway, and that the development could be conditioned to provide site access to allow safe movement of pedestrians across the proposed crossover.

It claimed that the development “serves an important function in providing heavy vehicle refuelling services in the South Burnett region, supporting the economic and logistical needs of the community.”

And that any claims of potential issues with the development were “not of a kind that warrants refusal.”

The proposed plans would see the existing service station expanded onto vacant neighbouring land.

Image: South Burnett Regional Council

Hefty price tag for rest area toilets

UPGRADES to the toilet facilities for truckies at the busy Nhill Trailer Exchange on the Western Highway have been completed – however it’s the $530,000 price tag that had Big Rigs readers talking.

Truck driver Niell Graham commented: “I paid $500k for my house and it has 5 bedrooms, 3 bathrooms, a pool and a good size shed with a workshop on the Sunshine Coast in Queensland.

Why does a public toilet cost more than my house?”

Angus Maitland also wondered about the cost. “If a coat of paint and an extra toilet costs $530,000 I think we are all in the wrong industry. Couldn’t even add any showers for anyone there,” he said.

While Kerry Fiske wondered if the toilets have heated seats and gold fittings.

“How ridiculous. You can buy a 4brm 3 bth house for less than that.”

The Victorian Government announced last month that the $530,000 toilet block had been upgraded with two

new accessible female toilets, in addition to the existing male and unisex accessible facilities.

According to the state government, expanding the existing facilities block with dedicated female amenities will support safer and more comfortable journeys for female drivers, who now make up around 16 per cent of the road freight industry workforce in Victoria.

Commenting on the new toilets, Minister for Ports and Freight Melissa Horne said, “Accessible facilities throughout the state are essential to creating an inclusive and comfortable environment for all of our truck drivers in Victoria or passing through Victoria.”

Senator for Victoria Jana Stewart added, “By delivering dedicated female amenities, we’re helping ensure the industry is welcoming and accessible for a growing and diverse workforce.

“This upgrade gives drivers a safer, more reliable place to stop along one of our busiest

The existing toilet block has been upgraded with two new accessible female toilets. Image: Victorian Government

freight routes, ensuring they can take a break, manage fatigue and get home safely.”

However other Big Rigs readers were surprised that the toilet block wasn’t originally built to include female toilets.

“How the government was allowed to build toilets without a female section is an absolute joke. And still no showers?” wrote Angus Karger.

The $530,000 project was jointly funded by the Australian and Victorian gov-

ernments through the Heavy Vehicle Rest Area initiative.

The Western Highway is the primary interstate route between Melbourne and Adelaide. In the Nhill region, the highway sees an average of over 1500 trucks each day.

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12 FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

New B-double spreads powerful message

This new T909 and B-double set of trailers is spreading the message of Boys to the Bush, a charity helping to set vulnerable male youth on the right path.

BY DANIELLE GULLACI SHANAHAN’S Livestock Transport recently purchased its 70th new truck, with company owners Dom and Caroline Shanahan deciding to dedicate ‘SLT70’ to local community-based charity Boys to the Bush.

The new T909 was purchased through Twin City Truck Centre in Wodonga and paired with a new set of Cannon Trailers, all delivered and on the road by late July.

Dom and Caroline started their transport business in 2002 and currently have a fleet of 35 Kenworth T909s and B-double/road train sets of stock crates, all used to transport cattle across the eastern states, along with South Australia and the Northern Territory.

Shanahan’s operates from its main site at Barnawartha, Victoria (just south of Wodonga) and a second depot at Aubigny in Queensland’s Toowoomba region.

It was about three years ago, with the purchase of their 50th new truck, that the husband and wife team decided to launch their first charity truck, for a cause very close to their hearts. That was the start of a new tradition for the business, where every 10th new truck purchased would be in support of a different charity.

“When we purchased our 50th new truck, SLT50, I decided to dedicate it to my cousin who had committed suicide,” said Dom. Nathan Shanahan was a returned serviceman who had struggled with depression.

In 2015, he set off on a walk of over 400 kilometres from Mildura to Adelaide with a 20-kilogram army pack. He shared his personal battle with mental health along the way, with both friends and strangers walking alongside him throughout the journey.

Nathan tragically lost his battle with mental illness in 2016. The first Walking Off The War Within (WOTWW) event took place the following year and has since grown into a nationwide movement.

“I still have that truck and will hold onto it for a long while,” revealed Dom. The stripes on the truck and the rear of the trailer feature a camouflage print, and on the back of the truck is Nathan’s silhouette – the WOTWW foundation’s logo.

Next came the 60th truck, SLT60, another T909 and B-double set that arrived last year. Moving away from the company’s traditional green colour scheme, this set was done up in blue, in support of Dolly’s Dream. The charity aims to put an end to bullying and was set up in honour of Dolly Everett, who tragically took her own life at just 14, following an extended period of bullying and cyberbullying.

Now with SLT70, Shanahan’s has taken to the road to spread the message behind the important work of Boys to the Bush, a not-for-profit that Dom has personally supported through its mentor programs, over the past 18 months.

Boys to the Bush is focused

Shanahan’s three charity trucks: [L-R] SLT50, SLT60 and SLT70. Image: Shanahan’s Livestock Transport

Dom said he’s thrilled with how the truck turned out.

IT’S THE FIRST TIME ANYTHING LIKE THIS HAS BEEN DONE FOR BOYS TO THE BUSH AND WE’RE SO GRATEFUL FOR DOM’S SUPPORT.” ANDREW ROBERTSON, BOYS TO THE BUSH

on prevention and early intervention strategies for vulnerable male youth. It was started in Albury by three school teachers who were noticing common issues in boys and young men with similar backgrounds. They set out to provide them with strong, positive role models, to help set them on the right path.

It now operates from 11 sites across north east Victoria and southern to central NSW. Boys to the Bush focuses on prevention and early intervention strategies, offering one-on-one mentoring, school programs and school holiday camps.

As Dom explained, “Boys to the Bush started in this area and I had crossed paths with them a few times through fundraisers and events.

“Now, every couple of months, they’ll bring a group of primary or secondary school students through our depot and farms, to spend the day here.”

Through the charity’s programs, Dom has also shared his own story with many young men.

“The mentors who work with these boys have asked me to do some talks. I did a trade when I was 16 years old, then I started out with one truck with my wife, and we’ve grown to where we are now.

“I tell the boys that they have a lot of opportunities out there, they just need to talk to the right people.

“It’s about introducing them to what’s available. With some of the older boys who come through, I tell them that when they get a bit older, they can reach out and possibly start out washing trucks. If they develop an interest in working in

The company’s latest T909 and B-double set of trailers are dedicated to Boys to the Bush.

Image: Shanahan’s Livestock Transport

Dom Shanahan (centre), with Boys to the Bush mentors Ben Munro and Leigh Haw. Image: Shanahan’s Livestock Transport

this industry, it can then lead to an apprenticeship later on.

“School based apprenticeships are great too because young people can trial different skills to see what they might like to do. And Boys to the Bush helps with that too, introducing them to companies and farmers.”

The new Boys to the Bush T909 was finished off with the help of Robinsons Sign Makers and Dom is thrilled with how it’s all turned out.

At the back of the truck and trailer set are the words, “It’s easier to build a strong boy than repair a broken man.”

The B-double also features the Boys to the Bush logo and contact information.

“When I first spoke with

The new B-double serves as a moving billboard for the charity.

Image: Shanahan’s Livestock Transport

the signwriters, I told them I wanted to use a dark charcoal stripe, instead of our usual green. They agreed they could make it work and incorporated the Boys to the Bush logos.

They did such a great job of it all.”

Since taking delivery, the truck has also headed to the LRTAV Conference in Shepparton during August. “It’s been great to help raise awareness of what Boys to the Bush does,” added Dom. Boys to the Bush Albury Manager Andrew Robertson thanked Dom and the Shanahan’s team for helping to spread awareness of the charity’s important work.

“It’s the first time anything like this has been done for

Boys to the Bush and we’re so grateful for Dom’s support – not only with this truck, but also through our school visit program.

“Boys to the Bush works with disengaged youth by providing one on one mentoring and positive role models; and Dom has been a big part of that. His support for youth in north eastern Victoria has been incredible. His values align with our values and it’s great to work with him,” Andrew continued.

“There are that many boys out there who don’t have a positive male role model in their lives. It’s great to be able to help those boys, get them engaged and set them up on a successful future path.”

Local primary school students attended the truck’s launch at Twin City Truck Centre. Image: Boys to the Bush

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Prices herein are recommended selling prices for both Privileges members and non-members, inclusive of GST. Recommended selling prices in this publication are provided as a guide. Prices may vary at the dealerships. Freight charges may apply. All items have been included in good faith on the basis that goods will be available at the time of sale. Promotion available at participating Dealers from 1 September to 31 October 2026 or while stocks last. Images are used for illustrative purposes only.

MK13712 Contains: 1 X oil filter LF14000NN, 1 X fuel filter FF5776, 1 X fuel water separator FS19764 and 1 X air oil separator AS2474

* 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.

16 COVER STORY

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Celebrating 30 years in style

For SRH Milk Haulage, Volvo has always been part of the journey – from their very first truck to the latest 780hp Volvo FH16 Diamond Edition.

BY DANIELLE GULLACI THE story of SRH Milk Haulage started out very much the same as many other transport businesses – growing and evolving from a one truck-operation.

Now, a special new truck, a 780hp Volvo FH16 Diamond Edition, marks 30 years of growth and success.

Managing Director Scott Harvey, now 60, followed his father Douglas into the trucking industry, first driving concrete trucks and then switching to milk tankers.

“Dad has always been around trucks,” said his daughter Blair Harvey, 33, who’s worked by his side for the past 17 years – serving as SRH Operations Manager for the past seven.

“He started driving milk tankers from a young age and that’s how he got his original milk contract. The guy who had it previously wanted to get out of it, so he and my mum, Regina, thought why not?”

The husband-and-wife team named it SRH – using their initials, Scott and Regina Harvey.

That was in October 1996.

The contract was transporting milk for Dairy Farmers (now Bega) into Hexham, NSW. The couple initially operated the business from their home in the Hunter Valley region.

With business going well, within a couple of years, they were able to start adding more trucks into the mix.

Blair was only three years old when her parents started the business, so she’s quite literally been around it all her life.

“I remember going out in the truck with Dad from when I was about four. That was our thing that we’d do together,” she said fondly. “It was always fun, especially getting to sleep in the truck’s bunk. Dad has always been a man of routine, so we’d stop at all of the same roadhouses too.”

By 2001, SRH moved into

The Volvo FH16 Diamond Edition is powered by the 780hp D17A Euro 6 Step E engine.

Images: SRH

Scott and Regina with their children Blair and Mitchell in the back row and Ashlee on the bike.

their first depot in Rutherford, NSW. “I remember when we moved into Rutherford. It was a really big deal to be moving the business out of our home and into the new site,” added Blair.

Today SRH Milk Haulage is one of Australia’s biggest milk transporters, moving an average of around 4.7 million litres a day – and operating from six locations in four states.

Along with Rutherford, SRH has depots in Raleigh and Tamworth in NSW, Picton in WA, Poowong in Victoria, and Larapinta in Queensland.

First came the expansion into Western Australia in 2012, the move into Victoria was in 2017, and then into Queensland

Volvo launched the Diamond Edition to mark 60 years of the truck brand in Australia.

more recently, in 2024.

As for the fleet, the new Volvo Diamond Edition brings them up to 113 prime movers, together with over 160 tankers.

Of those trucks, 98 fall under the Volvo Group Australia banner, wearing either the Volvo or Mack badge. While the tankers are mainly produced

by Tieman and Byford.

It’s quite the modern fleet too, as trucks are replaced every four years.

Scott’s first truck back in 1996 was a Volvo FH12 that he bought brand new, and held onto for about four years.

Interestingly, the Volvo wasn’t Scott’s first choice though. As Blair revealed, “Dad originally tried to buy a different brand of truck, but the salesman there didn’t take him seriously. It just goes to show that you can’t judge a book by its cover.

“When Dad went to Volvo, the salesman gave him the time of day so he went with it.

They gave him a chance, and the truck ended up being perfect for the work he did.”

With 30 years of history between SRH and Volvo, Scott saw the Volvo Diamond Edition as the perfect way to mark the momentous occasion.

“Dad likes to have the first of everything, so when he heard the Diamond Edition was coming out, he couldn’t say no – and it’s a great way to celebrate our 30th anniversary,” said Blair.

These days Scott doesn’t get in the trucks anywhere near as much as he used to but he’ll still get behind the wheel any chance he can. “Dad just loves being in the trucks,” said Blair.

Powered by the gutsy 780hp

Scott and Regina Harvey started SRH Milk Haulage in 1996.

Scott with his father Douglas.

D17A Euro 6 Step E engine, putting out 3800Nm of torque, the new Volvo Diamond Edition has been going well since it arrived in late July, as part of the linehaul fleet based at Rutherford.

Scott has also taken his new truck for a bit of a spin too. “It’s honestly the nicest truck I’ve ever driven – and I’ve driven a lot of trucks over the years,” he said. “They just seem to be getting better and better. It’s pretty hard to beat this new Volvo.

It’s 780hp and you can tell by the way it goes, it just does it with so much ease.”

Operating under the Performance Based Standards (PBS) scheme, it pulls a 30-metre A-double that can carry about 54,500 litres. It does factory to factory work, operating across New South Wales and into Queensland and Victoria.

Volvo announced the launch of its Diamond Edition FH16 in 2025, to mark 60 years of the truck brand in Australia.

Available in the Globetrotter XL and XXL cab, these special edition trucks feature Diamond Edition badging, premium paint in black and white colour schemes, Dura Bright alloy wheels, a limited edition bullbar, black powder coated fuel tanks, black leather seats and a commemorative interior badge. While advanced safety features include Adaptive Cruise Control, Collision Warning, Lane Keeping Assist, and Vulnerable Road User Detection.

“The new truck looks great, is operating great and the driver loves it, that’s all we can ask for,” said Blair, adding that her uncle is the lucky driver behind the wheel.

Scott’s first truck was this Volvo FH12.

“Mum’s brother Greg Mead drives it. He was in another Volvo before this one, so he’s pretty excited about the new truck. Since he got into the Volvos, he loves them because they are so comfortable.”

Greg, 71, has been in trucks since he was just 19 years old.

He joined SRH 10 years ago.

While Greg admits he was a little reluctant to get out of the previous 2024-model 700hp Volvo FH16 he had been driving since new, he’s glad to have been handed the keys to this special new truck.

“Power wise, it has a lot more get up and go power, and it holds the road really well.

With the previous two trucks I drove here, I had B-doubles.

This is the first A-double I’ve had to use and the truck pulls it really easily.”

The Volvo Diamond Edition moves away from SRH’s traditional white and blue colour scheme, so for this truck, they’ve gone with a black and grey SRH logo to match.

To mark the 30th anniversary, there are also a number of

subtle features throughout the truck – with the words ‘Celebrating 30 years’ on the front and sides, and laser cut into the deck plate on the rear, along with a customised number plate DIAM30.

After all, 30 years in transport is a milestone worth celebrating. “We have drivers who’ve been with us for over 20 years, there are farmers we still work with that I remember meeting as a little kid and I’ve been here a long time as well,” said Blair.

“I have two kids of my own now and they’re so excited every time they see our trucks.

Being part of a family-owned transport company of this size is hard work but it’s also very rewarding too.”

Asked what the future holds, Blair replied, “We’ll keep taking each opportunity as it comes. With how often we turn our trucks over, we’re replacing about 30 trucks a year now. We have another special truck on the way in the next few weeks too, a special edition Mack Sheriff.”

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Prices herein are recommended selling prices for both Privileges members and non-members, inclusive of GST. Recommended selling prices in this publication are provided as a guide. Prices may vary at the dealerships. Freight charges may apply. All items have been included in good faith on the basis that goods will be available at the time of sale. Promotion available at participating Dealers from 1 September to 31 October 2026 or while stocks last. Images are used for illustrative purposes only.

* 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.

18 FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

New C509s are old school cool

Taking inspiration from the original Kenworth C500 workhorses of the 1980s, these new C509s combine modern luxuries with an old school aesthetic.

BY DANIELLE GULLACI WHEN it comes to ordering new C509s, this Mt Isa operator doesn’t take any shortcuts, with its fleet of red and white trucks standing out from the pack.

QCrush was started by Anthony Kuhn in 2008 – but back then there weren’t any trucks. At first the business was involved in crushing and screening at mine sites, then came its own quarries in northern Queensland, and then the trucks in 2019.

Initially it was float work, eventually progressing to road trains.

QCrush’s latest C509 was put to work in July, bringing the fleet to 16 prime movers, with another three on the way soon. Each of the prime movers is used with a quad set of tippers from Mick Murray Welding, transporting the company’s own quarry products, as well as product from the mines.

The modern Kenworth fleet is almost entirely based on the C509 model, which has become Anthony’s truck of choice. “That model sits at the top of the Kenworth food chain, they’ve got all the bells and whistles,” said Anthony.

Last year, QCrush welcomed four stretched bunk C509s with internal showers to the fleet, and now Anthony has decided to take his newest trucks another step further.

The company’s fleet replacement program sees new trucks added into the fold on a regular basis, so typically no truck at QCrush is more than five years old.

For 2026, QCrush has ordered four new Kenworth C509s, each featuring a C500 Brute bonnet – a hark back to the original heavy-duty Kenworth workhorses introduced to Australia during the 1980s.

As Anthony explained, “We’ve had a long-time association with the C500-model and I’ve always liked the uniqueness of them.”

Highly customised, the four newest C509s will all feature stretched bunks. They

While the first of the four new Kenworth C509s features an authentic C500 bonnet, the other three will be customised to resemble the traditional C500 bonnets. Image: Anthony Kuhn

come out of the factory at 50inch and are then stretched to 78-inch, allowing them to accommodate a shower, sink, induction cookers, microwaves, inverters and more.

“The first new truck has an authentic C500 bonnet that came from a 1984 truck. On the second, third and fourth trucks, they had C509 bonnets which we’ve then had converted to the traditional C500 bonnets by Peter Mac Truck Repairs in Toowoomba,” said Anthony.

“People have been making phone calls trying to order these trucks, but we did all of the conversions to the old bonnets ourselves.

“The C500 bonnets look significantly different, with long flat mudguards and quarter guards. It’s a real oldschool look. The C500 was the predecessor to the C501 and then the C509.”

Asked how he came up with the idea for his new trucks, Anthony revealed, “I saw a couple of guys were doing similar things with T950 bonnets so I thought why don’t we do it with the C500. The C500s have a real cult following and the authentic trucks are being sold now for a ridiculous amount of money.

“These new trucks are the result of a lot of hard work by a lot of people. Some of them thought I was mad when I told them what I wanted to do, but they’ve seen the light now,” laughed Anthony.

Since the covers came off the first of these new QCrush C509s, Anthony admits they’ve caused quite a bit of a stir. Pulling a new set of quad tippers, it’s been operating mainly in the Gulf area and in its first four weeks on the road, clocked up close to 28,000 kilometres.

Anthony says running top quality gear like these trucks helps attract a great team of drivers. “These seem to really get their attention – the stretched bunks, the showers.

And it’s great for resale too.”

The lucky driver of the new truck is John Maiden, 46, who’s been with QCrush just on three years. “I’ve been in trucks nearly all my life. I was driving cattle trucks before I came here and moved into the quads. I had driven some pretty big trucks but nothing like these ones at QCrush,” he said.

John was in another of the company’s newer C509s before switching across to this one. “The previous truck I stepped out of was only 1314 months old, then I got the

The QCrush fleet is now almost entirely made up of C509s. Image: Anthony Kuhn

‘Born Again’ – this brand new C509 has been modified with an authentic 1984 Kenworth C500 bonnet. Image: Brown and Hurley

The new truck has been paired with a new set of quad tippers. Image: John Maiden

keys to this one. I’m pretty lucky to be driving it – I love the bonnet. It’s a very nice truck and is beautiful to drive. It’s the only one like it at the moment. It’s been getting a bit of attention too.”

While QCrush’s quads typically operate under standard mass management, allowing them to carry around 90 tonne payloads, the company has a new super quad set of tippers on order, that will be used to carry lime from a mine site and into Mt Isa to serve a new contract.

Under Higher Mass Limits (HML), it is expected to be able to carry up to 130 tonne payloads.

Looking ahead, Anthony said, “We’ll just keep trying to innovate and looking at different opportunities. It was a shocking start to the year this year. We didn’t get into full swing until May because of all of the water.

Normally things kick off by February.

“Later this year, we’ll be putting in an order for another four C509s for 2027.”

The story of the C500

The C500AR was first introduced in Australia in 1981. Designed for extra heavy-duty tasks, it was widely used in the mining, logging and oil-drilling industries. In 1988, it was replaced by the C500T, built for the toughest on and off-highway conditions.

The driver says his new ride is getting plenty of attention out on the road. Image: John Maiden

THE POWER YOU NEED THE CONFIDENCE YOU EXPECT THAT’S ANOTHER HINO

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Whether you need maximum torque, high horsepower, or fuel-efficient solutions, the Hino 700 Series delivers peak performance with

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transmission. The 13-litre E13C delivers 450hp or 480hp through the ZF 16-speed TraXon AMT. All models feature an Electronic Brake

System (EBS) for improved braking performance and reduced maintenance, along with the standard Jacobs Engine Brake® for superior drivability and control. The result is a heavy-duty truck built to perform over the long haul. Find out more at hino.com.au

20 TEST DRIVE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Six days on the road in a quiet achiever A week-long road trip to Casino reveals what Hino’s heavy-duty 700 Series has to offer.

BY GRAHAM HARSANT “SIX days on the road and I’m gonna make it home tonight.”

So goes the famous truck driving song by Dave Dudley.

Well, in fact it was eight days, but days one and eight were spent travelling in trains, buses and planes to get from my hometown in Northern Victoria to Tullamarine to Sydney, where I made my way to ‘The Shire’, and Hino HQ. For 15 plus years I’ve been behind the wheel of nearly every new truck – small, medium and large – to come onto the Australian market.

Some of these drives have been over a couple of days and others for just a few hours.

On every occasion the truck is ready and waiting to be driven. Hop in, trailer(s) attached, head to wherever, return, climb out and go home.

Yes, I get a feel for the truck. Yes, I know what to compare with what, but I don’t really know what the truck would be like to live with on a daily basis.

