Big Rigs 1 March 2024

SOUTH Australia’s peak trucking body has hit back at a claim by the state’s RSPCA organisation that transport operators are not “recognising their duty of care” towards animal welfare.

In a recent news release picked up by many of the mainstream media, RSPCA SA said it was alarmed at the number of farm animals being injured or killed in truck rollovers and other accidents.

But South Australia Road Transport Association (SARTA) executive director Steve Shearer vehemently refutes the claim by RSPCA SA chief inspector Andrew Baker that there is an urgent need for employers to review their training of livestock truck drivers.

“It’s disappointing and insulting to the thousands of livestock transport drivers that the RSPCA suggests that the welfare of the animals is not the top priority when it is,” Shearer said.

“It’s in the interests of the livestock transporters to ensure that livestock is delivered in good condition, because their business survival depends on it.”

RSPCA SA noted that there have been ve serious accidents involving livestock trucks on state roads in the past six months, resulting in thousands of cattle, sheep and chickens being either killed or injured so badly that they have had to be euthanased.

e truck drivers in three of these accidents are now facing charges, while police investigations continue into one of the other two accidents, both of which happened last month.

Shearer concedes that any incident that harms livestock is regrettable and the industry and drivers are focused on avoiding them at all costs.

But when you factor in the volumes of livestock being transported – 50,000-plus movements in that six-month period – he said it shows the industry is in fact doing an “excellent job.”

“Drivers of livestock transport trucks drive di erently from other truck drivers, speci cally to avoid rollovers and they even brake more gently to minimise discomfort to the animals,” Shearer added.

“Unfortunately, sometimes, a few other road users

do things in front of a truck that forces the truck driver to brake harder than they normally would with livestock on board.”

Shearer also pointed out to mainstream media that the industry works under a number of strict and e ective standards and accreditation programs that are focussed on ensuring appropriate animal welfare, namely the national Animal Welfare Standards and the Trucksafe Animal Welfare Accreditation Standards.

He added that the industry has invested in a $500,000 driver training simulator which is progressively being rolled out with speci c simulations.

“We are working with the livestock transporters on this.”

Australian Livestock and Rural Transporters’ Association executive director Rachel Smith said the health and welfare of livestock being transported was front and centre for all transporters.

“ALRTA works closely with

RSPCA Australia and Animal Angels when developing policy and programs directed at animal welfare,” Smith said.

“Control measures include ensuring animals are t to load, use of ramps that adhere to strict standards and loading density guides.

“ALRTA is working with TruckSafe, NTI and MLA to develop a new livestock module, TruckCare, to ensure carriers meet accreditation requirements ensuring the safe transportation of livestock.”

SARTA reminded the mainstream media that the industry works under a number of strict and effective standards. Image: Willi Wilhelm/adobe.stock.com

Pollies put on notice to deliver

LONG-SERVING truckies’ lobbyist Rod Hannifey had a quick re retort to the NSW parliamentary inquiry report into the pressures that drivers are under in the state.

While pleased to see that the recommendations and ndings in the recently released 88-page wrap-up aligned with his committee submission, he said the next steps from the state government are what really count.

“ ey’ve got three months to respond [the government], therefore we’ve got three months to watch and badger and say, ‘What are you going to do?’,” said Hannifey, the immediate past president of the National Road Freighters Association (NRFA).

“I’m hoping that within that time we’ll put enough weight on them to say you’ve now done this, we want you to act on the recommendations, not just sit on them and do nothing.

“I’m putting them on notice that I’ll be expecting them to act, and I’ll certainly be putting pressure on them to do so.”

Sparked by the spate of

over-height incidents in the Sydney tunnel network last year, Hannifey said the resulting inquiry was a win for the industry because it highlighted several key issues impacting drivers and industry around Australia.

ey included an o cial acknowledgement of a drastic shortfall of rest areas and an urgent need to put the registered training organisations under the microscope and tighten driver training standards.

He also welcomed the recommendation that the state government endorse the introduction of a competency-based driver training program for new heavy vehicle drivers, an issue that was highlighted by Professor Kim Hassall at the recent NRFA conference.

Road Freight NSW CEO Simon O’Hara said it’s terri c to see the inquiry listening to what his members have had to say for some time about rest areas.

“Our view is that the time is now to get on and construct new rest areas around Greater Sydney and the Syd-

ney basin,” O’Hara said.

“We see this [the report] as validation for not only Road Freight NSW’s position, but also for truckies.