Hino is different. We trucking journos have been on many organised runs with the company over a number of days, switching between numerous vehicles in the Hino range.

But Hino is more than happy to pass over the keys to a truck and wave goodbye (after you’ve signed a disclaimer that you won’t do anything stupid!).

Last year I spent a month with their excellent 300 Series Hybrid, taking that truck all over Victoria and on the Crawlin’ the Hume run from Sydney to Gundagai.

This time I was looking at a way to get to the Casino Truck Show without draining the personal bank account.

Hino willingly came to the party and handed me the keys to a Euro 6 compliant 700 Series prime mover hooked up to a skel with a loaded container attached.

There are some 31 variants in the 700 Series, ranging from 9 litre engines with outputs of 320hp (1275Nm) or 360hp (1569Nm) or 13-litre engines with either 450 or 480hp, both with a peak torque of 2175Nm. These can be mated to either a 6-speed Allison, a 12-speed in-house Hino or a ZF 16 speed, dependent upon

The Hino 700 Series looks good and goes great, pulling a skel with a loaded container.

The view of the front. Images: Graham Harsant

HINO WILLINGLY CAME TO THE PARTY AND HANDED ME THE KEYS TO A EURO 6 COMPLIANT 700 SERIES PRIME MOVER HOOKED UP TO A SKEL WITH A LOADED CONTAINER ATTACHED.”

A quick drive of Hino’s heavy-duty 700 Series 8x4 3036 tow truck.

model. So, there’s a model for nearly every application.

My drive for this trip was the FS 2845 model, equipped with the 13 litre, 450hp engine, matched to Hino’s 12-speed AMT. When you look at the truck next to, say a Kenworth it looks quite small (as in low) but I soon found out that I was at eye level with most drivers as I cruised up the Pacific Highway.

The difference is of course the bunk area – or lack of.

There is a bed squeezed in behind the seats but it’s the truck equivalent of a Porsche 911 where the back seats are for prepubescent kids who are preferably skinny.

That said, it is there and

There are 31 variants in the Hino 700 Series.

if the need arose you could put up with a night or two in it. Hino make no apology for this as the truck is not designed for long haul, but primarily for daily return-towork or intrastate work.

I did however bring a sleeping bag with me and made a rod for my back as a consequence. With camera gear, clothes and that bag, I needed a full-size suitcase.

Hauling it in and out of the cab became a 19kg pain – especially as Hino had provided me with motel accommodation along the way. Take a soft bag if staying overnight somewhere!

The interior of the 700 is a nice place to be. I’m normally no fan of the colour brown

but in this case, mixed with dark grey and faux carbon fibre it is very inviting and, dare I say, almost opulent. I like it. A lot.

The surfaces are all hard plastic so should be scratch resistant to the rough and tumble of everyday use but talk to your friendly Hino dealer to throw in the dash top mat to stop stuff sliding around up there.

A couple of bucks spent on non-slip rubber for other storage areas wouldn’t go astray either, but I’m being ultra-picky.

The wrap-around dashboard places all controls within easy reach. The multi-media screen sits proud on the dash, just to the left of the steering,

Inside the cab, there’s a classy interior.

and is compatible with both Apple and Android phones.

The rotary dial gearshift sits below, together with the switches. Climate controls are also (thankfully) dials –

simple and easy to use without eyes off the road.

Getting in and out of many and varied trucks over the years I often struggle getting acquainted with the steering wheel functions.

Plaudits to Hino for making them all straightforward and logical. Sit in the Isri seat and you’ll find a steering position to suit anybody with a clear view of the instrumentation.

With all that out of the way it’s time to set off.

Continued on page 22

The bunk is chockers without me in it.

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22 TEST DRIVE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Hard to beat for local or intrastate work From page 20

I had planned to either find a motel or kip in the ‘bunk’ on my way to Ballina (my base for the truck show) but such was the comfort in this truck that I drove straight through.

On the open road, cruise control activated, Spotify supplying company and outside noises well suppressed, it was easy to just keep going.

Behind me was a skel with a loaded container aboard and the 700 had no trouble with hills or keeping up with other traffic.

Steering was well damped and the suspension soaked up all the potholes with ease.

The 700 has a 3-stage retarder which works well, knocking the kilometres off quickly. There is also a sync switch on the dash.

When on, it automatically applies engine braking when you touch the brake pedal. It is so effective I left it on for the entire trip.

On the steeper hills it is easy to knock the right-hand wand down to select a lower gear or two, the truck deciding when to upshift again.

Or you can drive in manual mode if desired. I tried it out but gave it away as the truck nearly always knows best. All in all, it was an easy 11-hour run to Ballina.

The next morning, I had to drop the trailer and while that’s nothing to you lot, it was a big deal for me.

Since I decided to get my HC 15 odd years ago (so I could experience what you

THE 700 IS QUIET, COMFORTABLE AND SIMPLY GOES ABOUT ITS JOB, LEAVING YOU TO CONCENTRATE ON THE ROAD AHEAD AND AVOID THOSE THAT SHOULD NEVER HAVE GAINED A LICENCE.”

A pit-stop at Bulahdelah, NSW.

do daily) I’ve never had to drop a trailer as they are already hooked up to whatever I’m test driving.

Consequently, I felt a little bit of pride in that I managed to unhook (and later to hook up) without catastrophe.

Then it was up to Casino to experience one of the great truck shows. I was surprised that the ride bobtail, although obviously much firmer, was better than I’d expected.

Until I used Google Maps to get back to Ballina that night. It showed me a different way to get out of town which took me on a long stretch of unsealed road in the middle of nowhere.

I’ve seen bad roads but never anything like this! Miles of three-foot-wide potholes that were like two feet apart.

Thank God I’d left the trailer behind.

The next day it was back up to Casino for more trucks, this time sticking to the route through Lismore.

There followed a day and night with my oldest son and family before hooking the trailer back up and heading off back to Sydney, stopping the night at Bulahdelah on the way.

Shout out to the Bulahdelah Motor Lodge for a great room, good price and room to park a semi out front.

Watching the world drift by, I arrived back at Hino HQ in time for lunch before trying out their heavy-duty 700 Series 8x4 3036 tow truck that afternoon.

Unfortunately, there’s no space here to go into detail, except to say that if you’re in the towing space then you must check this truck out. It is simply sensational!

So, how do I feel about the FS? Firstly, it’s not for those who live on the road, but neither is it meant to be.

For local and intrastate work, it does the job as well as any and it justifiably comes with that Japanese

Yes, this writer can also unhook.

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24 FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Tatra’s new ‘Force’ in firefighting

A recent event in Melbourne saw the public debut of the newest Tatra model, building on the brand’s offering for the firefighting sector.

BY DAVID VILE THE Australasian Fire and Emergency Service Authorities Council (AFAC) Conference and Exhibition held in Melbourne last month saw the public debut in Australia of the Tatra Force Euro 6-spec 4x4 Fire Appliance, with the striking vehicle drawing a healthy crowd of onlookers.

The Force is the latest offering from Perth-based Off-Road Trucks Australia (ORTA), which has been the Tatra importer and distributor for the last 30 years.

Released earlier this year, the Force 4x4 is powered by a Cummins L9 (Euro 6 spec) engine rated at 390 horsepower with an Allison 4500 Automatic driveline.

The air-suspended cabin has capacity for seven crew members with the firefighting superstructure fitted out with a 3000-litre water tank and two 80-litre foam tanks.

A Chelsea power take off provides drive to the THT fire pump which has an output of 3000 litres/minute, with two live hose reels fitted at the rear and a cabin-controlled monitor mounted on the front.

In addition to this, the appliance is also fitted out with an array of lockers and compartments for a variety of firefighting and ancillary equipment.

Originating in the Czech Republic, Tatra trucks have been deployed into a range of off-highway and rough terrain applications in Australia, servicing the mining and drilling industries in particular.

With Tatra’s off-road engineering and abilities being a key feature, the fire appliance market is a sector that has seen ongoing growth, with 35 Tatras in service with

The Tatra Force Euro 6 on show at AFAC in Melbourne last month. Images: David Vile

the Department of Fire and Emergency Services (DFES) in Western Australia.

Amber Gaden, from ORTA, explained the background to Tatra’s development in this market over the last decade or so. “Emergency response and firefighting is one of the many applications for Tatra. We saw an opportunity and a gap in the market as we offer an alternative for greater off-road capacity, to go in some rural areas where other trucks don’t have the same capabilities,” she said.

“The fire market is one that has been progressive.

Amber Gaden and Shane Plowman from ORTA with the Tatra Force at AFAC.

The Tatra has proven itself in the field with 35 trucks in service for the WA DFES. Image: ORTA

We started in the early days with mining companies who needed off-road capability.

We had some opportunities with the DFES in WA which has grown to quite a large fleet over the last few years.

“This has grown to Queensland Fire and Rescue with test and evaluation units, and we also have some vehicles out for test and evaluation with the New South Wales Rural Fire Service.”

Amber continued that the Tatra unit on display at AFAC is Euro 6 spec, which is essentially the next step in Tatra’s direction of the previous Euro 5. “This is the first to arrive with the Force cabin, so it is exciting to show it off. We are also looking at developing a 6x6 version over the next few months as well.”

The unit on show at AFAC has been designed with a number of refinements from previous models and has been built as a ‘turnkey’ unit, as opposed to having the truck chassis and body coming from different suppliers.

Shane Plowman, ORTA’s Project Coordinator – Fire and Emergency Services, detailed the adaptability of the truck’s platform to lend itself to various firefighting configurations.

“We have tried to take what we were doing and modify it to make it better, we have made a few refinements such as extending the wheelbase for more storage and having two foam tanks for different classes of foam,” he said.

“This is the smallest truck we do. It could be best described as a bridge between a rural/urban truck. For example, a bushfire truck would have a higher ground clearance, bigger wheels and carry a lot more water. We would also incorporate other requirements such as a ROPS along with crew protection and deluge systems.”

ORTA could be best described as a niche truck supplier, with around 80 to 100 trucks a year being turned out of the company’s facility in Forrestdale.

For Amber, providing

WE SAW AN OPPORTUNITY AND A GAP IN THE MARKET AS WE OFFER AN ALTERNATIVE FOR GREATER OFF-ROAD CAPACITY, TO GO IN SOME RURAL AREAS WHERE OTHER TRUCKS DON’T HAVE THE SAME CAPABILITIES.” AMBER GADEN

The truck is fitted out with firefighting equipment and plenty of stowage lockers.

trucks to meet specific customer needs along with after sales support is high on the company’s agenda.

“Everyone has different requirements, our job is to work with the client to get them exactly what they want – we are not out there competing with everyone else, we are there to fill the gaps.

Spare parts and backup are one of the things that bring

our customers back. We are not out to sell 1000 units a year. We want to make sure that we do what we do well,” Amber said.

“The most rewarding thing for us is having that repeat business when customers come back to us – they know that the truck is strong and sturdy but they know that the back-up and support is also there.”

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26 FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Truckin’ through a bygone era WITH ROD SIMMONDS

Mount Gambier livestock exchange in the 1990s

ALSO known as the Mount Gambier & District Saleyards, the Glenburnie Saleyards are the largest livestock exchange in South Australia’s Limestone Coast region.

Located 10km east of Mount Gambier on the Princes Highway, the facility has been in operation since June 1977.

The yards were established to provide a central and organised livestock auction hub for the region. The facility is owned, operated and maintained by the local District Council of Grant.

The saleyards (or livestock exchange) handle tens of thousands of livestock annually.

In recent years, they’ve processed between 70,000 to 80,000 cattle and 155,000 to 160,000 sheep and lambs annually.

In the 1980s-1990s the sales were larger, reflecting the higher herd numbers in the area before forestry and vineyards started covering the traditional grazing land area.

Regular sales also take place nearby including in Naracoorte, SA, Edenhope, Bendigo and Hamilton in nearby western Victoria, so the farming community is well served for buying and selling facilities.

The yards are a massive economic driver for the Mt Gambier region, generating over $160 million in annual sales.

But without trucks nothing happens and carting livestock in its heyday was a full on activity throughout the year.

As the livestock dynamics changed, operators had to change with it, with most running separate cattle and sheep crates and trailers to maximise productivity. Mt Gambier is a forestry and timber town so trucking is at the centre of all freight movements.

The sales are regularly held on each Wednesday so local carriers work day and night carting in local stock, then reloading and carting out

James Kitschke’s from Mount Gambier were regulars.

Glenburnie had plenty of room for easier loading. Pictured here are trucks from Kitschke, Whittam and Peach’s. Images: Rod Simmonds

before returning to their normal work.

Many operators like Peach’s, Whittam’s, McKibbins, O’Sullivans, Argyle, Trans Australian, Kitschke, English, Millers, Prendergast, Thornhill, Morcombes, Findlay, to name but a few, are among the regulars.

Its proximity to Victorian based processors makes it a popular area to source from.

By the mid-1990s B-doubles had gained popularity as more roads locally and interstate allowed the higher weights and longer combinations.

The livestock industry were early adopters and could immediately gain from the additional capacity and animal welfare.

The Glenburnie yards design was built with the future in mind and has plenty of room and loading decks for the usual semi-trailers and longer B-doubles. The facilities have been recognised in national commendations with the onsite café being one of the best. Ideal for hungry hard working truckies!

Every Wednesday it was compulsory to visit after work and the variety of operators and trucks was always worth the trip out.

Vorwork’s Ford Louisville loading four decks.

Whittam’s Mack Ultra-Liner B-double from Strathalbyn, SA.

Bentley’s Kenworth T950 getting loaded.

Peach’s T600 and Kalangadoo’s Ford LTL ready to load out.

Murphy’s International S2670 loading four decks of sheep.

A K104 from Thornhill at Lucindale, SA, with a four-deck B-double.

Why improved truck wash infrastructure is so critical

The new Tassie site has two bays for twin-deck B-doubles. Image: TasWater

THE Livestock, Bulk and Rural Carriers Association (LBRCA) is urging state governments and regional councils to put truck washdown infrastructure forward for funding through the Safer Local Roads and Infrastructure Program (SLRIP).

The latest SLRIP funding round opened on September 1, with $200 million up for grabs. State and territory governments and local councils can apply for up to $5 million, as a co-contribution to each project.

LBRCA says truck washes are critical to biosecurity, road safety, animal welfare and efficient freight movements.

“Across regional Australia, operators are required to meet stringent biosecurity and cleanliness standards, while

too often the infrastructure needed to meet those standards simply isn’t there or open,” said LBRCA President Wade Lewis.

“LBRCA is working with multiple councils right now on ageing truck wash infrastructure that has been closed or partially closed, and the common reason for that is a lack of funding.”

Lewis added that this program offers a funding pathway to help fix that. “We want to see it used where it is needed most, and for new and upgraded heavy vehicle washes.”

A previous round of SLRIP invested over $3.4 million in a heavy vehicle wash facility in the Mount Isa City Council.

LBRCA is calling on regional councils to apply for the funding to address known gaps in

the heavy vehicle wash network and to develop funding applications for new facilities, upgrades, and associated access infrastructure.

“Truck washes support and protect the agricultural supply chains that farmers and regional communities depend on,” said Lewis. “They are an essential piece of infrastructure.”

Recently, a new $3.1 million three-bay washdown facility was opened in Tasmania’s north-west after a year-long upgrade of the old Greys Mill Road site at Smithton.

Two bays will accommodate livestock trucks of up to twin-deck B-doubles, enabling operators to wash down vehicles and empty waste holding tanks, while the third bay will provide the capacity for other vehicles.

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28 FESTIVAL OF TRANSPORT

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

HONOURING OUR TRUCKING LEGENDS

Celebrating legends of the transport game

BY GRAHAM HARSANT

THIS year saw 58 deserving folk from the transport industry inducted into the Shell Rimula Hall of Fame at Alice Springs.

Although down on numbers from last year’s celebrations, there was no less excitement from those attending. As always there were surprised gasps from those who were brought to Alice Springs unaware of the reason why. Hats off to the families and businesses that managed to pull off that feat!

Shell Rimula’s Luke Man-

dato opened proceedings, expressing the company’s pleasure at again being involved.

“I believe it is actually one of the longest-standing partnerships in the transport industry and is very special to us. Our commitment is a very small token of our appreciation to everyone in the room: inductees, their families and friends, and icons of the industry,” Luke said.

“It is fantastic to see so many people here today being recognised for the great work that’s been done over countless years.”

[L-R]: Shell Rimula’s Luke Mandato, inductee Clem Catalano (centre) and Hall of Fame Committee Chair Frank Bilato.

Images: Graham Harsant

Inductee Max Keogh has won Driver of the Year awards in two countries.

Hall of Fame inductee Garry Jones.

In his family’s footsteps Clem Catalano was a little miffed because his plaque and medallion read ‘Calatano’, but he’s been assured that the powers that be will rectify the error. In fact he hadn’t realised it until this reporter brought it to his attention.

Born in Bunbury, Western Australia, Clem grew up in a family deeply connected to transport and earthmoving.

His father Joe and Uncle Bill established what became B&J Catalano Pty Ltd in 1962.

When the business was short-staffed, his father would take Clem from the classroom and put him to work. Under Joe’s guidance, he learned to drive heavy haulage floats and load and unload a wide range of machinery before even finishing school.

Following Joe’s passing in 1995, Clem assumed a leading role in the family business alongside Bill, and cousin Stephen. Although his responsibilities today are largely centred on managing the business, Clem still enjoys climbing behind the wheel, taking a truck out on the road and spending time away from the office.

Clem is also a founding member of the WA Mack Muster and Truck Show, which has raised significant funds for the Harry Perkins Institute of Medical Research. He continues to support cancer charities and community events across Western Australia.

Learning from his father Under the guidance of his father, John Jones, Garry Jones learned to drive in an International R195 fitted with a fivespeed gearbox and three-speed “Joey” auxiliary transmission.

While completing a fitter and turner apprenticeship at Yallourn Power Station, Garry spent nights hauling logs between Moe and Longwarry.

After qualifying, he drove a Volvo G89 for Henry Wosley before moving into timber haulage for Australian Paper Manufacturers at Maryvale.

He later gained interstate experience with TNT and Inner-Motel contracts in an International S-Line.

At 23, Garry became an owner-driver, purchasing an

International S-Line and establishing his own transport business. Although he hauled bricks, milk powder, steel pipe and general freight, logging remained his passion, hauling pine and native hardwood throughout Victoria and interstate. As Jones Logging grew, Garry added a Kenworth W-model for logs, machinery and general freight. Today, the restored W-model remains a source of pride, alongside a Kenworth T950 and a growing earthmoving fleet.

From Australia to the States Max Keogh began working on trucks delivering food supplies to retailers and wholesalers throughout Sydney. During National Service, he served in the Australian Army before joining the Citizen Military Forces, where he spent 25 years instructing recruits in military vehicle operation.

In 1962, Max purchased his first truck, an International R180, running Sydney to Melbourne — that was back when a return trip took six days at little more than 35 miles per hour. That same year, Max joined the Long Distance Road Transport Association.

Over the following decades, Max operated a range of trucks and spent 14 years hauling Kellogg’s cereals to Brisbane, hand-loading every carton.

He later expanded into Western Australia with his nephew Gavin, hauling steel pipe across the Nullarbor.

In 1996, Max was named National Professional Driver of the Year.

In 2001, at 65, he moved to the United States to drive trucks under a temporary work visa. Max joined a privately owned transport company based in Logan, Utah, operating 53-foot refrigerated trailers. In 2012, he was named Utah Driver of the Year. He became a US citizen in 2021 and remained an active driver until eventually returning to Australia in 2024 at 89.

Remembering a legacy Not everyone gets to witness their induction into the Hall of Fame, as was the case for

Tayla Morton and husband Jarrod Dobson were in Alice Springs to add Tayla’s late father, Charlie Morton, to the Wall.

An attentive crowd of well wishers.

Shell Rimula Transport Hall of Fame 2026 Inductees John Adams

Colin ‘Target’ Mackey

Deane Arbon

Noel McGrath

Clive Anderson Edward ‘Beau’ Bennett Alfred Burkinshaw

Don Calliss (deceased)

Colin McArdle

John McLachlan Robert Miller

Clem Catalano

Charles William Morton (deceased)

Steven Corcoran

Suzette O’Reilly

Donald Certoma Greg Craig John Day

William Fritchley Digby Giles

Alec Gordon

Spencer Grammer OAM Dave Grey

Ron Hartridge Martin Hickey Jason Hinds

Brock Holroyd

Terry Hossack Garry Jones Max Keogh

Russell Lee (deceased) Dale Lindrea

Tracey Lindsay

Steve Lovegrove Junior

Steve Lovegrove Senior (deceased) Allan MacClure

Charlie Morton, who passed away in June 2025, and was a good friend of this writer.

Not to be forgotten, Charlie’s daughter Tayla and her husband Jarrod Dobson travelled to Alice to witness Charlie’s induction onto the Shell Rimula Wall of Fame Growing up on a farm near Healesville, Victoria, Charlie would watch the trucks pass by, sparking his interest in the industry. Learning to drive with local cattle carrier, Allan Secombe, he went on to truck-and-dog combinations out of the Readymix Quarry at Ferntree Gully, apparently developing a particular appreciation for Kenworths and Western Stars.

Interesting that, as he later firmly entrenched himself with International Transtars.

In 2003, Charlie established his own transport business and purchased his first Transtar, stretching the chassis and fitting a tipper body and trailer to haul quar-

Alexander ‘Lex’ Mustard Robert Allen Pack Nick Pettifor

Adrian Poulton

Troy Anthony Rankin

Jim Roocke (deceased) Kym Roocke Darren Ross Eric Ross

Gary John Sharp Maxwell Shegog

Dennis Siostrom

George Sita (deceased) Neil Smith

Rodney Sopeer

Steve Stacpoole Barry Troy

John Want

Charlie Whelan Ken Wilkie

Ronald Shane Wilson Bob Youngson

ry products and firewood.

His 1996 International Transtar later became the pride of his fleet, hauling quarry products, grain and bulk materials throughout Victoria.

A third Transtar followed in 2006 as a prime mover with a drop-deck trailer, carrying timber, sleepers, machinery, hay and general freight.

During the 2008 drought, Charlie delivered hay and silage to struggling cattle farmers across north-east Victoria, often remembering hungry cattle running alongside his truck as he carried much needed feed.

In 2009, Charlie became a single father to his two young children, requiring him to balance the demands of raising a family with running his transport business.

His legacy lives on through his son, Matt, whom he taught to drive in the Transtar he loved.

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30 FESTIVAL OF TRANSPORT

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

HONOURING OUR TRUCKING LEGENDS

Spending their lifetime in transport From page 28

No slowing down John Want began his driving career at Ulmarra, collecting cream cans from dairy farms in a four-ton Ford known as “Peggy Sue.” He soon progressed to a seven-ton Ford Sputnik, hauling general freight throughout the Grafton district.

After gaining his semi-trailer licence, John joined Notaras Brothers, transporting timber north to Brisbane and returning with heavy loads of roof tiles. Every tile was unloaded by hand, and on one memorable occasion his wife Jan rolled up her sleeves and helped unload the entire trailer, an example of the family effort that would become a hallmark of John’s career.

After 15 years away from transport pursuing farming ventures, John returned to trucking in 1979, purchasing a UD tipper and subcontracting to Norco, carting grain from western New South Wales to coastal farming districts.

As the business grew, John operated trucks including

Hall of Fame inductee John Want, 86, with his wife Jan. Images: Graham Harsant

an International 3070, International T-Line and his favourite, a brand-new Ford LTL 9000 powered by a 350 Caterpillar. His son Matthew regularly rode along, sometimes skipping school and learning to drive between Casino and Tenterfield.

The business grew to 15 prime movers, and today Matthew manages operations while John, now in his mid-eighties, remains involved, keeping a close eye on the yard.

Suzette O’Reilly (centre) has spent over 60 years in trucks.

From the workshop to the road Jason Hinds’ career began with work experience at Northern Cement, followed by a four-year diesel mechanic apprenticeship with Cesco in Darwin in 1987.

After three years with Mack Trucks, Jason joined Hamptons Transport Services in 1994, when the company was still establishing itself in the Northern Territory.

With just six cattle trucks based in Darwin, Jason soon found himself in Warrego, hauling concentrate to Mount Isa. That job marked the beginning of a 30-year journey with Hamptons.

After several years in Warrego, he moved to Borroloola, servicing and maintaining the company’s equipment.

When Hamptons purchased RTA around 2006, Jason was heavily involved as the livestock fleet expanded to around 30 trucks operat-

ing across the Northern Territory, Queensland and Western Australia.

Over the years, he has managed countless trucks, trained and mentored more than 20 apprentices and tackled everything from roadside breakdowns to outback repairs and maintenance.

In 2010, Jason purchased his first truck, a Kenworth 2650, and established Hinds Haulage, which has since grown to three trucks.

home, answered the business phone, scheduled loads, cooked meals for drivers, and washed their clothes.

Frank drove, repaired trucks, and became responsible for finding their next load. The home was also the depot, and the drivers became part of the extended Marley family.

Their four sons grew up in that environment, travelling in trucks and learning the transport industry from the inside.

The business grew from sheep, bricks and grain into fertiliser, livestock, wool, salt, blue metal and general freight.

Frank was always prepared to try something different, and Marley’s became known for innovation, including being among the first operators in Western Australia to use fourdeck stock crates and 10-axle rigid trucks for grain carting.

But perhaps Frank and Georgie’s greatest contribution came from something much bigger than their own business. During the 1970s, Western Australia’s road industry was heavily restricted by regulations designed to protect ‘rail freight’. Those words were unfair to transport

operators and the farming communities they served.

Frank continued carrying freight that he believed needed to be moved by road, despite the fines that followed. Georgie became his lookout, travelling ahead in a ute to watch for transport inspectors and racing back to warn him.

In 1979, Frank handed himself in over unpaid fines, and spent time in Fremantle prison.

This captured the attention of rural Western Australia, and farmers rallied behind him, understanding that he was fighting for more than his own business. That stand eventually helped to spark a much wider conversation about the future of road transport.

Frank, Georgie and then Transport Minister Cyril Rushton found themselves sitting at the Marley family dining table, working towards reform. It took almost a decade, but deregulation ultimately created a fair operating environment for transport operators across Western Australia.

The business continued to evolve, expanding into feed delivery and eventually moving to a purpose-built depot

Six decades on the road Suzette O’Reilly has spent six decades behind the wheel, earning her place as one of Australia’s last surviving pioneer female truck drivers.

Unlike many lifelong drivers, she did not grow up dreaming of trucks.

Her introduction came in 1965, when at 18 she married truck driver Hank Statham in Roma. Together they travelled in an ageing Volvo G88

over rough bush roads, hauling frozen kangaroo carcasses in conditions far removed from modern refrigerated transport. Suzette still remembers the smell, flies and maggots that accompanied the loads.

By 1969, at just 22 years of age, Suzette officially obtained her heavy vehicle licence. Standing barely five feet tall, Suzette learned to handle trucks never designed with women in mind. Heavy non-synchromesh gearboxes demanded strength and precision, while steering systems without power assistance required considerable physical effort.

Despite the challenges, Suzette never lost her pride or femininity. She jokes that she could “comfortably live between two sheets of iron and a wardrobe, as long as I had my lipstick on and a clean shirt to wear.”

She represents a generation of women who entered an industry that neither expected nor welcomed them, yet persevered through resilience, courage and sheer determination.

Jason Hinds has had a long and varied career in transport.

A special night Following the ceremony the inductees and families/friends gathered around ‘The Piston Broke Bar’ to share memories which continued into the night at the Red Dress Gala Dinner.

As always it is a privilege to be witness to these Legends of the Road being recognised. It is also a credit to Shell Rimula for their ongoing support.

Roll on 2027.

An incredible backdrop for the Red Dress Gala Dinner.

WA trucking couple named Industry Icons

THE Industry Icon award recognises those who have helped make the industry better, not just for themselves, but for the people who have travelled alongside them, worked with them and followed in their footsteps.

For 2026, Frank and Georgie Marley have been given the coveted title.

On receiving the award, Frank said it was both a surprise and an honour. “My lovely girl and I. We were married very young, had a young family, and many challenges,” he said. “And the road transport industry was something special to me because I grew up in it.

“My mother and father were on the only 24-hour service station between Perth and the border in the 50s and 60s, and so I remember the old AECs and the Ravens and even the Bedfords and the single axle trailers that came across the Nullarbor. Thank you all.”

Over more than 50 years, Frank and Georgie have built a transport company that has earned the respect of customers, competitors and the wider industry. Together they have weathered changing markets,

raised a family immersed in transport, embraced innovation and helped bring about reforms that reshaped the Western Australian road transport industry.

The success of Marley’s Transport has always been the result of a genuine partnership. Frank and Georgie have approached every challenge together, each bringing different strengths but always sharing the same vision, work ethic and commitment to the business.

Frank bought his first truck in 1968, at just 18. It was a Commer with a 120-horsepower Perkins engine. He was too young to legally drive it, so Frank’s dad, Tom, drove while Frank worked on local farms.

At the same time, Frank was building a house on land in Nangeenan that had cost him $120. Georgie was making regular trips from Perth to visit Frank. They married in 1969 in Cottesloe before returning to Nangeenan to begin married life together. The house Frank had built soon became the centre of everything — both their family and their growing business.

Georgie ran the local telephone exchange from their

Frank and Georgie Marley were inducted as Industry Icons for their lifetime service and contribution to the industry. Image: Graham Harsant

at Hope Valley. The family’s commitment to innovation and quality equipment continued, culminating in the delivery of their 100th Kenworth in 2025. Marley’s transport was also recognised in 2019 as a Kenworth legend.

But perhaps the greatest part of their legacy is what they’ve given back.

Frank was involved in the early discussion that led to the National Road Transport Museum and is one of the inaugural Hall of Fame inductees.

Georgie’s contribution was recognised in her own right when

she was inducted in 2023.

The couple have not only supported the museum financially, but also with their time, knowledge, contacts, and encouragement. Frank has helped source historical vehicles and shared the stories behind the people and trucks that form our industry’s history. Frank and Georgie have not simply made a living from transport.

They’ve helped to build it, to challenge it, modernise it, and to preserve its history.

Congratulations to Frank and Georgie on your induction as Industry Icons.

FESTIVAL OF TRANSPORT 31

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

HONOURING OUR TRUCKING LEGENDS

South Road Dirt Runners honoured THE National Road Transport Museum’s History Maker Award recognises individuals, groups, or moments that have changed the course of the industry through courage, innovation, determination, or simply having the vision to do things differently.

This year’s History Maker Award went to a group whose contribution deserves to be remembered for generations to come: the South Road Dirt Runners, represented by Murray Fox and Steve Lovegrove.

For hundreds of kilometres north of Port Augusta, corrugation stretched to the horizon. Creek crossings changed with the weather, and dust found its way into every crack of the truck. Every journey north and south tested not only the machinery but the men behind the wheel.

From the late 1950s through to the early 1980s, a remarkable generation of drivers carried almost everything north: Buntines, Polar Expressways, Cold Storage, and dozens of smaller family operations pulled machinery, fuel, livestock, food, and building materials along the route, including the supplies and equipment needed to rebuild Darwin after Cyclone Tracy.

There was little romance in driving the South Road. It was hard, dirty work.

In summer, drivers battled relentless heat without air conditioning. In winter they faced freezing mornings and reluctant engines. Dust wore away the brakes. Corruga-

In accepting the award, Steve Lovegrove spoke of the challenges faced, but said he’d never trade those days.

The History Makers Award was accepted by Murray Fox and Steve Lovegrove for their work in preserving the stories of the South Road Dirt Runners. Images: Graham Harsant

tions shook trucks apart, and tyres were constantly failing.

Rain could transform the road overnight. Dry creek crossings became flooded.

Trucks could sit bogged for days. The road also taught its drivers to become mechanics and engineers. Repairs were often made with whatever was available. They made it work.

One delay at the Finke River lasted a week, with drivers sharing supplies and waiting for the road to dry enough to move.

But perhaps the greatest thing about the South Road was the people. Places like Kingoonya became a meeting point where drivers shared

meals, drinks, and stories.

Friendships could form within hours. Jeff Gilbert once met an interstate driver at Kingoonya who, after a few beers, asked Jeff to become godfather to his daughter. The next morning, Jeff travelled to Coober Pedy for the christening — and, as the story goes, never saw the man again.

There were characters too.

Spud Murphy became famous for putting up fake “Road Closed” signs, sending unsuspecting drivers into Pimba for an unexpected night of beers and company.

And then there was Albert “Nobby” Clarke, the transport inspector, whose pres-

ence could send a convoy of drivers looking for alternative routes through station tracks.

It became a good-natured game of cat and mouse.

By the 1980s, the bitumen was steadily replacing the dirt. Trucks were becoming more reliable, and communications had improved. The hardships began to disappear, but so too did some of the camaraderie.

Ansleigh Bilato, an advisory committee member at the National Road Transport Museum in Alice Springs, said, “Looking back, the dirt road runners are incredibly modest. To them, they were simply doing a job, but what they did was extraordinary.

“They opened and maintained a vital link to the north, endured conditions few would willingly face today and built friendships and a sense of community that have lasted a lifetime.

And while the dust has long settled beneath the bitumen, their stories remain an important part of Australian road transport history, and we’re incredibly honoured to have our new display honouring them up in the museum now.”

In responding Steve Lovegrove added, “What can I say? Those days were hard.

We used to leave Adelaide.

CBs weren’t even about.

Fridges were a wish you would hope would happen in the near future.

“One time I was stuck in the middle of nowhere for eight days by myself and you realised then how lonely the country was when you couldn’t even see station lights. Someone eventually flew over, saw me and

THAT’S HOW WE SURVIVED BACK THEN. YOU’D BE DIGGING FOR DAYS TO TRY TO GET OUT THE MUD.” STEVE LOVEGROVE

dropped food packages.

“That’s how we survived back then. You’d be digging for days to try to get out the mud. When the sun came out it was like a sauna. And you couldn’t use the 13-gallon water drum, which was probably half or only a quarter full by then to wash yourself. You had to save that for drinking. So we were scraping mud off our legs and finding a place to sleep — hopefully not the bunk.

We’d cut pipes up there for a few years and we’d sleep in them to save the dirt getting in the bunk. Would I trade those days? No, never!”

Acknowledging deserving Dream Makers

THE fourth Transport Women Australia Limited’s (TWAL) Dream Maker Awards were given out at the Transport Hall of Fame’s gala dinner, with current Chair of the organisation, Coralie Chapman, opening proceedings.

“I am honoured to be here representing the Transport Women Australia Limited Board. These awards are for the women who are the sisters, the mothers, the aunts — all those women that are behind the scenes that don’t get the huge recognition that they all very much deserve,” Coralie said.

Leading by example Danyelle Haigh, a highly respected driver, business owner, mentor, and tireless advocate for women in transport and regional Australia, was among the recipients of the Dream Maker Awards.

Through her work with TWAL and the Red Centre Rural Ladies Day, Danyelle has dedicated countless hours to mentoring, encouraging, and creating opportunities for women.

Danyelle has humility, gen-

Danyelle Haigh is all smiles as she accepts her award.

Images: Graham Harsant

erosity, and a willingness to work behind the scenes without seeking recognition. She leads by example and inspires others to pursue their ambitions. Danyelle truly embodies the spirit of the Dream Maker Award.

A quiet achiever Penelope Nikitaras is the quiet backbone of her family’s transport business. Working tirelessly behind the scenes, she manages everything from accounts and administration to bookings and suppliers, ensuring the business continues to run smoothly.

Remarkably, Penelope balances this commitment with

her own career and the demands of a family life. Humble, dependable, and always willing to put others first, Penelope enables those around her to pursue their goals and succeed. Her unwavering dedication and behind-thescenes contribution make Penelope a true Dream Maker.

Exciting future ahead Amelie Schmidt began her journey with CJD equipment as a Year 12 work experience student in 2024. Initially pursuing her ambition to become a mechanic before discovering her strength and passion for parts interpreting.

Since early 2026, Amelie

has taken on the remarkable responsibility of running the Alice Springs Kenworth dealership’s parts department, largely on her own. Thrown into the deep end, she has demonstrated exceptional dedication, resilience, and maturity well beyond her years. With her work ethic, positive attitude, and genuine passion for the heavy road transport industry, Amelie is a bright young talent with an exciting future ahead of her.

A driving force Lynne Whelan has been the quiet backbone of Whelan’s Group for decades, supporting the family business in every way imaginable, from administration and operating machinery to caring for family and supporting employees, known for treating her team like family, Lynne’s generosity and compassion have become part of the culture of Whelan’s Group.

As the driving force behind Women of Whelan’s, Lynne champions women across the industry and broader community, creating opportunities for connection, support, and giving back. Humble,

Amelie Schmidt with her Dream Maker award.

caring, and always willing to step in wherever needed, Lynne has proudly earned her place as the Whelan’s Group matriarch and remains a driving force behind its success.

Congratulations to all four recipients. TWAL welcomes nominations for Dream Maker 2027. Details can be found at transportwomen. com.au.

Transport Women Australia Limited’s Coralie Chapman with MC Ainsleigh Bilato.

32 READER RIGS

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

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Phil Harlan captured this ripper sunrise while travelling through the Barkly.

Paul Freeth and Energy Logistix’s T909 ‘Maximus’ transporting 432 used truck and trailer tyres.

Angelo Guarino captured this ripper sunset photo while cruising through WA.

Dennis Mckenna snapped this great pic at Westdale, while waiting to load up.

Mark Appleton snapped this ripper shot while carting pigs through western Victoria.

A cool shot from Robo Faint transporting this oversize load, over in the west.

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Jake Whiting got this cool snap of the Whitings Bulk Haulage set-up in Junee, NSW, heading north to pick up wheat.

Matthew Lodding enjoys the sunrise as he begins his trip.

Glenn Burkin does the run up north to Kendall River, Queensland, in the T950.

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Chris Rapson captured this great shot at Farleigh Mill, Queensland, loaded up and ready to roll.

Bryce ‘Baldy’ McGahey captured this ripper pic at Gregory Downs, Queensland.

Matthew Albury snapped this morning sunrise on Kidman Way near Jerilderie, NSW.

BJ Jackson says the T408 loves a good outback run.

34 FESTIVAL OF TRANSPORT

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

HONOURING OUR TRUCKING LEGENDS

Target earns place among trucking legends Col ‘Target’ Mackey’s career is packed with memorable moments, but few can top his induction into the hallowed Wall of Fame.

BY JAMES GRAHAM FOR most of Col ‘Target’ Mackey’s storied career, Alice Springs was somewhere he saw in his mirrors.

The 77-year-old estimates he had driven through about 10 times, but the job always came first and he never properly stopped.

This trip was different. After 58 years in trucking, Target arrived in the Red Centre on cloud nine as an inductee into the Australian Transport Museum’s hallowed Wall of Fame.

When his boss at South Western Logistics, General Manager Andrew Littlewood, revealed the news that he’d be receiving the prestigious honour, the man legendary for his quips around the yard was almost lost for words.

“I cannot believe it,” Target told Big Rigs in the lead-up to the big weekend. “Nothing has ever happened to me like this before in my life. I really appreciate it – it brought a tear to my eye.”

The surprise nomination also opened a door to memories, both good and bad, that Target had not visited for decades.

The honour had, in his typically colourful description, “lit a fire under my arse”, prompting him to reflect on just how much he had achieved.

Like the time he was tasked with salvaging an XPT passenger train that had become unhooked as it rounded a bend between Albury and Wodonga, before crossing a car park and ending up at the local Coles.

“I don’t know why, but I just thought of that last night at 1am when I was in the shower,

South Western Logistics Managing Director Luke Mullins, Col ‘Target’ Mackey and Andrew Littlewood, the General Manager at South Western Logistics who nominated Target. Image: Graham Harsant

of all things.”

Target was born at Myrtleford, Victoria, in 1949, into a life that seemed destined to revolve around truck engines and open roads.

His father ran trucks and carted tobacco from Victoria to the Rothmans factory at Alexandria in Sydney. By eight, Target was steering trucks around the family yard.

He gained his licence at 19 and began interstate work in a 1967 International prime mover with a 10-speed Road Ranger and single-bogie trailer. It was basic, but it offered freedom.

Responsibility, however, ar-

rived via a cruel twist of fate.

His father had built the operation to about 13 trucks when he was killed in a road crash, just as Mackey completed his apprenticeship.

“I finished my apprenticeship on the Tuesday, and he was killed on the Thursday,” Target recalled.

There was no gradual handover for the then 19-year-old still finding his feet in the industry: “I just inherited the trucks, and that was it.”

Target hauled graders, farm machinery, excavators and wide-load kit homes, driving everything from Internationals, Fords, Kenworths, West-

ern Stars and Transtars to Atkinsons and Scanias.

The only interruption in those early years was when he served in Vietnam in 1970, the year he also got his legendary nickname.

On just his second day in the country, he went out in a recovery vehicle with military police and took a bullet from a sniper which lodged in his chest.

To this day he still has that bullet lodged millimetres from his spine which is too dangerous to remove.

Another standout memory was transporting a Zig Zag Railway locomotive and ten-

der from Yeppoon to Lithgow.

There were dragline cables to North Queensland mines, runs to Katherine and countless trips between Sydney, Townsville and Cairns. Before air-conditioning and modern sleepers, nights away meant a swag under the stars beside the road.

His favourite run was Sydney to Townsville and Cairns. For his final eight interstate years, he headed north about once a week.

“You’re on your own,” he said of the road’s enduring appeal.

“You just love the atmosphere.

No one annoys you, and away you go.”

The trucks were slower and the work harder, but Target said there was a craft to it.

“You earned your money.

You done it hard – slower trucks,” he said. “Now they’re all just sitting, press them up and away you go, all automatic.

“When you were a truck driver years ago it was a job, now it’s just sit behind a steering wheel and see how fast you can go.”

Target was also heavily involved in the Razorback blockade in 1979, although he plays down his role as one of about eight blokes helping in the background and around

A tribute from the boss

Target’s International S-Line, taken in the early 90s while pulling the Zig Zag locomotive.

A snap from the early 60s at Broadford, Victoria of Target’s dad’s trucks, The International AB180s that he learnt to drive on from a young age.

Target travelled over 5 million kilometres in this 84 model International T2600, running scrap metal and copper tube all around Australia. Image: Crane Enfield Metals Penrith

An International C1800 at the TNT yard in the mid-70s.

Supporting and recognising people like Col is important to South Western Logistics because the transport industry is built on the experience, dedication and commitment of people who have spent their lives behind the wheel, said General Manager Andrew Littlewood.

“Col Mackey is a great example of that. Having started his career in 1968, he has given more than five decades to the industry and, remarkably, at 77 years of age, he is still driving for us today,” Andrew writes.

“It’s a privilege to have someone of Col’s experience around the business. He represents a generation of drivers who have seen enormous change in transport and have a wealth of knowledge that can’t simply be taught in a classroom.

“We’re proud to support Col’s nomination and believe recognising people like him is important for the industry as a whole.

“Col has been with South Western Logistics from the very start six years ago. He has more energy than drivers half his age. He is a true character of our yard but more importantly he is a veteran of the industry. It has been nothing short of a pleasure in capturing Col’s story that will live on in the National Road Transport Museum forever and a day.

“South Western Logistics are immensely proud to be able to facilitate this well-earned award for Col.”

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BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

HONOURING OUR TRUCKING LEGENDS

A proud Target with Andrew at the induction ceremony.

the barbecues.

With respected truckie Bunny Brown, he also helped establish the Long Distance Owner Drivers Association, practical advocacy from men who knew the pressures firsthand.

There were darker experiences too. Target was involved in the aftermath of the 1989 Clybucca bus crash and tried desperately to save a mate trapped in a burning truck after a 1979 rollover at Narrandera. The nomination brought some of those grisly scenes back.

“There’s been good memo-

ries, there’s been bad memories,” he said. “I lost a lot of good mates.”

There were tough trips too, like in 1999, when he left Sydney bound for Far North Queensland and return to Sydney, blowing a total of seven tyres in this one trip. But Target always took the bad with the good, and there was plenty of good to balance it out.

In 2000, Target married his wife, April, surrounded not just by family but by mates from across the trucking industry, a testament to the

Col ‘Target’ Mackey has his name added to the hallowed wall.

bonds he’d built over the years.

Later, some of his greatest joys came from taking his wife and children along for the ride, showing them the vastness and beauty of Australia from behind the wheel.

When the recession hit a few years later, the then Wollongong-based Target took his three trucks to auction and rang April to pick him up.