“Truckies have long said there aren’t enough rest areas, and they’re right because there are no rest areas, particularly around metropolitan Sydney.

“Unless you count Pheasants Nest and the twin servos [at Wyong], beyond that you’ve got almost nothing. It’s time that we got on and we built a rest area in western Sydney so that truckies have a place to rest.”

O’Hara said it was also pleasing to see in the report another element that RFNSW lobbied for – rest areas that are “ t for purpose”, and that includes female drivers.

“We need to say with hand on heart to new recruits, particularly women, that they will a rest area when they do those long journeys.

“We can’t say to female truckies on one hand we want you in the industry, then they do long haul and nd there are no rest areas in Sydney. It’s just not good enough.”

O’Hara also reiterated the point that it’s a two-way street when it comes to safe roads and supplying goods on shelves: in order for the community to have both of those elements, there needs to be more investment in rest areas.

“From our perspective this is about making sure that two-way street actually works, that our elected representatives get on and push for

these rest areas to be built to ensure truckies can rest when they need to.

“It’s particularly pleasing as well that they’ve picked up on our views about grey nomads, that the time has well and truly come for grey nomads to stop using valuable real estate that truckies need to rest.

“What we’d like to see as well is that when these rest areas are built that grey nomads are excluded from using those rest areas.”

O’Hara said he’d now like to see local councils and the state government tap into new federal funding for rest areas, and called for the NSW government to match federal funding.

“ ere’s money there and we need to get on and do it.”

NatRoad, which also appeared before the committee, pushing for more, better equipped rest areas in the Sydney region, also said it was “happy” its messages had got through.

CEO Warren Clark was also pleased to see the committee call on the state government to support the introduction of competency-based driver training programs for new heavy vehicle drivers.

“It’s not good enough that someone moves up the licence ladder on the basis of how long they’ve held a qualication,” Clark said.

• For the full list of report recommendations and ndings, visit bigrigs.com. au and search for ‘Pollies put on notice to deliver’.

Rest areas for truckies in the Greater Sydney region are few and far between. Image: TfNSW

Older NSW drivers get raw deal, says truckie

BY KAYLA WALSH

A 74-YEAR-OLD interstate truckie has complained about the lack of consistency between the states in Australia when it comes to assessing tness to drive a truck as you get older.

Norman Regan has been a truck driver for over four decades, but now that he’s over 70 – and because he has an address in NSW – he must take an MC driving test every year.

e rules are not the same in the other states that Regan drives through on his

bi-monthly runs from Sydney to Darwin, and he’s frustrated. “As far as I’m concerned, they’re discriminating against NSW MC drivers,” he told Big Rigs.

“If I was living in Queensland or the Northern Territory, I wouldn’t have to worry about this.

“Why are all the states not the same?”

Regan had to fork out $800 of his own money to hire a truck and trailer for his most recent driving test in mid-February, as well as taking time o work.

“ is is the fth time I’ve had to take this driving test since I turned 70, and every time I ask the examiner ‘Why do I have to do this?’

“ ey always say ‘We just want to see if you can still drive.’

“But I am still driving fulltime with no issues! Shouldn’t that be enough proof?”

e truckie, who currently transports gas for Toll Group, said he has tried to complain to the relevant authorities but it has come to nothing.

“I contacted Transport for NSW and they just pass the buck.

“ ey send you here and there and you sit on the phone for ages.

“Some of the sta will tell me privately that they agree with me, but that there’s nothing they can do about it.

“ ere must be something they can do about it!”

Regan has no issues with taking a medical test and did his latest one before Christmas.

“I had a cataract, so I had to get that treated, but there were no other issues. I’m a safe driver.

“In some other states, you only have to do a driving test after the age of 85. I’d be ne with that.”

If Regan downgraded to a HC licence, he would only have to take a driving test every year once he turned 80 – but this would mean him losing his job, which requires an MC licence.

He said it can be hard nding work as an older driver, so he doesn’t want to take that risk.

“When you go for a truck driving job with some places and you’re on in years, they don’t want to take you on because they think you’re an insurance risk,” he said.

“ ey won’t say it to your face, but they’ll tell you ‘Oh, we’re full. We’ll take your name and get back to you.’ But they don’t.

“ e company I work for now, they don’t discriminate.

ey don’t care what age I am as long as I can do the job.”

He said the strict rules in NSW are pushing experienced drivers o the roads.

“ is is putting people out of work because I know some experienced drivers don’t want to go down there every year

and be talked down to.