Fleet ownership was over.

He moved into company driving and sideloaders. Today, he drives a 2020 Scania 520 with a Hammar tri-axle sideloader for South Western

Logistics, where he has worked since the Sydney company launched six years ago.

The pace is different, though hardly slow. “I do 14 or 15 loads a day here with the sideloader,” he said.

At South Western Logistics, he still leads by example, running rings around the younger drivers with his energy and wealth of knowledge he’s always willing to pass on to anyone who’ll listen, says GM Andrew Littlewood.

Andrew says Target is also sharp and quick with a one-liner with his ‘old school’

Target currently drives a 2020 Scania sideloader for South Western Logistics.

sense of humour (and swearing) that is anything but politically correct.

“A HR department’s worst nightmare would be more accurate, but he gets away with it.”

Modern safety rules have forced one concession: proper boots in the yard instead of the trademark thongs he was used to wearing behind the wheel for so many years.

The mullet and stubbies, however, are non-negotiable, laughs Target.

He has worn his hair that way since he was 16 or 17, and

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rain or freezing weather rarely gets him into long trousers.

With the Wall of Fame trip now behind him, Target is not rushing towards retirement.

He sometimes wishes he had a truck ready for one more Townsville run. Then he remembers he is home every night with April – with another full day on the sideloader waiting.

As he is so fond of saying, he’s not ready to hang up the stubbies just yet – he’ll keep driving well into his eighties, health permitting.

“It’s in the blood.”

36 ADVERTISING FEATURE

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DRIVING AUSTRALIA

The truckie doctor

FOR many truck drivers constantly on the road, getting to the doctor isn’t always as simple as booking an appointment and turning up.

When you’re working long hours, travelling between towns and spending days — sometimes weeks — away from home, finding the time for a GP visit can be another job in itself. Add to this the reality of living or working in regional and rural Australia, where medical appointments can be difficult to access, and

it’s easy to understand why healthcare can sometimes get pushed down the list.

This is a fact GP Dr Jeremy Allen understands very well, having spent much of his childhood in the cab of a truck.

Long before he became a doctor, Dr Allen grew up in a small farming community in the centre of New Zealand’s North Island. Trucks were part of his childhood, thanks to his older brother’s trucking business. He even

Whether it’s a truck or a header, Dr Allen grabs any chance to get behind the wheel.

took a year to drive for his brother, while completing his medical degree.

“I loved trucks from an early age and spent plenty of time around the business, including riding as a passenger on runs across New Zealand.

“As soon as I was old enough, I got behind the wheel whenever I had the chance. I’ve driven everything from stock trucks to container trucks and even a furniture truck to help pay the bills while I was studying,” Dr Allen said.

“Those trips gave me an appreciation for the lifestyle of the people behind the wheel — the long hours, the distances travelled and the unique experience of seeing the country from the cab of a truck.”

That connection with rural life continued when he moved to Australia. Before settling in the Bellinger Valley on the Mid North Coast 14 years ago, Dr Allen spent more than seven years living and working as a GP in Condobolin in Central Western NSW. He developed a strong connection with the local community — one that still remains firmly in place.

Even today, Dr Allen heads west whenever he gets the opportunity. During har-

vest, he can sometimes be found climbing into a header at Fifield to help a friend.

“It’s definitely my happy place,” he says.

That rural connection also helped shape his approach to medicine. After Covid accelerated the adoption of telehealth, Dr Allen began looking at how technology could make quality medical care more accessible to people who simply can’t get to a clinic easily.

The result was Dial The Doc, an online telehealth service launched at the end of 2023.

For drivers, the attraction is obvious: an appointment that doesn’t necessarily require taking time out of the working day to sit in a waiting room.

Dr Allen says technology has now developed to the point where the whole telehealth process is very streamlined. Electronic systems allow pathology and imaging requests to be handled digitally, and prescriptions can be sent directly to a mobile phone, making the process considerably more practical for patients who are away from their usual doctor or clinic.

“A driver who is feeling unwell, needs medical advice

Telehealth allows Dr Allen to conduct appointments from anywhere. Pictured here at home in Bellingen on the Mid North Coast. Images: Dial The Doc

or simply can’t get to their regular GP because of work commitments can access care without having to rearrange an entire run,” Dr Allen said.

Dial The Doc now has a strong following of patients from across Australia, from Sydney to Dubbo, through to Western Australia, with many early users coming through Dr Allen’s existing connections in the Central West and around Coffs Harbour and Bellingen.

But perhaps the most important part of the service is something technology can’t manufacture: a doctor who understands life on the road.

“Having a doctor that cares about the individual patient and knows their history can make all the difference,” Dr Allen said.

“Plus, I love hearing from my patients when they are on the road, it gives me something to daydream about. I definitely plan on spending some time behind the wheel when I finally hang up my stethoscope!”

For more information, visit dialthedoc.com.au. Alternatively contact Melissa Allen via email at info@ dialthedoc.com.au or call 0421 038 387.

Penske names 2026 Master Technicians

PENSKE Australia & New Zealand has named Luke Andrew and Luke Reid as its 2026 Penske Guild Master Technicians for on-highway and off-highway, respectively.

Aimed at promoting and rewarding technical excellence, Penske Guild comprises members from across Penske’s Australian and New Zealand network, culminating in a prestigious Master Technician competition biennially where technicians compete in qualification rounds prior to the final.

Held in Sydney during August, the event saw 12 finalists race the stopwatch while undertaking a series of advanced diagnostic, troubleshooting, and procedural challenges.

A leading hand at Penske’s Perth branch, Luke Andrew has worked across Penske’s on-highway portfolio, including Western Star, MAN, Detroit, and Allison Transmission for over five years.

Commencing his career with Penske as a dual-trade light vehicle mechanic and

auto electrician, he upgraded his qualifications to heavy diesel and most recently spent the last year spearheading the Allison XTrans rebuild program.

Based at Penske’s Darwin branch, Luke Reid joined the business in 2021 and has built extensive experience as a technician specialising in Rolls-Royce Power Systems’ mtu portfolio across Penske’s off-highway operations, including defence, energy solutions, and mining applications.

A highly respected member of Penske’s Darwin team, he supports customers across vast distances, often travelling thousands of kilometres to keep critical equipment operating in some of Australia’s most remote locations.

Luke Andrew and Luke Reid will enjoy trips overseas to the United States and Germany to visit the Western Star Trucks, Detroit, and Team Penske facilities, and Rolls-Royce Power Systems’ mtu and MAN Truck & Bus plants, respectively.

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Penske Guild Master Technicians for 2026 [L-R] Luke Reid and Luke Andrew. Image: Penske

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BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

DRIVING AUSTRALIA

Drive your tomorrow with Followmont AS Followmont Transport continues to grow, opportunities are opening for experienced linehaul drivers across Queensland to build a secure career with a family-owned business that continues to invest in its people, fleet and future.

For more than 40 years, Followmont Transport has built its business around connecting communities and keeping freight moving throughout Queensland and New South Wales.

At the heart of that network are its people.

With continued growth and increasing customer demand, Followmont is currently looking for experienced MC linehaul drivers to join its teams in Brisbane, Bundaberg, Rockhampton, Mackay and Townsville.

For Managing Director Mark Tobin, bringing the right drivers into the business isn’t simply about filling seats.

It’s about finding people who want stability, quality equipment and a workplace where they can build a long-term career.

“Our drivers are a huge part of who we are as a business,” Mark said.

“They’re out there representing Followmont every day,

is that sense of longevity that Followmont wants to continue creating for the next generation of drivers joining the team.

Followmont took delivery of four new Volvo FH prime movers in July. Images: Followmont

looking after our customers and keeping our network moving. We want them to know that what they do matters and that they’re part of a team that genuinely values their contribution.”

Investing in the people behind the wheel Followmont continues to invest heavily in its fleet, regularly introducing new prime movers, trailers and equipment across its network.

That investment includes equipment from Mack, Volvo, Kenworth, UD and Sitrak, with different vehicles selected to suit the requirements of individual runs and operating environments.

Safety, reliability and driv-

er comfort are key considerations, particularly for linehaul drivers spending long hours on the road. Modern equipment, well-maintained vehicles and strong workshop support all form part of creating a safer and more comfortable working environment for drivers.

The investment doesn’t stop with prime movers either, with Followmont continuing to invest across its broader fleet and equipment as the network grows.

Stability in a changing industry As a family-owned transport business established in Queensland in 1984, Followmont has grown from deliver-

ing magazines out of a small office in Stones Corner to a network of 26 depots and four workshops across Queensland and New South Wales.

Despite that growth, the business remains focused on providing secure, consistent work and building a workplace where people can establish long-term careers.

With increasing work and customer demand across the network, Followmont is strengthening its existing linehaul team and creating new opportunities for experienced drivers across Queensland.

Many of Followmont’s people have spent a significant part of their careers with the business, with long service recognised and celebrated. It

A culture built around people While trucks might be the most visible part of Followmont, the business has always maintained that its people are what keep it moving.

Across its depots, workshops, operations and support teams, there is a strong focus on teamwork and people looking out for one another, both on the road and behind the scenes.

“We’re a big business, but we never want to lose the family feel that got us here,” Mark said.

“You spend a lot of time on the road as a linehaul driver, so knowing you’ve got a good team behind you makes a difference. We want people to come here, enjoy what they do and feel like they belong.”

With opportunities currently available in Brisbane, Bundaberg, Rockhampton, Mackay and Townsville, Followmont is welcoming experienced drivers ready for their next move.

Offering modern equipment, consistent work, long-

term security and a team that understands transport, now could be the right time to Drive Your Tomorrow with Followmont.

For local drivers ready to take the next step in their career, there are also pathways into linehaul. Followmont can support drivers with licence upgrades, training and the experience needed to progress from local driving into a linehaul role.

To apply for one of these opportunities, contact Followmont’s Talent Team at talent@followmont.com.au or phone 07 3608 4900.

Followmont continues to invest heavily in its fleet, regularly introducing new prime movers.

New Melbourne heavy vehicle workshop to create 50 jobs

The site features 5000 sqm of workshop space.

Image: TRUCK TECH

HEAVY vehicle fleet maintenance company TRUCK TECH has opened a new stateof-the-art workshop in Sunshine West, Victoria.

The new branch will deliver proactive, data-driven, safety-led maintenance solutions for fleets of 50 or more assets.

Up to 50 specialised heavy vehicle mechanics, technicians, service coordinators and parts interpreters are expected to be employed at the facility.

The Sunshine West branch offers 5000 sqm of workshop space, a 10-tonne crane, 14 service bays, a wash bay, and the latest diagnostic and brake-testing technology. It

joins the company’s network across Australia’s east coast, comprising five industry-leading fleet maintenance and repair centres, on-site client workshops, and over 70 mobile fleet service units.

Barry Saad, TRUCK TECH founder and CEO, said the expansion was part of a strategy to support growth, reliability and compliance of essential fleets operating across Melbourne’s west and beyond.

“This is a pivotal step in TRUCK TECH’s growth and expansion, helping us to better serve our existing customers and offer services to new fleets by increasing the footprint of

our national network,” he said.

“Alongside the dozens of experienced mechanic roles at the new branch, a major focus for us will be increasing our apprentice intake to foster a new generation of skilled heavy vehicle technicians in Victoria.”

The new TRUCK TECH Sunshine West branch is located near Port Melbourne, a major hub for domestic container pickup and delivery activity.

According to the Port of Melbourne’s Container Logistics Chain Study, approximately 40 per cent of domestic container units pass through the Truganina, Laverton North and Sunshine West freight corridor.

The site is expected to service key customers across food distribution, waste, public transport and general freight.

Heading up the workshop will be newly appointed Branch Manager, Glenn Closter, a qualified Diesel Mechanic with over 25 years’ experience across the automotive and heavy vehicle sectors. “This Sunshine West facility combines state-of-the-art technology, tooling and safety systems with A-double access, creating one of the best purpose-built hubs for independent high-volume heavy vehicle repairs and maintenance anywhere in Australia,” Closter said.

LINEHAUL DRIVERS ACROSS QUEENSLAND

BRISBANE | BUNDABERG | ROCKHAMPTON | MACKAY | TOWNSVILLE • • • • • • • • •

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38 ADVERTISING FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

DRIVING AUSTRALIA

Driving your way to a rewarding career COHO Group is Australia’s leading provider of innovative environmental solutions in the drilling and completion industries.

Started in 2012, it has hubs based in Roma and Miles, Queensland.

Coho works in the oil and gas sector, mostly in

south west and central Queensland, along with the Northern Territory.

The company specialises in complete fluid management and land spraying and operates the largest custom fleet of vacuum trucks in Australia.

Coho is Australian owned

and operated. It started small and has retained the same values as it has grown.

Today, the fleet is comprised of approximately 80 trucks and the business employs around 200 drivers – as a large portion of the fleet is on the go 24/7.

As Coho’s operations con-

Coho Group is currently looking for drivers to join its growing team. Images: Coho Group

tinue to expand, it is currently looking for more people to join its team, based in Roma, with ongoing work, and full training and upskilling available.

As Coho’s HSE Manager Hayley Forbes explained, “We currently have opportunities available for drivers, operating our vacuum tankers, water carts, and transporting rig equipment.”

The company is looking for truck drivers who are licenced, capable and able to competently operate a Road Ranger gearbox.

Hayley added, “Our trucks require a minimum HC licence, however we do also have limited opportunities for drivers who already have their HR licence and are wishing to upskill through to HC. We are open to taking people on and training them up.

“This is not the usual highway truck driving job. A lot of the work is in-field and on various properties.”

Although the work is in remote areas, the camps are designed to function like a home away from home, with a great team environment. “We work in very re-

A Coho tanker dedicated to the Small Steps 4 Hannah foundation.

mote areas, so these roles are great for people who enjoy the outdoors. At Coho, we have such a diverse range of people from different backgrounds and experiences,” Hayley said.

Coho places a strong emphasis on the training and development of its staff.

Along with training new drivers entering the business, it offers annual refresher training to ensure everyone is safe, confident and competent in all the work they undertake.

Coho offers family friendly rosters, assisting its staff to maintain a work/life balance.

The rosters are two weeks on and two weeks off; or two weeks on and one week off, depending on employee

WE WORK IN VERY REMOTE AREAS, SO THESE ROLES ARE GREAT FOR PEOPLE WHO ENJOY THE OUTDOORS.” HAYLEY FORBES

preferences. “Coho is a very family friendly company,” added Hayley.

If you’re looking for work/ life balance with an organisation that values its people and rewards hard work, email careers@coho-resources.com or call 07 3870 0849.

HEAVY VEHICLE DRIVER/OPERATOR POSITIONS AVAILABLE Due to company expansion, we have multiple positions available providing heavy vehicle support to CSG field operations in South West QLD. About the position: • Semi, road train and truck & dog combinations • Water and vac tanker operations e.g., dust suppression/road watering, transporting drilling fluids, water etc • Specialised landspray operations • Managing fluid transfer operations on the lease • On the job training provided • 12-hour shifts • Roster is either 2/2 or 2/1 weeks (depending on the operation) • Meals and accom provided • This role can be labour intense which requires applicants to be physically fit and have a sound knowledge of positive manual handling techniques • Above award wages, with the potential to earn up to $52/hr plus super Requirements of the positions: • Heavy vehicle licence required • Min 2 years (recent) heavy vehicle driving experience • Competently drive an 18-speed road ranger transmission • Mandatory medical assessment and traffic history checks • Commitment to health, safety and environmental practices and standards • Knowledge and understanding of heavy vehicle maintenance

Please direct all applications and enquiries to: careers@coho-resources.com Craig Davis: 0455 538 253 / (07) 3870 0849

ADVERTISING FEATURE 39

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

DRIVING AUSTRALIA

Driver to trainer: Your next career move WHILE the shortage of truck drivers in Australia — and globally — is widely documented, the shortage of qualified and experienced driver trainers gets less attention.

According to a major NatRoad report, Australia had 26,049 unfilled truck driver positions in 2024. At the same time, the research noted that road freight is projected to increase by 77 per cent from 2020 to 2050. Furthermore, the report cited that 49 per cent of road freight transport businesses were facing severe or very severe difficulties filling driver positions. For larger businesses, this was even higher, at 70 per cent.

As Business Manager at Sutton Road Training Centre, Steve Hugler noted, “Even if there were 26,000 people lining up to become truck drivers, the reality is that we can’t put that many new drivers on the road as there aren’t enough qualified heavy vehicle driver trainers/assessors to get them there. It’s a big task to get that many people through.

“For the training industry, the challenge isn’t finding people who want to get their licence, it’s that there aren’t enough trainers qualified to

All of the trainers at Sutton Road Training Centre are past truck drivers. Images: Sutton Road Training Centre.

deliver the training and assessment.”

Truck drivers making the switch With the need for more heavy vehicle driver trainers, who better to fill the gap than our current experienced truck drivers. After all, no one understands the job and the road better than those who’ve been in the driver’s seat for many years.

“There’s a great opportuni-

ty for drivers who’ve been in the industry for a long time but are looking for a change,” said Steve. “With years of truck driving experience and knowledge of the road laws, why not consider becoming a heavy vehicle driver trainer and assessor?

“There is also a growing industry focus on increasing female participation in driver trainer roles, supporting both workforce diversity and longterm industry capability.”

Although, he also noted, it takes more than experience behind the wheel to make the switch to training. “Just because you’re a skilled driver doesn’t automatically mean you’re going to be good at delivering training.”

To become a good heavy vehicle driver trainer, having a passion for the trucking industry is essential. “Training providers need people who are interested in keeping the trucking industry ticking over and passing on their skills.

They need to be calm and knowledgeable and have a real passion for road safety.

“At Sutton Road Training Centre, our heavy vehicle driver trainers are past truck drivers,” said Steve. “This is not the sort of role you fall into after finishing high school. It comes after years of being on the road.

“The reason many of our trainers come to us is because they still have a passion for trucking and want to stay in the same field, but they want to do something a little bit different.

“They may be sick of being away from home for extended periods and want a regular 9-5 job. A lot of people in the driver training industry are casual,

contract and part-time workers too, so we typically have an older demographic who no longer need to work five days a week. It’s a pretty flexible role.”

Sutton Road Training Centre has opportunities for additional heavy vehicle instructors in ACT and NSW licencing, vehicle loading crane

and the transport of dangerous goods.

“Heavy vehicle driver training can be a rewarding career for truck drivers who want a change. We are constantly looking for more trainers, as there’s never a shortage of people looking to become a truck driver.”

Sutton Road Training Centre provides training in heavy vehicle licensing, vehicle loading cranes and the transport of dangerous goods.

Scan to book now, call 02 6297 7187, or email bookings@suttonroad.com.au

Sutton Road Training Centre is a 160 acre dedicated driver training and education facility located in Canberra.

We are a not-for-profit RTO delivering nationally accredited training to government and key industries. Our programs cover heavy vehicles, high-risk licences, cranes, dangerous goods, advanced driving, 4WD/UTV, fleet transport, and caravan safety.

40 ADVERTISING FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

DRIVING AUSTRALIA

Are we looking too narrowly at transport careers?

WHEN we talk about workforce shortages in road freight, the conversation often returns to one issue: drivers.

That focus is understandable.

Professional truck drivers are fundamental to our industry, and attracting, developing and retaining skilled drivers remains one of our biggest workforce priorities.

But if we define the transport workforce challenge primarily through the lens of driving roles, we risk overlooking the much broader capability our industry will need in the future.

Queensland Trucking Association (QTA) CEO Gary Mahon said the industry needs to continue elevating professional driving as a skilled and respected career, while also broadening the way transport careers are promoted.

“Professional drivers are absolutely critical to our industry.

We need more of them, and we need to provide better pathways for people to develop the skills and experience required to build a long-term career behind the wheel,” Mahon said.

“But there is also an enormous workforce behind every truck on the road. We need to become much better at showing people just how many different careers are available

across freight transport.”

Modern transport businesses need people planning loads, allocating vehicles, maintaining equipment, managing customers, improving safety and compliance, controlling costs and making increasingly sophisticated operational decisions.

They also need data analysts, technology specialists, fleet systems and automation, engineers, mechanics and technicians, schedulers, finance professionals, HR practitioners, safety specialists and future business leaders.

Increasingly, freight transport is also becoming a technology and data-driven industry.

“The skills we need are changing,” Mahon said. “We need smart thinkers and problem-solvers who can look at data and find efficiencies, understand emerging technology, improve productivity and help businesses make better decisions. A young person interested in technology, engineering, business or analytics should be able to look at freight transport and see a career opportunity.”

The challenge is ensuring they know those opportunities exist.

Industry needs to invest more time in building relationships with school career advisers, universities, vocational edu-

Freight transport is also becoming a technology and datadriven industry. Image: QTA

cation providers and industry schools. Educators need a practical understanding of the jobs available, the skills employers need and the career pathways that can develop over time.

Importantly, young people also need opportunities to experience the industry. Providing meaningful opportunities to see, try and participate in real workplaces can help challenge outdated perceptions and give students a clearer understanding of what a career in transport and logistics can look like.

This is an area being addressed through the QTA’s Transport Workforce Futures strategy.

A new school-to-workplace

For more on QTA programs, visit qta.com.au/projects. For the Transport Workforce Future’s team, visit transportworkforcefutures.com.au.

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:

Transport operators need more than an association.

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(Brisbane, Sydney, Melbourne and Adelaide Based) Come and work for us as we are committed to: • Training and further education • Your safety • Maintaining an impressive Fleet On offer are permanent full time, part time, casual and roster positions including weekend work, paid leave entitlements and public holidays. Drivers need to be available for weekend work as scheduled for work falling across the 7 days of the week.

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The broader challenge is ensuring transport competes for workers against sectors with highly visible career pathways and investment in training, including construction and traditional trades. A targeted, nationally coordinated approach is needed to develop clearer pathways from schools, vocational education and universities into freight transport.

The industry also has a role to play. We need to stop thinking only about filling vacancies and start building capability.

That means continuing to invest in professional drivers while opening the industry more deliberately to analysts, technicians, engineers, managers, technology specialists, safety professionals and future business owners.

As Mahon puts it: “Our workforce challenge is not simply about finding more people.

It is about attracting the right skills, developing people properly and showing them that freight transport is an industry where they can build a rewarding, long-term career.”

Easter Group Pty Ltd

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pilot is being developed to provide senior secondary students with structured industry-based learning, vocational training and meaningful workplace experience across transport and supply chain operations to give students a clearer understanding of what a career in transport and logistics can look like.

Other programs currently being offered include the QTA Driving Futures Program providing skill set training and a licence entry pathway for new entrants, while the Heavy Vehicle Safe Driver Program offers employers a wage subsidy to enable newly licensed drivers to be mentored by an experi-

enced driver to get critical supervised on-road experience Participants can then progress towards Queensland’s Heavy Vehicle Driver Apprenticeship and Certificate III in Driving Operations.

“A licence is an entry point.

It should not be viewed as the completion of a driver’s professional development,” Mahon said. “We need structured pathways that give new drivers the experience, knowledge and confidence to become safe and capable professional drivers.”

There is another workforce issue that deserves greater attention: developing our future business owners and leaders.

Many emerging leaders have outstanding operational knowledge, but running a modern transport business requires increasingly sophisticated commercial capability. Financial literacy, cashflow management, pricing, contracts, workforce planning, governance, risk management, technology investment and strategic decision-making are essential skills.

“We need to invest in their business education as much as we invest in operational capability. Stronger business skills build stronger businesses, and a more resilient industry,” Mahon said.

The successful Applicant will: • Hold a current MC licence (minimum two years) • Have knowledge of the HVNL and Load Restraint • Be professional • Be reliable To apply for the Driver positions please contact Operations Manager by emailing your resume to

WORKSHOP MECHANICS & TYRE FITTERS WANTED www.qta.com.au 07 3394 4388

(Brisbane based only)

To apply for Mechanic positions please forward your resume to Workshop Manager via email to employment@kseaster.com.au

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42 ADVERTISING FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

DRIVING AUSTRALIA

Sometimes hardest workers most at risk IF there is one thing we have learnt from working with transport businesses over the last two decades, it is this: most financial problems are not caused by a lack of hard work. In fact, the opposite is often true.

The directors we meet are some of the hardest-working people in business. They leave home before sunrise, finish well after dark, spend their days behind the wheel or on the phone, manage drivers, deal with customers, organise repairs, chase freight and somehow still try to find time for family. Eighty-hour weeks are common. One hundred-hour weeks are not unusual.

The problem is that while they are busy keeping the trucks moving, nobody is watching the numbers. That is not a criticism; it is simply the reality of running a transport business. Margins are tight. Fuel prices move.

Insurance keeps increasing.

Repairs never arrive at a convenient time. Customers still expect competitive pricing, while the ATO, financiers and suppliers all expect to be paid on time. Eventually, something has to give!

We have worked with several transport businesses experiencing financial pressure.

Interestingly, many looked remarkably similar from the outside. They had work on the books, good customers and directors prepared to do whatever it took. Yet their outcomes were completely different. Consider two similar transport businesses facing financial pressure.

The first acted early. The directors recognised they were under pressure and sought assistance before the situation became critical.

The business itself was viable.

The issues were largely in the back office: debtor collections were too slow, supplier terms needed renegotiating, cash flow forecasting was almost non-existent, and the directors simply did not have enough time to step back and manage the business rather than work in it.

Working alongside their accountant and advisers, they tightened cash flow, improved reporting, negotiated with key creditors and put proper financial controls in place. The trucks kept moving. The business continued trading.

The second business waited. Like many operators, the directors believed they could work their way out of the problem. They took on more work, worked longer hours, stopped paying themselves and hoped next month would be better. Unfortunately, while the workload increased, so did the financial pressure.

The ATO debt grew. Director Penalty Notices arrived.

Creditors became impatient.

Cash flow deteriorated. Eventually, the business could no longer continue in its existing form and the company entered Voluntary Administration. Fortunately, because there was still a viable underlying business, it was preserved through a Deed of Company Arrangement (DOCA). Jobs were saved and creditors received a substantially better outcome than would likely have occurred in an immediate liquidation.

It was a good outcome in difficult circumstances. But everyone involved agreed on one thing. They wished the conversation had started much earlier.

One transport operator we recently assisted put it this way, “I was introduced to

LOOKING BACK, MY ONLY REGRET IS THAT I DID NOT MAKE THE CALL EARLIER.” Frank and his team by my broker. I was under enormous pressure trying to run the business while dealing with ATO debt, Director Penalty Notices and constant cash flow issues. They explained my options in plain English and helped me work through what felt like an impossible situation. Looking back, my only regret is that I did not make the call earlier. Today I am sitting here having a beer, the stress is gone, and I can finally think clearly about my next move.”

That comment has resonated with me. Not because every business can be rescued, but because understanding your options removes uncertainty. Whether that means restructuring, refinancing, negotiating with creditors or, in some cases, bringing the business to an orderly conclusion, good decisions almost always come from getting advice early.

Many successful transport businesses experience financial pressure at some point.

What matters is recognising it early and taking action.

Whether you’re dealing with ATO debt, Director Penalty Notices, creditor pressure or ongoing cash flow issues, understanding your options early usually means having more options available. Because in business, as on the road, it’s much easier to change direction before you run out of road.

If your transport business is experiencing financial pressure, reach out to Frank and his team at Business Savers for a confidential, no-obligation free initial discussion about the options available.

Call Frank on 07 4960 1702 or email info@businesssavers.com.au.

Business Savers has extensive experience helping transport and logistics businesses.

Business Savers Director Frank O’Neill. Images: Business Savers

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ADVERTISING FEATURE 43

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

DRIVING AUSTRALIA

Who will train the driver trainers?

BY ANDY HUGHES

AUSTRALIA needs more truck drivers. But building driver capacity also means finding, developing and supporting the people sitting beside them.

I still remember one of the hardest heavy vehicle assessments I ever conducted.

A young bloke came to me desperate to get his heavy vehicle licence. He had run out of employment options, borrowed the money from his mum, and a mate had promised him an interstate job if he got his licence.

I did everything I reasonably could to get him ready. Then came the practical driving assessment. He made enough mistakes that I couldn’t find him competent on the day.

It was early in my career as a trainer and assessor and I felt pressure, but I knew I had to tell him he was not successful.

For me it was an assessment decision. For him it potentially meant a job, an income and paying his mum back.

Heavy vehicle driver training is a very human job.

For several years I’ve been training driver trainers. It turns out that finding the right people is surprisingly difficult.

They need industry experi-

ence and credibility. Being a good operator doesn’t automatically make somebody a good trainer. A trainer needs patience and empathy. They need to communicate, understand how adults learn and recognise that people learn differently.

They need to know when to instruct, demonstrate, mentor and sometimes when to shut up and let the learner work it out.

Then we ask them to change hats and become an assessor.

That’s when encouraging stops and professional judgement takes over. Is this person competent? Sometimes the answer has to be no.

There are pressures around that decision. Candidates may have spent thousands of dollars.

There may be a job waiting. But Competent or Not Yet Competent has to mean something.

A recent targeted compliance operation involving Transport for NSW and the NHVR identified serious non-compliance among heavy vehicle assessors.

Three assessors were removed from the HVCBA scheme and three were referred to police over allegations of falsified training records.

We need more training capacity, but capacity without quality gets us nowhere.

Twenty-five years ago Professor Michael Quinlan’s major inquiry into long-haul trucking safety was already calling for deficiencies in driver training to be identified and driver competencies enhanced.

He said truck driving should be seen as a lifelong learning experience, with periodic retesting and upgrading of skills.

Since then we’ve had inquiries, reviews, frameworks, reforms and countless discussions about training standards.

Perhaps heavy vehicle training and licensing is a diabolically difficult problem to solve?

Over the past few years I’ve spoken with enormously experienced driver trainers, operators and road-safety professionals around Australia. They don’t agree on everything, but I keep hearing the same concern.

Experienced trainer Marcus Kelly once told me about selecting workplace “buddy trainers”. He didn’t choose the longest-serving drivers. He looked for people with the right skills and ability to communicate.

One of the trainers he selected also taught Indian dancing.

Marcus said, “The bloke knew trucks, but importantly, he knew how to teach.”

Australia is investing heav-

BRISBANE & NORTH QUEENSLAND

WE WANT YOU! C

Blenners Transport is a proudly Australian Owned and family operated company specialising in refrigerated transport Australia Wide. With over 35 years experience in the transport industry, we are a well established business working with many well known and reputable brands. We have a strong emphasis on our customers and our team.

Due to continuing growth in our fleet, we are now welcoming applications for the following driver positions, Brisbane and North Queensland based.

Interstate MC, B Double, Road Train and 2Up Road Train drivers Our ideal candidate must have a current unrestricted MC license with a proven safe + competent driving history, be well presented and a great ambassador for the company > MC unrestricted licence? > Good driving record? > Enjoy getting out and about? > Goal to operate big rigs Aus wide?

If you answer yes to these questions, we want to hear from you Please email resumes to recruitment@blenners.com.au or phone 0467 684 441

M

Y

CM

MY

CY

CMY

K

ily in training more drivers.

Queensland is funding packages worth around $10,000 per participant, while Western Australia and Victoria have invested millions in heavy vehicle driver training, infrastructureand workforce development.

Nationally we’re talking about improved licensing standards, apprenticeships and better pathways into an industry desperately looking for drivers.

Perhaps not every experienced driver needs to become a qualified trainer and assessor.

Properly prepared workplace supervisors and mentors can help less experienced drivers continue developing after obtaining their licence.

Daniel ‘Brissles’ Dowling in the driver’s seat alongside CILTA’s recent Driver Super- Andy Hughes, carting a load of steel for a Verification of visor project involving Dr Kim Competency. Image: Hughes Training Group Hassall starts to address this gap. It recognised senior drivers That is well supported by the drivers cannot become pressure tasked with helping new start- 2026 Master Code, which rec- to lower the expected standard. ers enter the industry also need ommends assessing a driver’s The system may be complipreparation, leading to specific competency for each vehicle cated, but at the critical motraining for Driver Supervisors. before permitting them to drive ment it becomes remarkably Getting a licence shouldn’t it, and periodically reassessing simple. One person is driving. be the end of the learning. Em- competency.

One person is sitting beside ployers also need to know that We can’t simply put an expe- them. That second person has drivers remain competent for rienced driver in the passenger to know what good looks like, the vehicles and work they are seat and assume they know how know how to develop it, and asked to do. Post-licence train- to develop another driver. have the courage to say when it ing, supervision and VerificaAustralia needs more profes- isn’t good enough.

HTG-QuarterPage-Feature-AllPrintersMarks.pdf 1 28/08/2026 2:19:04 PM tions of Competency (VOCs) sional heavy vehicle drivers, Andy Hughes is Director of can help provide assurance. but the pressure to train more Hughes Training Group Pty Ltd.

44 ADVERTISING FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

DRIVING AUSTRALIA

Putting drivers on a path to becoming owner operators BASED in the rural town of Biloela in Central Queensland, Young Country Enterprises is a family owned and operated business, in the game for three decades.

Started in 1996, this marks the company’s 30th anniversary, with husband and wife team Peter and Sherie Young continuing to steer the business forward.

As Peter explained however, the focus has shifted over that time. “Sherie and I started this as a stockfeed manufacturing business when we were in our early 20s. I had finished university, studying to be an agricultural engineer. But no one was employing young agricultural engineers because of the drought. We couldn’t find the jobs we were after, so we decided to start our own business.”

With that came the need to transport their own product.

Peter, now 53, got his truck licence at 19 and started driv-

One of Peter and Sherie’s previous Kenworths, that’s now owned by a former sub-contractor. Images: Young Country

ing trucks full time at 21. As he revealed, he’s been around trucks his entire life. “Growing up on a farm, I always enjoyed driving trucks. Dad had a semi and a body truck, so I grew up

Cottonseed getting loaded into the triple.

around transport and machinery. I had only spent about 18 months driving trucks for others before we started this business,” he said.

As Peter and Sherie took on more work for other businesses, the transport side of Young Country grew. “For the stock feed mill, we always needed our own transport but branched out to start doing outside work from about 2006.”

The stock feed mill was then sold in 2015, with the core operations now centred on

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transporting bulk agricultural commodities throughout Queensland and northern New South Wales.

Much of the work involves carting grain and fertiliser to and from export terminals.

Young Country currently has two trucks on the road, a Kenworth T659 and a K200, with Peter still driving full time. The couple also has end tippers ranging from B-doubles through to AB-triple road trains — with two of their combinations towed by sub-contractors.

“We’ve had many successful drivers who’ve gone on to do their own thing as owner operators,” said Peter. “We’re now looking for experienced MC operators who are looking to get into their own business and truck ownership. We can help them get into it, with the aim of them owning their own truck and trailer configuration. We have a truck here and can offer financing options to get them started.”

Young Country currently has two opportunities available for potential contractors. “This is a great opportunity for the right person, with the right attitude.

We’re looking for people who are professional and courteous.

We’ll introduce them and train

Peter with son Chris during the early days of the business.

them into our Mass, Maintenance and Fatigue Management programs,” added Peter.

“We run late model trucks and lightweight trailers and can help someone get their start as an owner operator.”

Drivers will require their MC licence, be able to operate a manual gearbox and end tipper experience is also preferable.

Over the years, Peter and Sherie have employed drivers with varying experience levels.

“We’ve had drivers come in as young as 25 right up to 65.

We’re just looking for the right attitude and enthusiasm for the job,” said Peter. “They need to be self-motivated as well.

“There is a certain amount of freedom with long distance bulk haulage. You operate to your own times, there’s the freedom of being your own boss, and you’re travelling more country

roads than city roads.

“By working towards becoming an owner operator, there’s the job satisfaction of being able to do it for yourself.

That’s been a major contributor to Sherie and I doing this for 30 years.”

The couple’s time in the transport industry has also opened the doors to numerous opportunities — including a study tour in the United States last year, where they got the chance to visit various PACCAR manufacturing facilities and the Cummins engine plant.

“We’re a small family owned and operated company. We started when we were in our early 20s, now here we are 30 years later,” Peter said.

To apply for this opportunity or learn more, call Sherie on 0438 271 603.

TRUCK AND TRAILER COMBINATIONS FOR SALE WITH WORK! We are a family owned and operated company that carries bulk commodities mainly throughout Queensland and Northern NSW. We are looking to sell our T659 and K200 Kenworth prime movers along with corresponding PBS A-Double/B-Double trailer sets. (The outfits come with vehicle approvals and current permit approvals to start work immediately).

Repairs and maintenance history, existing and predicted figures along with financing options will be made available to approved applicants.

This position would suit an enthusiastic, self-motivated person looking to get into truck ownership.

Our business was established in 1996 and over that time we have built up a large client base over which we can source our work.

Wagners is a highly renowned, ASX listed construction materials and services provider, headquartered in QLD. We provide a wide variety of construction materials and services to both domestic and international industries.

For more information about the current opportunities with Wagners scan our QR Code

If you would like to discuss this position Call Sherie 0438 271 603

WWW.WAGNER.COM.AU | CAREERS@WAGNER.COM.AU

Email youngcountry@youngcountry.com.au

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*Terms and Conditions Apply. Offer is available to customers who purchase an eligible Kenworth cab chassis by 31 October 2026. All loan applications are subject to credit approval

46 ADVERTISING FEATURE

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

DRIVING AUSTRALIA

Building mental health capability LONG hours behind the wheel. Nights away from home. Tight schedules, fatigue, isolation, traffic, loading and unloading delays, law enforcement and the pressure to keep freight moving.

For thousands of Australians working in road transport, these aren’t occasional challenges. They’re part of the job.

While the industry has become increasingly sophisticated in managing physical safety, another part of keeping people safe deserves the same attention: knowing what to do when someone isn’t travelling well mentally.

For registered counsellor and Mental Health First Aid Instructor Al Gabb, it’s personal.

Raised on a sheep and cropping farm at Skipton in western Victoria, Al grew up around farming, machinery and trucks. His younger years were spent farming, trucking and working across Australia and overseas before eventually returning home. He loved the work, but knows what can happen when long hours, pressure and isolation take their toll.

“When I was in crisis, I was working crazy hours,” Al said.

“When you’re sitting in a

tractor or truck cab for 12 to 14 hours, often sleeping in that same cab five or more nights a week, you’ve got an enormous amount of time alone with your own thoughts.”

A lonely workplace It’s something many people in transport understand. For owner-drivers and small operators, the truck isn’t simply a workplace. It can represent a substantial financial investment, a livelihood and the means of supporting a family.

Drivers can spend much of their working lives alone. Al knows what isolation can do.

Today, that lived experience sits alongside professional training. Based in Mansfield, Victoria, Al is a registered counsellor, accredited Lifeline crisis support worker, licensed Mental Health First Aid Instructor and founder of Rural Counselling Australia.

“I still consider myself a farmer and truckie at heart,” Al said. “I just work in a different corner of both industries these days.”

The person who notices might be another driver Transport businesses are increasingly considering psy-

chosocial health and safety.

High job demands, fatigue, isolation, irregular hours, exposure to serious incidents and extended periods away from family can all affect workers.

Businesses may have Employee Assistance Programs (EAP), WHS systems and formal procedures in place.

But there’s a simpler question worth asking: If one of your colleagues was struggling tomorrow, would the people around them know what to do?

It might be another driver, a dispatcher who notices someone becoming unusually short-tempered, a mechanic who realises a regular driver has become withdrawn, or a depot supervisor who sees someone isn’t themselves.

“The people around us often notice the small changes before anyone else does,” Al said.

“The question is whether they have the confidence to say something — and whether they know what to do once that conversation starts.”

You don’t need to turn drivers into counsellors Mental Health First Aid gives people practical skills to recognise signs that someone

Compliance matters, but capability is what makes the difference.

Mental Health First Aid training courses for industry.

Align with Psychosocial Hazards obligations under Australian WHS legislation.

0488 740 933 info@rcaustralia.au www.rcaustralia.au Mental health services for rural Australians by rural Australians.

Al Gabb is passionate about the agriculture and transport industries. Image: Rural Counselling Australia

may be experiencing a mental health problem, approach them appropriately, provide initial support and encourage suitable professional help.

“You don’t need your managers or employees to become counsellors,” Al said. “You want them to recognise when something has changed, feel confident starting a conversation and know where they can direct someone for support.”

Drivers are trained to operate vehicles, handle breakdowns

and respond when things go wrong. Mental Health First Aid adds another capability: knowing how to respond when someone needs help.

Building capability Through Rural Counselling Australia, Al delivers Mental Health First Aid training to transport businesses.

Mental Health First Aid can complement existing WHS systems, psychosocial risk controls, EAPs and other work-

place mental health initiatives.

“Compliance matters, but capability makes the difference when a real person is standing in front of you,” Al said.

Drivers can take those skills home to families, into their communities and on the road.

“If we leave workplaces more confident talking about mental health, recognising when someone is struggling and knowing how to respond, we leave people and communities with skills that last,” Al said.

His long-term ambition is to help train five per cent of rural Australians in mental health skills within the next decade — around half a million people. “It has to be bigger than me. One person can only do so much.”

For an industry responsible for keeping Australia moving, building mental health capability is another way of looking after the people behind the wheel.

Rural Counselling Australia provides Mental Health First Aid training for transport and logistics businesses and workforces across Australia. To learn more, please visit rcaustralia.au.

ADVERTISING FEATURE 47

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

DRIVING AUSTRALIA

Finding the right apprentice starts with opportunity

IN Queensland’s heavy automotive industry, skilled apprentices are helping businesses build strong workforces for the future. While finding the right candidate can sometimes be a challenge, employers know the value of bringing motivated apprentices into their teams and developing talent from the ground up.

For TAFE Queensland – SkillsTech Heavy Automotive Business Manager Scott Lewis, apprentices like Matilda Stanfield demonstrate the benefits of investing in the next generation of tradespeople.

“Matilda is a great example of what can happen when someone is given the opportunity to explore their interests and develop practical, jobready skills,” Scott said.

“She came into training with a genuine passion for mechanical work and has built that into a rewarding career pathway. That’s exactly the kind of apprentice employers want to bring into their business.”

Growing up around mechanically minded family members, Matilda was always drawn to hands-on work.

“My older brother came through TAFE Queensland and got his qualifications, and growing up, I was always

the one holding the torch for my dad and brother while they worked on the cars,” Matilda said.

Today, Matilda is completing her Certificate III in Heavy Commercial Vehicle Mechanical Technology (AUR31120) apprenticeship while working with Glasshouse Country Coaches.

Matilda’s pathway into the industry started before she left school through a TAFE Queensland Career Taster experience at Bracken Ridge, where she attended training one day a week during Year 12 and gained credit towards her apprenticeship.

“That one day a week I did in my last year of high school knocked about six months off my apprenticeship because of the modules I’d already completed,” she said.

Scott said Matilda’s story also highlights the important role TAFE Queensland’s Bracken Ridge campus now plays in supporting apprentices and employers across Brisbane’s north side.

“Historically, apprentices like Matilda often needed to travel across the bridge south to Acacia Ridge to complete parts of their training,” Scott said.

“While they were still re-

ceiving high-quality training, it meant extra travel and additional time away from work.

Being able to deliver the training in full at Bracken Ridge is a significant outcome for both apprentices and employers.”

Scott said local delivery makes it easier for apprentices to balance their work and training commitments while helping employers keep their apprentices closer to the workplace.

“We see the Bracken Ridge campus as a real staple of the local community. It has a long history of supporting trades training, and we’re proud that apprentices from Brisbane’s north side can now complete their entire training journey locally,” he said.

According to Scott, Matilda’s success is exactly why employers should look beyond simply filling vacancies and focus on finding candidates with the right attitude and potential.

“Employers are looking for people who are eager to learn, willing to work hard and passionate about their trade,” he said.

“When businesses find the right apprentice, they’re not just filling a role. They’re investing in the future capability of their business.”

That is where TAFE Queensland’s free Find Your Apprentice service can help.

Designed to take the guesswork out of hiring, the service connects employers with job-ready candidates who are keen to start an apprenticeship or traineeship.

Many applicants have already completed pre-apprenticeship training through TAFE Queensland, giving them foundation industry knowledge, workplace safety awareness and practical skills before they even begin work.

“Many of these candidates have already spent time in our workshops learning from industry-experienced teachers and gaining exposure to real industry environments,” Scott said.

“That gives employers confidence they are interviewing candidates who understand the basics and are ready to continue developing in the workplace.”

Through the Find Your Apprentice service, TAFE Queensland works with employers to understand their workforce needs, connect them with suitable candidates, seek recommendations from teaching staff and promote opportunities across its apprentice talent network.