“I’ve always thought that if I wanted to retire from driving full-time, I could get a job doing one or two trips a month to subsidise my pension.

“But if I want to do that, I’d still have to pay to do this test every year.

“ ey say they are crying out for truck drivers, but they are pushing good drivers o the roads.”

Truckies’ advocate Rod Hannifey has been lobbying for change on this issue in NSW for many years.

He believes it’s unreasonable to expect an experienced truckie to jump through so many costly hoops, particularly in light of the dwindling pool of drivers.

“It’s just another thing to make it more di cult than it

needs to be when we are struggling for drivers,” Hannifey said. “We’re saying as soon as they turn over one day, suddenly they’re not competent?

“Maybe there needs to be a little bit of context so if a bloke can’t show them a logbook that hasn’t been lled out in the last six months, maybe he needs to be tested because he’s not a current driver.

“If he can go in there and show them that the logbook has been lled out every day for the last six months and he’s still working full-time on the road.”

Road Freight NSW CEO Simon O’Hara said that given the shortfall of drivers in the state, and right around Australia, the state government needs to examine the “risk and reward” for the industry in making it “too strenuous” for those over

RFNSW CEO Simon O’Hara said drivers between the ages of 49-75 usually have the greatest experience and skill levels.

For transporting dangerous goods, medical assessments are required on initial application and then every five years for NSW, Vic, ACT and WA. Image: Gilles Paire/adobe.stock.com

70 to maintain a heavy vehicle licence.

“What we have found is that the generations between the ages of 49 and 75 have the greatest experience and skill levels, and a lot of the time put new drivers in the shade in terms of how well and safely they manage vehicles,” O’Hara said.

“So, what we don’t want to see is a penalisation of experience, particularly if it relates to an approach that is ageist.”

When contacted by Big Rigs, a spokesperson for Transport for NSW said they cannot comment on individual cases.

However, they said they have a statutory obligation to ensure all licence holders are medically t and competent to hold a driver licence.

“In NSW, anti-discrimination legislation recognises the importance of assessing driver competency and supports the need for testing for older licence holders, which may vary based on the type of licence held.

“Driving a heavy vehicle, particularly a multi-combination, requires a high level of physical and mental skill, and due to their size heavy vehicles have a greater potential to cause signi cant road trauma.

“ e licensing laws, policies, and procedures recognise the increased risk associated with driving heavy vehicles and result in the di erent medical standards, BAC limits, medical assessments, and driving assessments for operators of these vehicles.”

STATE MEDICAL REQUIREMENTS

NSW MC drivers are required to undergo annual medical assessments from a e

Annual medical assessments are required for all licence classes from the a e of

VICYou must be “medically safe to drive” and notify VicRoads if you have (or develop) a medical condition or isa i it that co a ect o r ri in

QLD ri ers a e an o er st ha e a e ica assess ent e er ear

ACT Heavy vehicle drivers (class MR and above) must get a medical assessment at a e ears an ann a thereafter

SA Vision test annually for heavy vehicle ri ers fro ears of a e or ith prescri e e ica e a inations

MC drivers operating south of Port Augusta: medical assessment every 3 years up to 49 years of age, then ann a

WA Heavy vehicle drivers must undergo a e ica e a ann a fro ears of age, unless a medical condition re ires an ear ier assess ent

NT n hen a con ition is reporte a hea th professiona or ri er

TAS No prescribed age but may occur if a medical condition or concern is ec are or reporte

DRIVING TEST REQUIREMENTS

MC drivers are required to take ann a ri in tests fro a e For LR, MR, HR and HC licences, o nee to ta e a ri in test e er ear fro the a e of

No prescribed age-related test, unless concern ec are or reporte

No prescri e a e re ate test

No prescribed a e re ate test

Heavy vehicle drivers must take a ri in test ann a fro a e

Driver, 86, made to do push-ups

THREE veteran truck drivers have differing stories about tests they are required to take to keep their truck licences when aged between 60 and 90.

South Australian Donald James Holliday is aged 86 and last year had to do a stringent medical test before a doctor so he could keep his.

“I got put through a lot of tests such as on my eyesight, and other things including being asked to do 20 pushups,” Holliday said. “I managed to do five and the doctor said that was enough. It is fair enough for the safety aspect and I now have my semi-licence until 2026.”

Deniliquin-based operator Ted Markwort, 63, drives a trusty 2007 Western Star around Australia: “In NSW I have to do a test every 12

months and it is all about safety on the roads. I am fit and pass it,” Markwort said.