Matilda Stanfield is completing her Certificate III in Heavy Commercial Vehicle Mechanical Technology. Image: TAFE Queensland

The service provides businesses with access to motivated people who are ready to start their careers and contribute to the workplace from day one.

“As our industry continues to grow and evolve, attracting and developing skilled workers remains critical,” Scott said.

“Services like Find Your Apprentice help connect employers with emerging talent while creating meaningful career opportunities for future tradespeople. It’s

a win for apprentices, a win for businesses and a win for industry.”

For businesses considering their first apprentice, or their next, TAFE Queensland’s free Find Your Apprentice service offers a simple way to connect with job-ready candidates and build a stronger workforce for the future.

To learn more or register your interest, visit tafeqld. edu.au/find-your-apprentice-service.

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FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

LELOX steals the show at Casino IF you were anywhere near the Casino Truck Show this year, you couldn’t miss it — LELOX was everywhere.

Look down any row of gleaming rigs and the numbers told the story before anyone said a word: the majority of the trucks on show were running LELOX mudguards.

That’s not a coincidence, and it’s not us blowing our own horn for the sake of it.

It’s what happens when Aussie truckies choose gear that’s built to handle the road, not just look good sitting still in a paddock.

The Casino Truck Show has always been one of the

best days on the calendar for anyone who takes pride in their truck, and this year it felt like a genuine celebration of local craftsmanship.

Owner-drivers, fleet operators, and custom builders all rolled in with trucks that were polished, personal, and proudly Australian from the ground up — and it was a buzz to see how much of that shine was ours.

Some standout builds deserve a special mention.

SGM Trucking brought their Peterbilt through with a set of our Signature Series tandem mudguards, made from 304 grade stainless with

Schaeffer’s T909 with ribbed candy cane mudguards.

a true No.8 mirror finish that pulled every eye in the place. Sharp-eyed truckies would’ve also spotted something new bolted on top of the tandem mudguard — our Signature Series chassis pole, which is still going through trials and testing on the road. It’s not officially launched yet, but if the reaction at Casino is anything to go by, this one’s going to be a hit when it hits the market later this year.

Schaeffer’s Transport turned up with their entire fleet running LELOX gear, top to bottom — and there’s no better proof of confidence in a product than a whole fleet backing it, truck after truck. Right alongside them, RC Metalcraft’s Kenworth SAR was turning heads with our Signature Series in the 3-groove narrow pattern, showing just how sharp that finish looks on a working Kenworth.

Then there was Mirror Finish Customs’ Kenworth T401, which had truckies doing double-takes all day. It was running a genuinely oneof-a-kind quarter mudguard build, debuting our brand new low rider quarter mudguards on the show floor for the first time. If you missed it in person, trust us — photos don’t quite do it justice.

And a massive shoutout to our mate Eddie Vella, who took home Best Western Star with his 4900. Eddie’s one of those blokes who pours everything into his truck, and seeing that hard work rewarded with a trophy was one of the best moments of the weekend for the whole LELOX crew.

What made this year even sweeter was the feedback.

We’ve been working hard on upgrading our product

range, and hearing it straight from the truckies who actually live with this gear day in, day out — bouncing down back roads, hauling in all weather, washing it down at the end of a big week — means more to us than any award could. That’s the real test for a mudguard: not how it looks under show lights, but how it holds up after months on the job. And that’s exactly the standard we build to.

LELOX has always been about backing Australian truckies with gear that’s made here, tested here, and built for the roads we actually drive. Casino Truck Show reminded us why we do it.

To everyone who rolled up with LELOX on their truck, thank you for trusting us with your rig. To everyone still deciding — come and have a look next time you see one on the road. The finish speaks for itself.

See you at the next show!

Mirror Finish Customs T401 with Low Rider quarter mudguards. Images: Lelox

SGM Trucking’s Peterbilt with tandem Signature Series mudguards.

When the NHVR comes knocking

FOR transport operators and drivers, contact from the National Heavy Vehicle Regulator (NHVR), whether through an audit, roadside inspection, records demand, search warrant, or interview request, can quickly become a serious matter. What begins as a compliance enquiry may develop into an investigation with significant legal, financial and operational consequences.

For drivers, the priority is often protecting their licence and livelihood. For transport businesses, the risks can include fines, disruption to operations, contractual issues, reputational damage and increased regulatory scrutiny. Brindabella Legal assists transport industry participants from the earliest stages of regulatory engagement through to resolution.

Don’t treat an NHVR enquiry as routine Many operators assume a request for information or documents by the NHVR is purely administrative. In reality, these interactions

may form part of a broader compliance concern that may lead to an investigation, enforcement action or even prosecution.

Understanding what information must be provided, what rights and obligations apply and how best to respond is critical. Businesses can unintentionally increase their exposure by responding without fully understanding the regulator’s concerns. Brindabella Legal helps clients assess their position, protect their interests and engage with the NHVR in a considered, constructive and professional manner.

Early advice can minimise misunderstandings, preserve legal protections and allow operators to remain focused on running their business.

Common heavy vehicle offences Brindabella Legal advises and represents operators and drivers facing allegations involving: • Vehicle maintenance offences;

• Registration and speed-related offences; • Mass, loading and dimension breaches; • Fatigue and work diary offences; • A lcohol, drug and fitness-for-duty matters; • Primary Duty offences under the Heavy Vehicle National Law. Many matters extend beyond the actions of an individual driver. The NHVR may also examine whether operators, managers and company officers had appropriate systems, supervision and controls in place to prevent breaches.

Protecting your livelihood and business When the NHVR becomes involved, businesses are usually focused on maintaining operations rather than legal technicalities. Drivers want to stay on the road, while operators need to protect customer relationships, contracts and avoid disruption.

Brindabella Legal provides practical assistance aimed at managing risk, improving

safety outcomes, strengthening compliance practices and achieving the best possible outcome.

Supporting your operations Where enforcement action appears likely, Brindabella Legal assists clients to assess potential exposure and develop a practical response strategy. This can include addressing immediate safety and operational priorities, managing engagement with the regulator and demonstrating a commitment to compliance and safety.

We assist in preparing and organising critical evidence, including maintenance records, operational procedures, driver training materials and other compliance documentation. Clear and professional presentation of information to the NHVR can be an important factor when responding to regulatory concerns.

Not every business will have comprehensive records, policies or systems in place when an investigation be-

gins. Where improvements are required, we assist clients to strengthen and formalise compliance processes. Regulators are often interested not only in whether systems exist, but whether they are actively implemented and maintained. Taking prompt and documented steps to address shortcomings can help demonstrate a commitment to ongoing compliance and safety.

Prosecutions If a matter progresses to court, Brindabella Legal represents drivers, transport companies and directors facing prosecution. We advise on the strength of the allegations, available defences, evidentiary issues and opportunities for early resolution.

Experienced representation can be critical where prosecutions carry significant financial and operational consequences.

Call for help If you receive an unexpected request for information or documentation, audit

notification, interview invitation, Court Attendance Notice or other contact from the NHVR, seek legal advice early. Early assistance can help protect your licence, your business and your future.

Contact Brindabella Legal by visiting brindabellalegal.com.au or emailing contact@brindabellalegal. com.au.

Brindabella Legal advises and represents operators and drivers facing various allegations. Image: Brindabella Legal

SPONSORED CONTENT 49

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

Three modules becoming one system

Fatigue, mass, maintenance — and now General Safety Accreditation. Here’s what the fourth pillar means for your operation.

ASK an operator what they’re accredited in and you’ll get a list — mass, maintenance, basic fatigue, in whatever combination they’ve built up over the years. Since August 1, that list is the wrong way to think about it, and General Safety Accreditation is not another item to add to it.

Those modules have shaped how the industry thinks about compliance since NHVAS began. Pick the ones you need, meet each standard, keep your records, pass your audit.

It was clear and contained, and you could point at exactly what you were responsible for — and, just as usefully, at what you weren’t.

From August 1, 2026, the National Heavy Vehicle Accreditation Scheme is being progressively replaced by the Heavy Vehicle Accreditation (HVA) scheme. At its base sits General Safety Accreditation (GSA) — a whole-of-business assessment against the new Safety Management System (SMS) Standard, built around five outcome areas: leadership and commitment, risk management, people, assurance, and safety systems.

GSA comes first. Everything else is built on top of it:

• Maintenance becomes GSA – Maintenance Assurance Program (MAP) • Fatigue becomes Alternative Compliance Accreditation (ACA) – Fatigue, replacing BFM and AFM • Mass largely falls away, as General Mass Limits rise to align with Concessional Mass Limits You can’t hold any of them without holding GSA first.

So General Safety Accreditation isn’t a fourth pillar bolted onto the other three — it’s the foundation the other three now stand on.

What that changes in practice You can no longer be “accredited in maintenance” while having no documented view of how you manage loading risk, driver competency, or the scheduling pressure your customers put on your drivers. The SMS Standard asks about your whole operation.

And it asks the same questions whether you run three trucks or 300. You need a documented system covering how you find hazards, what controls you’ve put against them, how you train people to those controls, how you

Hubfleet’s platform is built around the 2026 SMS Standard that underpins General Safety Accreditation.

Image: Hubfleet

monitor whether any of it is working, and what you do when it isn’t.

Present, suitable, operating, effective The audit changes too, and this part is worth attention.

Under the new National Audit Standard, an auditor rates each part of your system against four words. Present means it’s documented.

Suitable means it actually fits your operation and its risks.

Operating means your people genuinely use it. Effective

means it’s demonstrably reducing risk.

Most operators can prove Present without much trouble. Suitable is manageable with some thought. Operating and Effective are where it gets hard — because neither can be manufactured in the fortnight before an audit.

They require a track record.

What builds that record is a closed loop. A hazard gets reported, assessed for likelihood and severity, matched to a control, assigned as an action, verified, and closed. Run that loop consistently for a year and Operating and Effective stop being claims you have to argue for — they’re simply what your records show.

The upside nobody’s talking about There is a genuine benefit in here. Under ACA – Fatigue, Alternative Compliance Hours replace the fixed BFM and AFM rule sets with work and rest schedules designed around your operation, inside outer limits of 15.5 hours of work and seven hours of continuous rest.

If your safety system justifies the flexibility, you get latitude the old modules nev-

er allowed. The better your system, the more freedom you earn — a real reversal, given the safest operators have long carried the same rigid constraints as everyone else.

Where to start before your next renewal Three things are worth doing now.

1: Write down what you already do. Most operators are already doing more than they realise — it’s just sitting in habits and in one experienced person’s head rather than written down.

2: Link your evidence to your controls as the work happens, not at audit time.

When a driver reports a defect or a hazard, that record should attach to the control it tests.

3: Get your hazard, incident, training and maintenance records into one place where the connections between them are visible.

That last point is where paper and spreadsheets give up.

A policy in a folder, training certificates in a filing cabinet and incident reports scattered through an inbox can prove Present. They cannot prove Effective, because

nothing joins them together.

A digital system that captures each record as the work happens builds that track record for you.

Currently accredited operators transition at their next accreditation cycle, with the two schemes running side by side for up to three years. That sounds like breathing room.

In practice it means your next renewal is the deadline — and both Operating and Effective need history behind them by then.

The operators who find this easiest won’t be the ones with the thickest manuals. They’ll be the ones whose ordinary week already produces the evidence.

About Hubfleet Hubfleet is an Australian-built safety and compliance platform for heavy vehicle operators — electronic work diary, maintenance, hazard and incident management, training records and risk controls in one system, built around the 2026 SMS Standard that underpins General Safety Accreditation.

To learn more, please visit hubfleet.com.au.

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The science of getting unstuck WE’VE all seen or experienced it. A vehicle drives onto a soft sandy or muddy surface and can’t escape or the vehicle goes down one hill and can’t make it up the next or go back the way they came. The logic is simple. Either you have mobility or you don’t. If it’s the latter, then considerable effort may be needed to escape the predicament. The Australian AIR CTI (Central Tyre Inflation) company has been providing solutions.

What’s the science behind this problem?

There is the great tale by Len Beadell, the outback surveyor who managed the construction of thousands of kilometres of outback roads. One day he and his crew were moving to a new work site, along with a bulldozer, grader and support vehicles. On a bush track, 500 kilometres from the nearest settlement they encountered a fully laden truck in the centre of the road hopelessly bogged to the axles in soft mud. The driver was absent.

Presumably looking for help.

The team unloaded the dozer and their long traction chains, dragged the truck out of the way, then filled the hole with crushed rock and carefully graded the surface smooth.

Finally they towed the truck back to exactly the same location sitting nicely on a fine bit of road. When the driver returned with a support crew, they would have been quite surprised.

It all comes down to two variables. Forward resistance and surface friction. A wheel has a certain degree of friction interference with the surface, which provides the traction for a rotating wheel. The same wheel has to overcome forward resistance. On a hard surface, the resistance to movement is low and a vehicle can move forward easily. In mud or soft sand the wheel must compress the surface before it can move forward. Whenever the forward resistance exceeds the ground friction any wheel will simply spin. Worse, it may start to dig a hole that perfectly matches the wheel

diameter. The vehicle will be stuck until something is done to change the equation back to the friction exceeding the resistance.

A truck leaves the hard surface to deliver some sand, or to work on a power line. It is winter. The truck sinks into the soft surface. Wheels spin.

The truck is going nowhere.

What happens next? The driver tries to reduce the resistance by digging away the soft soil from in front of the wheel.

Half a metre later the truck meets more resistance and is stuck again. Time is lost. This can be scary if the vehicle is stuck on a beach and the tide is slowly coming in.

What else?

The driver can fling stones or even some absorbent lime if available under the wheel to increase the friction. This can be enough to extricate a vehicle. Perhaps physically jack the wheel into the air and place planks or logs under the wheel to both reduce resistance and add friction. That can work. Many four wheel drivers now carry around plastic planks for that purpose. It is slow, but it can make a positive difference for a single obstruction. Such remedies are less helpful on longer bogs or slippery inclines.

We come to the golden remedy for these situations. Pneumatic tyres have the luxury of being able to release air and flatten the underside of a tyre.

This helps in two ways. The tyre contact with the surface expands, increasing the friction. The larger contact area of the tyre reduces the per square-centimetre pressure on the soft surface and the tyre no longer sinks as much as it did, also reducing the forward resistance.

This is not a yes/no solution.

The effect is linear. You can progressively lower your tyre pressure more and more until the point is reached where the friction exceeds the resistance, then you can simply drive away. You should never lower the pressure to the point where the tyre separates from the rim, but short of that,

reduced pressure can provide an enormous amount of traction and have far less impact upon the surface being driven. The walls of the tyre should appear to bulge. This shows that the surface area is expanding. Every driver who has driven a logging truck in a forest understands this dynamic. If you can’t lower your tyre pressures, then you can’t leave the forest.

Do you need the costly exercise?

Manually lowering tyre pressures is still only a partial solution, as when the vehicle has been extricated from the bog, or overcome the slippery hill, the pressures must be increased again. The pressure in the tyres must be matched to the load being carried when the vehicle returns to a hard, low-resistance surface. Adjusting tyre pressures is a lot of work if you have a lot of tyres.

The best solution is a central tyre inflation system (CTIS) that lets the driver deflate and inflate tyres to new targets at the press of a button. This also allows the driver to soften the pressures when rough, potholed or corrugated conditions are encountered that shake the vehicle and its passengers to extremes. Unfortunately Tyre Pressure Monitoring (TPMS) can’t help here. It won’t change pressures, it will only report what they currently are. AIR CTI is the solution with decades in the field.

The science of using tyre pressure changes to overcome terrain difficulties is not new. The AIR CTI company has been researching and perfecting this technology for decades. Today it occupies the position of having the world’s best system for tyre pressure management.

Drivers of vehicles fitted with AIR CTI systems are relaxed.

They know that when they deliver to a muddy site, that they can push a button and extricate themselves without jacks, shovels or a lot of dirty work.

Give AIR CTI a call 03 5127 6128 or discuss your needs with Peter, Global Sales Manager on 0409 899 916.

10 Holmes Rd Morwell VIC 3840 (03) 5127 6128 Sales M: 0409 899 916 sales@aircti.com www.aircti.com Open Mon to Fri 8.30am – 5pm The AIR CTI system helps drivers get out of a situation like this with ease. Image: AIR CTI

EVENTS 51

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

The transport industry’s transition to 2030

At TechDRIVE Brisbane last month, a practical path to 2030 for the transport industry was the centre of discussion.

AUSTRALIA’S transport industry will need to tackle safety, technology, energy, infrastructure, regulation and workforce challenges together if it is to successfully navigate the transition toward 2030.

That was one of the key messages to emerge from TechDRIVE Connect Brisbane, held on August 20.

The event brought together transport operators, regulators, manufacturers, technology providers and industry leaders for a day of practical discussion about the changes already reshaping the sector.

Hosted by WHG, the event focused on how emerging technologies and changing regulation can be translated into practical outcomes for transport businesses, while recognising that successful adoption ultimately depends on trust, commercial viability and the ability to deploy solutions at scale.

Across discussions on safety, connected transport, AI, alternative fuels, autonomous vehicles, data, regulation and workforce pressures, a consistent theme emerged: there is no single technology or policy change that will define the future of transport.

Instead, the challenge is increasingly about integration — how technology, regulation, infrastructure, energy and people work together in real transport operations.

Safety, data and technology need to work together The program opened with Gavin Hill from Austroads/ Transport Certification Australia (TCA) and Paul Daly from the National Heavy Vehicle Regulator (NHVR), who discussed the Australian transport outlook, Heavy Vehicle National Law reform, Safety Management Systems (SMS), EWD 2.0 and the growing importance of trusted and assured data.

A key focus was the practical implementation of Safety Management Systems and the

need for operators to move beyond simply having policies and procedures in place. Fleets increasingly need to be able to demonstrate how safety risks are identified, managed and monitored in day-to-day operations, with evidence that their systems and controls are working in practice.

The discussion highlighted the growing role of technology and assured data in supporting both compliance and productivity, giving operators greater visibility across their fleet, helping demonstrate that safety systems are working in practice, and supporting better-informed access and operational decisions.

That theme continued through the Safety Beyond Compliance panel, bringing together Dylan Hartley and Pieter Smuts from WHG, Jason Razumic from Polymer Connect, Paul Daly from NHVR and Gavin Hill from Austroads, alongside insights from Harry Gasiamis from Garmin via video.

Moderated by Lucinda Ubilla from WHG, the panel explored the relationship between fatigue, mental wellbeing, AI, privacy, technology and leadership.

A central message was that technology alone does not create better safety outcomes.

Successful deployment depends on drivers and operational teams understanding why technology is being introduced, how information will be used and how it can support safer decision-making rather than simply creating another layer of monitoring.

The discussion reinforced the importance of moving beyond technology adoption for its own sake and focusing instead on solutions that can be trusted, integrated into everyday operations and demonstrate a practical benefit.

The panel also considered the shift from responding to safety events after they occur toward using data and emerging technologies to identify and manage risk earlier.

Energy transition must work in the real world The transition beyond diesel was another major focus of the day, with Sandra Lau from Viva Energy Australia and Tim Camilleri from Volvo Group Australia examining the practical realities fleet operators are facing.

Rather than expecting one technology to replace diesel across every transport application, the discussion pointed toward a more diverse future involving battery-electric vehicles, hydrogen, renewable fuels and increasingly efficient conventional technologies.

Sandra Lau highlighted that there was unlikely to be a single solution for diesel displacement, with infrastructure, depot access, routes, duty cycles, commercial contracts and energy availability all influencing the right technology for each operation.

Tim Camilleri provided the vehicle and manufacturing perspective, including Volvo Group Australia’s work in battery-electric heavy vehicles and local manufacturing, while emphasising the importance of greater industry collaboration and scale.

The broader message was clear: changing the vehicle is only one part of the transition.

For alternative technologies to succeed, fleets also need access to the right infrastructure, energy supply, operational models and commercial conditions.

Preparing transport for 2030 The afternoon executive panel, moderated by Harrison Hunkin from HVIA, brought together Romesh Rodrigo from Daimler Truck Australia Pacific, Cameron Dunn from FBT Transwest, Susan Harris from ITS Australia and Dylan Hartley from WHG. The discussion explored AI, autonomous vehicles, fleet investment, connectivity, workforce pressures and what Aus-

The Road to 2030: Executive Leadership Panel. Images: WHG

tralian transport businesses should be preparing for as the industry approaches 2030.

The panel also challenged the idea that the future of transport is simply about replacing today’s vehicles with new technology.

Romesh Rodrigo highlighted the growing importance of areas including logistics optimisation, route planning, automation and infrastructure, alongside the transition toward lower-emission vehicles and fuels.

The changing role of people within transport was also a recurring theme, with technology expected to reshape jobs across driving, maintenance, logistics, fleet management and infrastructure rather than simply remove people from the operating model.

Across the discussion, there was broad recognition that the industry will continue to evolve through a combination of technology, people and infrastructure rather than any single major change.

WHG announces new technology and service initiatives TechDRIVE Connect Brisbane also provided the platform for several WHG announcements.

Calvin Hartley from WHG reinforced the company’s focus on service delivery following the introduction of its Lifetime Warranty in November 2025, including commitments around equipment uptime and installation turnaround.

“We back our products

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with a lifetime warranty on TCA-approved hardware and are committed to vehicle fitments in five days.”

WHG also unveiled the AssetIQ 730, its latest Australian-designed trailer and mobile asset management solution.

AssetIQ 730 has been developed to provide fleets with a modern migration pathway for legacy solar-powered asset-tracking technology reaching end of support, while supporting longer-term visibility and management of trailers and mobile assets.

WHG also highlighted its continued development of FleetPREDICT, including the integration of connected Garmin wearables with OOGI AI camera technology, demonstrating how driver, wearable and vehicle data can be brought together to support a more proactive approach to fatigue risk.

The company also announced the launch of the WHG TechTALK podcast, designed to continue the industry conversations taking place through TechDRIVE beyond the event itself.

Creating a forum for industry collaboration For WHG CEO – Australia, Dylan Hartley, one of the strongest outcomes from TechDRIVE was the willingness of different parts of the industry to participate in the same conversation.

“What stood out in Brisbane was the level of genuine collaboration across the industry.

Operators, regulators, man-

Tim Camilleri from Volvo Group Australia.

The latest Australiandesigned trailer and mobile asset management solution, AssetIQ 730, was unveiled at the event.

ufacturers and technology providers are all dealing with different parts of the same challenge,” he said.

“There is no single answer to where transport is heading. The real opportunity is to bring those perspectives together, understand what works in real operations and find ways to deploy technology and new ideas that are practical, trusted and can scale.

“That is what we want TechDRIVE to continue to be: a forum where the industry can have those conversations openly and contribute to where we go next.”

TechDRIVE Connect Brisbane forms part of the broader TechDRIVE Roadshow, bringing together industry participants around technology, safety, innovation and the future of transport.

The conversation will continue at TechDRIVE Melbourne at Seaworks on October 21, 2026.

For more information and to register for the next event, visit whgtechdrive.com.au.

I N D U ST RY E V E N T

52 NEWS

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

New Cascadias enter growing fleet

HEIDELBERG Materials has deployed five new Freightliner Cascadias into its growing fleet.

The company, formerly operating as Hanson in Australia, selected 126 day cab models to operate out of depots around Australia.

Thanks to its low tare weight, Daimler Truck said the Cascadia is known for its optimum payload, making the day cab an easy choice for truck and dog operations.

The American-made Cascadia 126 uses a 16-litre Detroit DD16 engine which produces 600hp and 2050lbft and is known for its efficient operation.

While the Cascadia is available with an 18-speed manual, the Heidelberg Materials trucks were selected with the 12-speed DT12 Automated Manual Transmission (AMT).

Daimler Truck said the Cascadia is known for its class-leading safety features including a full-suite of active safety systems as well as unmatched visibility due partly to its sloping bonnet design and its optional bonnet-mounted spotter mirrors.

Daimler Truck Australia Pacific Vice President Sales, Marketing and Operations, Andrew Assimo, added that the Cascadia is the perfect fit for the Heidelberg Materials fleet.

“We’re thrilled to see the Freightliner Cascadia delivering safety and productivity benefits for Heidelberg Materials,” Andrew said.

“The 126 is a fantastic package, especially when

you consider its light tare and its full suite of active safety features and we know they will love them.”

The Cascadia features the Detroit Assurance 5.0 safety package that includes Advanced Emergency Braking System, as well as Adaptive Cruise Control (ACC) and Lane Departure Warning (LDW).

Side Guard Assist is also available as an option.

Daimler Truck said the Freightliner Cascadia is still the only bonneted truck in Australia that features a steering wheel-mounted driver airbag.

The Cascadia also comes with Detroit Connect telematics, which means fleet managers can see a full report of any incidents, complete with video captured from the integrated forward facing camera.

Heidelberg Materials’ five new Cascadia 126 day cab models. Images: Daimler Truck Australia Pacific

The American-made Cascadia 126 uses a 16-litre Detroit DD16 engine which produces 600hp.

Chris’ first trucking role was with a company called Lucas Total Contract Solutions, doing tipper work. “They wanted me to go to Western Australia so upgraded me to my MC. I got the MC on a Tuesday and by the next week on the Wednesday, I was hooking up a road train and driving from Adelaide to Kalgoorlie.”

From there, Chris spent a few years working at Neil Mansell Transport, where he stayed until almost five years ago. “I actually loved the work there, but I was ready to wind things back a bit.”

That’s when Chris came across his current role with Truck Moves Australia. “I was looking to keep working but not as hard as I had been,” he said. “This job was

Chris Hughes at the Camp Quality Adelaide Convoy with a truck loaned from Scania. Image: Truck Moves Australia

A job that suits this truckie’s lifestyle

AFTER years spent hauling road trains, Chris Hughes found a great truck driving role that allows him to work at a more relaxed pace, while still getting to see everything this beautiful country has to offer.

Now 65, Chris has had a wide and diverse career that started with him getting his truck licence while in the Army in 1984. After leaving the Army, Chris spent 20 years in the police force, before returning to truck driving in 2009.

He’s called Adelaide home since 1991.

On his return to trucks, Chris said, “I figured that I had a truck licence so I may as well use it. I’ve always enjoyed driving — I drove a lot for work, and a lot for pleasure.”

a perfect marriage for me. I love driving and I love flying. A lot of the time we’ll pick up the truck, bring it to where it needs to go and then fly home.”

Truck Moves Australia has been operating since 1988, with its team of experienced drivers delivering trucks from point A to point B. As Chris explained, about 98 per cent of the work he does involves driving brand new trucks — and the work can take him anywhere across the country.

“I do a lot of the longer drives. I went to Roma the week before last, and I love doing the Perth run when I can. I prefer the longer trips because I love the travel. I get in the truck, turn on my audio book and away I go.

The other great thing is that we get to stop in hotels, so I don’t have to sleep in the truck anymore!

“The guys I work with are great too — we’ve got a really great bunch of drivers here in Adelaide,” Chris added.

“We don’t usually travel together but on occasion we have, when there’s been a really big move. There was a big one recently where we had to transport a heap of Kenworths from Melbourne to the docks in Adelaide, so there was a group of us who did five trips each.

“It was good fun and you get to meet the other drivers in the company. I find that this job is so easy and not very stressful at all. Truck Moves Australia really looks after its drivers.”

Transport equipment demand surges at auctions TRANSPORT equipment sales through Ritchie Bros.

Asia-Pacific auctions more than tripled year-on-year in the second quarter of 2026, setting the stage for a busy September auction schedule.

The company said almost 1200 transport lots were sold across the region during the quarter, while bidder numbers jumped 148 per cent and buyer numbers rose by nearly 20 per cent.

The surge was part of growth across Ritchie Bros.

Asia-Pacific operations, where total auction volumes climbed 53 per cent to more than 8000 lots.

More than 9000 bidders and 3000 buyers took part, with Australia, New Zealand, Japan and the United

States leading demand.

Construction and industrial equipment accounted for almost 7000 lots, a year-onyear increase of 42 per cent.

Crawler excavators, wheel loaders and articulated dump trucks were the strongest-selling equipment categories in the region.

Ritchie Bros. will now roll out what it has dubbed “Super September”, featuring a packed calendar of auctions across Asia-Pacific, Europe and the Middle East.

For local buyers, the centrepiece will be the Australia National Agricultural Unreserved Auction on September 16, followed by the New Zealand IronPlanet Auction on September 24.

Other scheduled events

include auctions in China, Spain, Germany, the Netherlands, France, the United Arab Emirates, the United

Kingdom and Ireland.

Ritchie Bros said listings include inspection reports, specifications, photos and videos,

with assistance also available for payment, documentation, collection and cross-border delivery.

The company said almost 1200 transport lots were sold across the region during the last quarter. Image: Ritchie Bros.

“Buyers are telling us the same thing in every market: they want choice, but they also want certainty,” said Ritchie Bros. Regional Operations Manager Fergus Garrett.

“Super September delivers both. Buyers get a month of auctions with thousands of lots to choose from.”

Vice-President of International Operations Shane Eshuis said buyers who had been waiting for the right machine at the right price could find the odds in their favour during September.

For additional information on selling equipment, visit rbauction.com.au/selling/ sell-now. To buy equipment, visit rbauction.com.au.

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54 COLUMNS

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Looking after yourself and your mates HEALTH AND WELLBEING KYLIE KARAGICH Clinical Nutritionist and Psychotherapist

THE recent news of ACFS Port Logistics entering voluntary administration has understandably attracted attention across the Australian transport and logistics industry.

Without commenting on the circumstances surrounding ACFS, it is a timely reminder of something we have sadly seen too often across transport in recent years.

Businesses facing difficult times, restructuring or closing their doors.

But behind every company name are people.

Drivers, mechanics, warehouse workers, schedulers, operations teams, managers, cleaners, and families whose lives can suddenly be faced with uncertainty.

When you’ve worked somewhere for many years, your job can become much more than the way you earn a living. It can provide routine, friendships, independence, purpose and a sense of belonging.

So, when employment becomes uncertain or redundancy occurs, the effects can extend well beyond the financial impact.

Stress doesn’t always look like stress Everyone responds differently to uncertainty.

Some people may feel anxious about paying the mortgage, bills or supporting their family. Others may become frustrated, angry or unusually

quiet. Sleep may become difficult, motivation can disappear, or you may find yourself constantly thinking about what could happen next.

For others, the first reaction may even be relief.

There is no single way people respond to redundancy or employment uncertainty.

Stress can also show itself physically. Headaches, muscle tension, sleep, digestive changes, fatigue and mood changes, changes in appetite and difficulty concentrating can occur during prolonged periods of stress.

You might also notice yourself drinking more alcohol, smoking more, comfort eating or withdrawing from the people around you.

These can sometimes be signs that it’s time to stop and check in with yourself.

When your job is part of who you are Transport is an industry where people often stay for many years.

For someone who has spent 10, 20 or even 30 years with the same company, suddenly having to think about finding another job can feel overwhelming.

There can also be a loss of identity.

You may no longer be driving the same truck, wearing the same uniform, working alongside the same people or following the routine you’ve known for years.

But losing a position doesn’t mean losing everything you’ve built throughout your career.

Your knowledge, licences, skills, experience, relationships and understanding of the industry remain with you.

Sometimes the next chapter starts with recognising just how much experience you already have to offer.

FOR SOMEONE WHO HAS SPENT 10, 20 OR EVEN 30 YEARS WITH THE SAME COMPANY, SUDDENLY HAVING TO THINK ABOUT FINDING ANOTHER JOB CAN FEEL OVERWHELMING.”

Even a walk can provide some structure and give you time away from constantly thinking about the situation. Image: Gilles Paire/stock.adobe.com

Look after your health during uncertain times When we’re under pressure, the basics are often the first things to disappear.

Regular meals become takeaway, sleep routines change, exercise stops and we may rely more heavily on alcohol, caffeine or other ways of switching off.

This is when looking after yourself becomes particularly important.

Try to maintain some routine around sleeping and waking. Eat regularly, stay hydrated, get outside and include some movement in your day.

Even a walk can provide some structure and give you time away from constantly thinking about the situation.

You don’t have to solve everything at once.

Ask yourself: What can I control today?

It might be updating your résumé, making one phone call, checking your finances, contacting someone in the industry or simply having an honest conversation with your partner or a close friend

about how you’re feeling.

Small actions can help restore a sense of control when everything else feels uncertain.

If financial pressure is becoming a concern, seeking appropriate financial advice early may also help you understand your options rather than carrying the worry alone.

Don’t disappear from your mates One of the greatest strengths of the transport industry has

always been its people.

If someone you know is facing redundancy or uncertainty, don’t assume they’ll tell you if they’re struggling.

Give them a call. Ask how they’re travelling.

Invite them for a coffee.

And then listen.

You don’t necessarily need to have the answers. Sometimes hearing, “How are you going, mate?” from someone who genuinely wants to know can make an enormous difference.

And don’t forget to check

in again. Support shouldn’t necessarily end after the first week when everyone else has moved on.

If you’re the person struggling, reaching out isn’t a sign that you’re unable to cope. Sometimes a conversation is simply the first step towards working out what comes next.

Employment circumstances can change very quickly.

Your value as a person does not.

Fit to drive reminder When work becomes uncertain, look after the person behind the job title.

Stay connected, maintain some routine, talk to people you trust and seek support early if things are becoming difficult.

Your job may change, but your experience, skills and value go with you.

When you’ve worked somewhere for many years, your job can become much more than the way you earn a living. Image: jovannig/stock.adobe.com

Ask the officer to record the stop in your work diary LEGAL EXPERT BELINDA HUGHES Hughes Law Pty Ltd

A little-known provision of the Heavy Vehicle National Law (HVNL) gives eligible drivers the right to have key details of a roadside compliance stop recorded in their work diary and requires the authorised officer to comply.

Five minutes can become 15, 30 or more while an authorised officer checks a work diary, vehicle, load or documents.

What many drivers may not know is that section 582 of the HVNL gives them a practical way to create an official, contemporaneous record of the stop.

The section is headed “Duty to record particular information in driver’s work diary”.

It applies when an authorised officer directs the driver of a fatigue-regulated heavy vehicle to stop for compliance purposes under the HVNL. If the officer detains the driver for five minutes or longer while exercising or purporting to exercise a power under the law, the driver may ask the officer to record three things in the driver’s work diary: the officer’s name or ID • number; the time, date and place • where the driver stopped in compliance with the direction; and • the length of time the driver spent talking to the officer while the officer was exercising, or purportedly exercising, the power.

The authorised officer must comply with the driver’s request.

Section 582 does not say the officer must make the entry without being asked.

The driver has to exercise the right.

A simple request should

be enough: “We have been here for at least five minutes.

Under section 582 of the HVNL, please record your identifying details, the stop details and the time I have spent talking with you in my work diary.”

Section 582 is about creating a record.

Why the entry matters A record made by the officer can help explain why a driver’s journey was interrupted and provide a reliable note of when and where the compliance interaction occurred.

That may become important if questions later arise about the driver’s timeline, work di-

ary entries, fatigue planning, missed bookings or instructions given at the roadside.

It can also reduce disputes about the officer’s identity and the duration of the conversation.

If an officer refuses a request, note the time, place, agency, vehicle or officer iden-

Five minutes can become 15, 30 or more while an authorised officer checks a work diary, vehicle, load or documents. Image: NHVR

tification and the words used as soon as it is safe to do so, then obtain advice about the appropriate complaint or review process.

Know when the right applies The section is not a general right covering every conversation with every enforcement officer. Its stated conditions are important: • The person must be driving a fatigue-regulated heavy vehicle; • A n authorised officer must have directed the driver to stop under the HVNL for compliance purposes; • The detention must be connected with the exercise or purported exercise of an HVNL power; and • The detention must last at least five minutes.

This article provides general information, not legal advice. The application of the HVNL can depend on the jurisdiction and the facts of the stop. The law should be checked at the date of publication.

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56 COLUMN

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Delivering a stronger voice for road transport

VTA COMMENT PETER ANDERSON CEO, Victorian Transport Association

THE Federal Government’s Closing the Loopholes legislation has ushered in one of the most significant shifts in workplace relations the road transport industry has seen in decades. Whether operators agree with every aspect of the reforms or not, one thing is certain: industrial regulation will play a much greater role in shaping the future of Australia’s transport sector.

For transport operators, that means having a strong and informed industry voice

at the table has never been more important.

For the Australian Road Transport Industrial Organisation (ARTIO), it has marked the beginning of a new era. The ARTIO has emerged as the national industrial voice representing transport operators across the country, ensuring the interests of professional road transport businesses are heard at every level of the Fair Work Commission (FWC).

With industrial regulation playing an increasingly prominent role in the sector, transport operators now have a dedicated representative body advocating for their interests before the Fair Work Commission on matters that affect every corner of the industry.

The impact of these reforms is already being felt.

One positive outcome has been the introduction of Fuel

Mechanisms that provide certainty during periods of extreme fuel price volatility are practical and necessary. Image: Daria Nipot/stock.adobe.com

Cost Recovery Emergency Orders. These measures acknowledge a reality every transport operator understands: businesses cannot indefinitely absorb sharp and unexpected fuel price increases. In an industry where margins are often tight and fuel remains one of the largest operating expenses, mechanisms that provide certainty during periods of extreme volatility are both practical and necessary.

At the same time, debates around digital platform work have highlighted the challenges of regulating a rapidly evolving transport landscape.

While there is a legitimate need to establish appropriate standards and protections, poorly designed regulation can create unintended consequences. The transport industry has consistently argued that reforms must strike a balance between safeguarding participants and preserving the flexibility and commercial viability that many operators and drivers rely upon.

Payment terms have emerged as another area where practical industry experience must guide policy outcomes. Proposals that fail to reflect commercial realities risk placing additional pressure on businesses that are already managing significant operating costs. The industry’s position in support of payment within 30 days represents a balanced approach that recognises both

Industrial regulation will play a much greater role in shaping the future of Australia’s transport sector. Image: timallenphoto/stock.adobe.com

operational requirements and cashflow realities.

The Cash in Transit sector presents a further reminder that regulatory and commercial decisions can have consequences beyond individual businesses. Market concentration and changing banking practices have raised legitimate concerns about longterm competition and public safety. These issues require careful consideration from regulators and industry stakeholders alike.

Looking ahead, the fo-

cus on sham contracting is likely to intensify. Genuine owner-driver and contractor arrangements play an important role in the transport industry and must be protected. Equally, arrangements that seek to circumvent workplace obligations should be addressed. Getting that balance right will be essential to maintaining confidence in the sector while preserving legitimate business models.

The reality is that industrial relations reform is no longer

a peripheral issue for road transport operators. Decisions made today will influence business structures, contracting arrangements, payment practices and workforce participation for years to come.

That is why industry engagement matters. As the regulatory landscape continues to evolve, the transport sector must remain actively involved in the conversations and decisions that shape its future. A strong industry voice is no longer just desirable. It is essential.

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

Better tools to manage safety risks THE AMENDED HVNL GIVES US STRONGER, MORE PRACTICAL TOOLS TO ADDRESS RISK, IMPROVE SAFETY OUTCOMES AND ENSURE THOSE WHO REFUSE TO MEET THEIR RESPONSIBILITIES ARE HELD ACCOUNTABLE.”

REGULATOR COMMENT KATRINA CHOKLJAT Director Investigations and Compliance, National Heavy Vehicle Regulator

MUCH has been written recently about how the amended Heavy Vehicle National Law (HVNL) may change the way the National Heavy Vehicle Regulator (NHVR) investigates offences and issues improvement notices – and whether it could lead to more prosecutions.

From an investigation’s perspective, I see the changes a little differently.

The most significant outcome isn’t about prosecuting more people. It’s about having better tools and avenues to manage safety risks before they lead to serious consequences.

Until now, investigators have often faced an either-or decision. In many cases, we have had to choose between issuing an improvement notice to address an identified safety risk or pursuing prosecution action.

The amended HVNL gives us greater flexibility to do both where appropriate.

That means if we identify unsafe practices within

COLUMN 57

The vast majority of operators invest in maintaining safe vehicles. Image: NHVR

a business, we can require those issues to be addressed through an improvement notice while still retaining the ability to investigate serious offending where it is warranted.

For operators, this means you can expect to see greater scrutiny of the systems that sit behind your operation, not just the outcome of a single incident.

Our team will increasingly be looking at whether businesses have effective safety management systems in place to identify and manage risks such as fatigue, vehicle maintenance, loading prac-

tices and other critical safety obligations.

Where deficiencies are identified, we expect to issue more improvement notices requiring operators to fix those issues within a specified timeframe.

This is a positive outcome for industry.

Addressing safety risks early helps prevent harm before it occurs. It also provides operators with a clear pathway to improve compliance and strengthen their safety systems.

Long-term, strengthened safety systems not only lead to less harm on our roads and

for our drivers, but greater business sustainability and economic outcomes.

Importantly, these changes don’t diminish our ability to take stronger action against those who deliberately ignore their obligations.

For operators who consistently disregard safety, fail to address known risks or repeatedly place people at risk, prosecution remains an important enforcement option.

The difference is that we’re no longer as constrained in how we respond. We can prioritise addressing the immediate safety risk while ensuring serious offending is

still held to account.

These legislative changes also support the significant improvements we’ve made to our investigations capability over recent years.

We’ve invested heavily in strengthening our investigative practices, building specialist expertise and ensuring we’re better equipped to identify systemic safety failures across the heavy vehicle industry.

Ultimately, our role isn’t simply to enforce the law. It’s to reduce harm on Australian roads.

That means focusing our efforts where they’ll have the greatest impact – on the highest-risk operators and the behaviours that create the greatest danger.

It also means helping create a level playing field.

The vast majority of operators invest in maintaining safe vehicles, managing fa-

The NHVR will be looking at whether businesses have effective safety management systems in place to identify and manage risks.

tigue, training their people and doing the right thing every day.

They shouldn’t be placed at a commercial disadvantage by businesses that cut corners, ignore their obligations or gain an unfair competitive advantage by failing to invest in safety.

The amended HVNL gives us stronger, more practical tools to address risk, improve safety outcomes and ensure those who refuse to meet their responsibilities are held accountable.

That’s good for industry, good for road safety and good for every Australian who shares the road with heavy vehicles.

Is your combination eligible for the new 20m length limit?

The maximum length for some heavy vehicle combinations has increased from 19m to 20m under the Heavy Vehicle National Law. The change applies to: • • • •

Prime mover and semitrailer combinations Rigid truck and pig trailer combinations Rigid truck and dog trailer combinations Rigid truck and tag trailer combinations

The NHVR reminds operators that the increase only applies to eligible combinations that meet all requirements. B-doubles are not included.

For combinations operating between 19m and 20m, trailers with a Gross Trailer Mass (GTM) exceeding 10 tonnes must be fitted with ADR 38/05 (or later) compliant brakes powered by the towing vehicle.

Before taking advantage of the extra metre, make sure your combination meets the requirements.

Learn more at nhvr.gov.au/mdl

Note: In some prime mover and semitrailer combinations there is a requirement to fit Side Underrun Protection Systems.

58 DRIVER PROFILES

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Enjoying mateship on the open road AFTER 35 years of driving trucks on and off, Andrew “Reggie” Almond has seen plenty of change in the transport industry.

Based out of Beresfield, Reggie drives for AJM, pulling 30-metre tautliners dedicated to FedEx freight. His regular run sees him leave Beresfield, change over at Gundagai and head back again, five days a week.

His introduction to trucks came growing up on a lucerne and cattle farm.

“There were always trucks around, and my best mate’s family had trucks, so it just sort of grew on me,” Reggie said.

These days, he’s behind the wheel of a Kenworth K220 that’s just on a year old and, in that time, has already clocked up more than half a million kilometres.

Powered by a 600hp X15 through an 18-speed Roadranger, Reggie reckons it does the job well.

“They’re a pretty good truck and ride well for a cabover, but I miss some of the old K200 features.”

For Reggie, the open road and the people remain two of

trucking’s biggest attractions to the job.

“I enjoy the open road and the mateship you develop.

The camaraderie is still there, albeit on life support, but it’s still there.

“I’ve made friends on the road that I talk to all the time that I’ve never even met in person.”

One thing he doesn’t enjoy is sharing the road with motorists who don’t understand trucks.

“The toughest part these days is dealing with motorists who haven’t got a clue about interacting with heavy vehicles.”

His favourite stretch of road takes him back to runs he no longer travels.

“I always loved between Narrabri and Goondiwindi in the afternoons as the sun was starting to set. Nowadays I just like a quiet road without wobble boxes.”

Reggie also misses the oldschool country stops that once formed such a big part of life on the road.

“The Delungra Pub when Bucko had it was always a great place to stop. Showers were available, there was

parking, friendly locals and great meals.

“Nearly all of those good old small-town roadhouses are gone now.”

Despite spending periods away from trucking over the years, something has always drawn him back.

“It just gets in your blood, and every time I’ve gone away from it, I’ve missed it and wanted to come back.

“Whether you’re an owner-driver or company driver, once you drive out of the yard you’re basically your own boss and can run your own race.”

Reggie remembers a time when truckies were regarded differently by the general public.

“There was a time when we were kings of the road and the majority of motorists treated truckies with respect and some appreciation. I’d like to see a return to that.”

Looking ahead, he doesn’t see too much changing in the immediate future.

“I’ve got a pretty good job with good gear to drive, but I most certainly don’t see myself driving until I’m 70.

I guess the politicians will

determine that.”

After three-and-a-half decades in the industry, Reggie believes one of transport’s biggest problems is the shortage of genuinely skilled and experienced drivers.

For him, the issue goes beyond where drivers come from. He believes the traditional pathway that allowed newcomers to gradually build their skills has largely disappeared.

“In the past, a junior driver started in a rigid and did the yard stuff. They learnt how to get around and how to get themselves out of trouble.

“If they could do that, they’d bump up to a semi-trailer. If they could handle that and showed the aptitude, they might progress to a B-double and so on.”

Reggie worries that fast-tracking licence upgrades, for both Australian and international drivers, can put people behind the wheel of increasingly large combinations without enough real-world experience.

With combinations getting heavier and longer, and operating closer to busy metropolitan areas, he believes

proper training and experience have never been more important.

His advice to newcomers is to respect the law and those tasked with enforcing it.

“The role of Highway Patrol and the NHVR has never been more critical.

You’ll go a lot further if you approach them with the right attitude and a level of respect.”

Away from the highway,

Reggie likes doing exactly that, getting away.

He enjoys heading off hunting with his boys and simply escaping from the world for a while.

But after 35 years of coming and going from transport, history suggests that trucks will never be too far away.

As Reggie puts it, once it gets in your blood, it’s pretty hard to leave behind.

Reggie drives a FedEx Kenworth K220 that’s just on a year old.

Image: Andrew Almond

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DRIVER PROFILES 59

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

Truckie gets the show on the road

Townsville truckie says he’s enjoying the work

VETERAN driver Gary Carpenter has a constant companion in his pet dog Woody, who joins him in his travels around Australia.

Gary, 65, drives a Sitrak for John Kline AAA Touring which was established in 2022, and is a leading Australian entertainment logistics service provider.

“I have been from Sydney to Cairns with the gear for the Bangarra Aboriginal Dance Theatre Group and am heading to Rockhampton with it,” he said.

Gary’s work once led to both he and Woody making an appearance on television. That happened while transporting equipment for television program Australian Idol.

“They took footage of the trucks carrying it and myself and Woody were on it.

My dog is always with me and is a five-year-old Kelpie,” Gary said.

A truckie for 44 years, Gary rates the highway between Melbourne and Adelaide as the worst he gets on.

“There are so many vibrations and it feels like I am

WHEN Big Rigs saw driver David Monteath checking out his load at the Townsville Port Access Road, he was ready to head off along the Flinders Highway to Mount Isa 900km away.

Enthusiastic about his work, David, 53, was working as a casual driver for Townsville based Bill Rixon Transport, driving a Mack Super-Liner.

“I am transporting tyres from here to Mount Isa,” he said.

The Lights on the Hill Road-

MANY DRIVERS RATED THE BRUCE HIGHWAY AS BAD, BUT THIS ONE IS WORSE.” seasick on it. Many drivers rated the Bruce Highway as bad, but this one is worse,” he said.

Gary normally stops at BP roadhouses and wants to see more rest areas for drivers.

“Most are pretty bad and I can’t name a good one which stands out,” he said.

Off duty Gary likes riding his Harley Davidsons around.

I asked about his many impressive tattoos and if he would be getting any more, however his answer was cryptic. “I have too many tattoos but not enough,” he said.

A West Tigers supporter in the NRL, Gary added that life on the road was great, especially with his beloved Woody there.

Gary said his company motto is “we get your show on the road”.

Long time truckie Gary Carpenter travels the country with Woody by his side.

Images: Alf Wilson

house near Hughenden is a place David likes to stop at.

But the 110km stretch of the Flinders Highway between Hughenden and Richmond rates as the worst he gets along.

“It is very rough and up and down,” he said.

As well as regular runs between Townsville and Mount Isa, Bill Rixon Transport services an area to Mackay in the south as well as to the surrounding areas.

Loads carried to the outback include building materials,

stock feed, beer and other alcohol, vehicles and oversized equipment.

The day I saw David, Bill Rixon was also there at the Port Access Road hook up area with him.

Bill said he has eight trucks which are all either Mack Tridents or Super-Liners.

Bill, 65, has been in the road transport industry for 39 years and is highly respected.

“I have five drivers working for me and still do runs myself,” Bill said.

David Monteath works as a casual driver for Bill Rixon Transport.

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Potholes galore along Tassie highway NUMEROUS truckies who negotiate the northern Bass Highway in Tasmania have called on authorities to find a quicker and more permanent solution to dangerous potholes which redevelop after heavy rain.

They report to Spy that tyre and rim damage is prevalent, which is very costly and also a road safety concern.

The 100km stretch most under scrutiny is between Launceston and Devonport.

Spy spoke to tow truck operator Leigh Eastley from Deloraine Tilt Trays who has 40 years’ experience driving trucks and is also the local RACT representative.

“In one hour, we received calls from nine vehicle owners who had hit potholes which damaged their tyres or rims,” he said.

“It was along the 25km section between the Deloraine turnoff and Sassafras. This is a state road and every time it rains the same potholes redevelop.”

Leigh said it often took work repair crews four days to arrive and fill in the potholes.

“It would be better if they could be there as soon as possible after the potholes appear. These are like what happens in a third world country,” he said.

Leigh snapped a pic of a section where potholes had been filled in.

“This is a section ready to cause damage next time it rains. I have been back from the mainland since 2016 and it was undergoing major roadworks then,” he said.

“Now, 10 years later, and the same section is still being repaired. Is it the product they use, ingredients or formula?

I’d love to know the cost for the repairs between Sassafras and Deloraine. Our vehicles have to be in roadworthy condition and we are accountable to regulators who are more than obliging to put us off the road if we have any defects.

“Who is accountable for this mess and who is paying for the endless money pit. Is it state or federal government?

This section is a high-risk black spot and they need to

get it right,” added Leigh.

Potholes have also been a major problem further along the Bass Highway from Devonport to Smithton and also on western roads.

Potholes at roadhouse parking area Some South Australian drivers would love to see the large number of potholes in the parking area of the BP Port Augusta Roadhouse filled in.

One driver who had done a run from Perth sent Spy some pics of the potholes.

Even when the vehicles travel at very low speed there is still a chance of tyre damage.

“They are hard to miss and after rain you could have a bath in some of the bigger ones which are filled with water,” he said.

A Queensland based driver who runs interstate said parking at BP Port Augusta is shocking because of the massive potholes.

“Every time I go in there, it’s in the dark. It’s really bad,” he said.

They have no other complaints about the roadhouse which Spy is told serves good food.

Unsecured loads blitz High-visibility road safety enforcement operations in north Queensland focusing on Cardwell have resulted in infringements on drink drivers, drug drivers and defective vehicles including trucks.

Officers conducted 780 roadside breath tests (RBTs), three roadside drug tests (RDTs) and issued nine traffic infringement notices (TINs).

The nine TINs issued included two for unsecured loads, two for defective vehicles, one for driving an unregistered ve-

The road sign at Cardwell where the blitz occurred.

Image: Alf Wilson

Some of the water filled potholes at the Port Augusta Roadhouse. Image: Supplied

Trucks in Cardwell’s main street. Image: Alf Wilson

hicle and one for driving with an expired licence.

As part of the two-day joint Far Northern and Northern Police operation, a total of 1833 RBTs and nine RDTs were conducted.

Police were conducting patrols along the Bruce Highway at Bilyana when they intercepted a prime mover, alleging the truck’s cargo was not secure.

The driver, a 26-year-old Beaconsfield man, was issued a TIN for driving a vehicle when load not appropriately restrained and was fined $345.

As part of Operation Interpose, police are bolstering high-visibility patrols right across the state, engaging with road users and enforcing the laws to deter dangerous driving behaviour.

Value priced breakfast A NSW owner operator was so impressed with the big breakfast he purchased at the BP Albury North Roadhouse that he sent Spy a picture of it with his receipt.

“It was a huge breakfast. I found it hard to eat it all and it

The impressive, value-priced big breakfast at BP Albury.

Image: Supplied

was nice. The price of $20.90 was great value. Also I bought a pot of tea for $5 and they topped it up three times. Staff were friendly,” he said.

This veteran driver added that the toilets and showers were very clean too.

“I got into the shower and couldn’t find the spray nozzle and soon discovered it was above, and when the water started it was refreshing,” he said.

It has a truck driver’s lounge, B-double access, barista coffee, a washing machine and is open 24 hours.

Pull off area delight In the main street of the small hamlet of Tolga on the scenic Atherton Tablelands is a pull off area which is becoming popular with drivers.

One of the reasons is that it is across the road from the Tolga Hotel which many drivers patronise.

The meals are good and the staff friendly and you wouldn’t find a nicer little town.

Tolga is located near Atherton and is just off the Kennedy Highway.

Spy is told that whilst many truckies take a rest there during a fatigue break it is also a place where off-duty drivers gather to yarn.

Within walking distance from the pull off area are a post office and several shops, as well as public toilets if the pub is closed after hours.

NHVR lone ranger A single NHVR vehicle which is regularly parked at an area near Barooga in NSW has been doing a roaring trade according to Spy informants.

“It is just a single vehicle with a couple of officers which parks at an area where trailers are hooked up. Lots of trucks stop there,” a NSW driver said.

Barooga is a border town in NSW, situated just north of the Murray River, which forms the border with Victoria.

Another driver who was lucky enough not to be stopped by the officers said he had thought about “dropping in for a chat with them”.

A barge with trucks on board leaves Nelly Bay on Magnetic Island. Image: Alf Wilson

Potholes along the Bass Highway were filled after days of rain.

Image: Leigh Eastley

But better sense prevailed and he opted not to, which Spy feels was a smart decision.

Job movements With the produce growing season coming to an end in Victoria, numerous drivers in the state have gained jobs for different companies.

A driver aged in his thirties told Spy that to ensure he kept his personal finances moving along he had just gained a position driving a milk tanker.

“It is about the same pay but a lot different to carting fruit around the ridges,” he said.

The trailers carrying the milk are insulated and not refrigerated, which surprises many people outside of the industry.

Spy has seen on many occasions milk tankers from north Queensland ready to take off for the long trip to the NT. Island trucks Even though a lot of supplies needed for island communities around Australia are delivered by barges, trucks still play a vital role in day-to-day life for residents.

One such community is Magnetic Island which is a suburb of Townsville, 40 minutes and eight nautical miles across Cleveland Bay. Every day, trucks travel on the local barge which leaves Townsville from Ross Creek and cruises to the island unloading ramp at Nelly Bay. The island trucks go to the mainland to pick up supplies and equipment and then come back later in the day.

Trucks from the mainland required for maintenance work on the island also use the barge.

Spy was lucky enough to take a trip to ‘Maggie’, as it is known, and snap a pic of a barge with trucks on board.

They fit in nicely on the barge and the drivers have an enjoyable cruise.

When off duty they have access to 23 bays with golden sandy beaches and waters which provide some of the best fishing.

It’s a hard life but as one truckie told me, “Somebody has to do it!” $8000 to find a truck A lovely cash prize of $8000 is up for grabs for somebody who can find the location of a miniature Golden Food Truck.

This is all part of a hunting contest by a local Townsville based radio station who has partnered with Reef Recycling to provide the Oxford Scholars.

They hide the truck in a secret location around town and provide on-air cryptic clues about where it is.

But you do have to be quick as the jackpot drops by $1000 every month it goes unfound.

A lot of people are obsessed about finding the truck, including many road transport identities.

One confided in Spy that he was looking for it at a small area outside a building in the CBD and was challenged by a nearby walker.

“Are you looking for cigarette dumpers?” he was asked.

Consistent even if late A Western Star reversing into a tight parking space at a big country roadhouse attracted plenty of attention because of the name on its front and sides.

“Late but consistent,” it was dubbed and people nearby were checking it out and were mesmerised by what it meant.

As one nearby truckie quipped, “I suppose it is better late than never.”

Shaping the future of road freight, together.

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Visit natroad.com.au or call 1800 272 144

* Save up to 9.5 cents per litre discount on Diesel, Premium Diesel and AdBlue using your NatRoad AmpolCard at Ampol NatRoad sites.

Full Ampol terms and conditions can be found at natroad.com.au/ampol.

AmpolCard is subject to the AmpolCard Terms and Conditions, please see ampol.com.au/business/products-and-services/fuel-cards/ampolcard/terms-and-conditions. ^Membership fee is a monthly 1 truck membership. Price of membership is based on truck numbers.

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62 EVENTS

FRIDAY SEPTEMBER 11 2026 BIGRIGS.COM.AU

Save these dates for the best events

FROM country truck shows and charity convoys to major industry conferences, the months ahead are packed with events for truckies, operators and enthusiasts across Australia.

Whether you’re looking to show off your rig, catch up with mates, support a worthy cause or keep up with the latest industry developments, here’s what’s coming up from September to November.

SEPTEMBER Queensland Mack Muster September 12

Mount Archer, QLD

Held at the Archer Falls Airfield, which is located North West of Brisbane between Woodford & Kilcoy, this event is being run by the Woodford Lions Club Inc. Proceeds raised will be donated to Get Yourself Checked and Jackson Hepner Foundation.

Follow Queensland Mack Muster on Facebook.

MegaTrans September 16-17

Melbourne, VIC megatrans.com.au

Returning to the Melbourne Convention and Exhibition Centre, MegaTrans is Australia’s largest integrated conference and exhibition dedicated to the logistics and supply chain industry.

QTA Road Freight Industry Awards September 19 Brisbane, QLD qta.com.au

This prestigious gala event is the highlight of the state’s industry calendar, celebrating excellence, innovation, and dedication across Queensland’s road freight transport sector.

Queensland Heritage Rally October 3-5

itage trucks, tractors and cars, as well as trade stalls. On-site camping is available for exhibitors and stall holders.

Stanthorpe, QLD

The Stanthorpe Historic Vehicle & Machinery Group Inc. is proud to host the 11th Biennial Queensland Heritage Rally at the Stanthorpe Showgrounds.

For more details phone 0418 832 175.

Convoy for Kids Sydney October 25

Hawkesbury Showground, NSW convoyforkids.com.au

Lights on the Hill Memorial October 4 Gatton, QLD lightsonthehill.com.au

Organisers are taking a break from holding the convoy this year, but the annual truckies’ memorial will go ahead as usual at Lake Apex Park from 10am.

Truck parking is by pre-arrangement only, and preference is given to those drivers who have a name going on the wall this year. If you need to book in your truck space, please email lightsonthehill@live.com.au.

Garry McKinlay’s immaculately restored 1987 Ford LTL9000 was a star attraction at last year’s Dane Ballinger event.

Image: Dane Ballinger Memorial Truck Show

local causes. Phone 0400 400 251 for more details.

Boort Truck Show October 10

Camp Quality Convoy Perth October 4

Boort Park, VIC

Perth Motorplex, WA fundraise.campquality.org.au

The Boort Truck Show has quickly become one of Victoria’s standout country trucking events, drawing operators, families and enthusiasts from across Australia. For more information search Boort Truck Show on Facebook call Heath on 0428 202 132, or email heathsaunders@outlook.com.

Camp Quality Convoy Perth moves to a new venue for 2026.

Supporters can cheer on the convoy, as they travel a 50km route through the streets of Perth, followed by a free Family Festival packed with entertainment and experiences catering for the entire family.

Mental Health Awareness event October 10

Braidwood Big Wheels Truck Show October 10

Nobby, QLD

Braidwood, NSW

Rudd’s Pub in Nobby will host the annual Mental Health Awareness day for the transport, rural and civil industries, presented in conjunction with Long Road Events. The day will include a truck Show n Shine,

Run by the Lions Club of Braidwood, Big Wheels brings together vehicle enthusiasts, families and local community to celebrate Australia’s transport heritage while raising funds for

Technical and Maintenance Conference October 13-14

Melbourne Showgrounds, VIC truck.net.au

TMC has nearly 25 years of history and is the biggest event in Australia focusing on heavy vehicle maintenance and technical issues. TMC gives delegates the opportunity to design their own program, with high level technical sessions, compliance forums, and supplier-led product training workshops.

SARTA Conference October 15

Adelaide Convention Centre, SA sartaevents.com

An engaging day of industry insights, networking and discussion with speakers from across the road transport sector.

Your ticket includes morning tea, lunch, and post-conference drinks – the perfect opportunity to stay informed and connect with the industry.

OCTOBER Wauchope Yesteryear Truck and Machinery Club Show October 3-4 Wauchope Showground, NSW nhma.com.au/rally

Free entry for exhibitors who also have exclusive use of camping facilities for a modest charge. Truck exhibitors can call Kirby Maxwell on 0407 594 149 for more information and entry details.

tug of war, auction, raffles, steakburger/sausage sizzle and more.

You can also sponsor Craig Hart to say goodbye to his 10-year-old mullet, that will be cut on the day. Entry is $15.

Heritage Truck Show October 17-18

Beaudesert Showgrounds, QLD heritagetruckassociation. com.au The Illawarra event is the largest truck and motorbike convoy of its kind in the southern hemisphere. Image: Illawarra Convoy

The Heritage Truck Association of Australia will host this event, featuring a wide display of her-

The popular convoy is rolling once again, this time from Sydney Dragway to the Hawkesbury Showground at Clarendon for a family fun day. Arrive by 7.30am to watch the convoy roll in. Taking part means you are helping raise funds for the NETS Ambulance Service and Kidzfix. Marshalling at Sydney Dragway at Ferrers Road Eastern Creek starts from 5am with the convoy kicking off at 7am.

Ulverstone Truck Show October 31

Ulverstone Showgrounds, TAS

Held as part of the Thank You Day Show, the Ulverstone Truck Show runs from 9am until 3pm, raising money for Beyond Blue and New Mornings.

Entry is by donation, and there will be prizes and giveaways throughout the day. For more information, visit the show’s Facebook page.

NOVEMBER NatRoad Connect November 5-6

The Star, Gold Coast, QLD natroad.com.au

NatRoad Connect 26 brings the industry together at The Star to send a clear message: “Success isn’t luck. It’s built on high standards, shared responsibility, and leadership that lifts everyone.”

The event incorporates a twoday conference and gala dinner, where the NatRoad Awards will be presented.

Brisbane Convoy for Kids November 7

Redcliffe Showgrounds, QLD brisbaneconvoyforkids. com.au

The event will once again form a convoy of trucks and support vehicles and travel from Larapinta to the Redcliffe Showgrounds. Once it arrives, the fun begins, with a complete Family Fun Day which includes a wide range of activities and entertainment for all, plus a truck

show with participants competing in a range of categories.

Camp Quality Convoy Newcastle November 8

Maitland Showground, NSW fundraise.campquality.org.au

The convoy starts and finishes at Maitland Showground, where a free family festival will be held, packed with entertainment and experiences for the whole family. There will be food vans, rides, face painting, roving entertainment, live music, fundraising awards ceremonies, and the chance to cheer on the returning convoy and check out all the trucks at the show ‘n’ shine once the convoy returns.

Dane Ballinger Memorial Truck Show November 14 Bathurst Showgrounds, NSW bathursttruckshow.com.au

Returning once again in November, this event brings together truck enthusiasts, families, and the local community to remember Dane Ballinger and celebrate the trucking industry he loved. There will be truck show awards, live music, kids’ activities and more.

Illawarra Convoy November 15

Illawarra, NSW illawarraconvoy.com.au

Billed as the largest truck and motorbike convoy in the southern hemisphere, the event raises funds for individuals and families affected by potentially life-threatening medical conditions, together with charities that work with these people, and local hospitals.

Castlemaine Rotary Truck Show November 28–29 Campbells Creek Recreation Reserve Campbells Creek, VIC rotarycastlemaine.org.au

Saturday kicks off around noon with a Best on Ground trophy up for grabs. Sunday morning starts with a truckie’s brekky, then a parade through town, followed by a day of showing off the trucks. Phone 0418 553 719 for more details.

Have you got an event you’d like included in the next Save the Date? For a free listing, email all the details to editor@bigrigs.com.au.

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PUZZLES 63

BIGRIGS.COM.AU FRIDAY SEPTEMBER 11 2026

GENERAL KNOWLEDGE 2

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What are bondservants known as (6) Who are the commanders-in-chief of navies (8) Name a division of a government department (6) Which island was formerly Van Diemen’s Land (8) To be virtuous, is to be what (6) What do we call people with ginger hair (8) What are formal and ceremonious meals (8) What are senior people (6) To be suave or stylish, is to be what (8) Name a smooth soft fabric (6) What is a substance for sticking things together (8) To be smartly dressed, is to be what (6)

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Furniture item Heehaw Lyric poem Angry Says further Grottoes Efface Diplomacy Corrosion Sovereign Select group Discover Danger Drink Exploit Serpents

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Down: 1 Shiver, 2 Fracas, 4 Rod, 5 Adduce, 6 Yes, 9 Tasted, 10 Eve, 11 Astute, 14 Rutile, 16 Alerts, 17 Trills, 19 Rip, 21 Fad, 22 Nee.

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1 Shake with cold 2 Disorderly fight Fishing pole 4 5 Cite as pertinent 6 Acceptance 9 Sampled 10 First woman 11 Shrewd 14 Titanium dioxide 16 Makes watchful 17 Sings with vibratory effect 19 Tear 21 Passing craze 22 Born

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Down: 2 Laugh, 3 Views, 4 Sauterne, 5 Amos, 6 Arcane, 7 Allied, 12 Akin, 14 Deserved, 15 Ache, 17 Agenda, 18 Quotes, 20 Delve, 21 Reels, 23 Aria.

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