Laurie Seery is aged 72 and has been a driver for 54 years and said he didn’t need to do a test in the NT.

“I haven’t had to do a test in the NT but are required to do a fatigue management test when in WA,” Seery said.

Seery drives a 1998 Acco International and is well known around the country including in Queensland where he is based at Charters Towers.

“That bloke you told me about who had to do pushups I feel sorry for. Most blokes you see in the street couldn’t do that,” he said.

All three drivers agreed that the medical tests were in the interests of safety on the highways and byways.

Heavy vehicle drivers require a road test at ears of a e then ann a unless a medical condition requires an ear ier assess ent

Only if recommended by a health professiona

No prescri e a e re ate test

Note: For transporting dangerous goods, medical assessments are required on initial application and then e er ears for N V an an re ire e ica assess ents on initia app ication an then e er ears re ires e ica assess ent on initia app ication an then e er icence rene a perio

DEALERS ISRI SEATS

SYDNEY

510 Victoria Street, Wetherill Park NSW 2164

Ph. 02 9756 6199, email: isri@isri.com.au, www.isri.com.au

BRISBANE

3/120 Gardens Drive, Willawong QLD 4110

Ph. 07 3275 2044, email: sales@isribrisbane.com.au, www.isribrisbane.com.au

MELBOURNE

Unit 1/569 Somerville Rd, Sunshine West VIC, 3020

Ph. 03 9311 5544, email: sales@isrisunshine.com.au, www.isri.com.au

MACKAY ,

Ph. 07 4952 1844, email: admin@isrimky.com.au, www.isriseatsmackay.com.au

PERTH R , WA 6106

Ph. 08 9362 6800, email: info@mmtisri.com.au, www.mmtisri.com.au

DARWIN

Mobile Sales and Service

Ph. 08 8927 0986, email: info@isridarwin.com.au, www.isridarwin.com.au

ADELAIDE

TAMDELE, 21 Hakkinen Road, Wingfield SA 5013

Ph. 08 8347 1222, email: sales@gitsham.com.au, www.gitsham.com.au

NEWCASTLE/HUNTER VALLEY

Unit 2/13 Hinkler Ave, Rutherford NSW 2320

Ph 02 4932 0600, email: sales@hvss.com.au www.isri.com.au

Veteran 72-year-old old owner-operator Laurie Seery. Story and image: Alf Wilson

NHVR announces Qld takeover day

HEAVY vehicle regulatory services, including compliance and enforcement duties, will transition from Queensland Department of Transport and Main Roads (TMR) to the National Heavy Vehicle Regulator (NHVR) on April 20.

e state is the last of the jurisdictions using the Heavy Vehicle National Law (HVNL) to make the switch.

NHVR CEO Sal Petroccitto said the transition of services in Queensland will be a signi cant achievement and will result in safer and more consistent regulation of heavy vehicle movements across Australia.

“I am thrilled we are a step closer to achieving our aim, of having a consistent approach to compliance and enforcement from the roadside to interventions, borderless operations and delivering timely, national responses to critical compliance issues,” Petroccitto said.

“ e transition will result in a more streamlined approach to how heavy vehicles are regulated across Australia, a journey that will have taken the NHVR almost 10 years to achieve.”

On-road compliance, investigations, prosecutions and

programmed heavy vehicle inspections will be some of the services currently provided by TMR to transfer to the NHVR next month, Petroccitto said.

On transition, the northern region will be created within NHVR’s operations division and will join central and southern regions in leading on-road operational service delivery.

“ is exciting milestone will see 165 roles added to the NHVR as part of our northern region, many of which will transfer across from TMR,” Petroccitto said.

From April, truckies can expect to see the NHVR’s safety and compliance o cers work-

ing roadside across Queensland, including in the far north and western areas of the state.

TMR spokesperson Joanna Robinson said the transition ends a 10-year journey for the NHVR and will nally deliver a nationally consistent approach to regulating the industry.

“TMR has been working closely with the NHVR, to ensure a seamless transition for all sta and customers,” she said.

“We are currently advising our team that heavy vehicle regulatory services and those sta who have chosen to transfer, will o cially transition to the NHVR on April 20.

“TMR will continue to be

directly responsible for delivering regulatory and compliance programs for several important services, including road manager functions.”

e NHVR was established in 2013 as a statutory authority to administer the HVNL. It applies in all states and territories except the NT and WA.

Queensland is the sixth Australian jurisdiction – after South Australia, Tasmania, the ACT, Victoria, and New South Wales – where the NHVR will be directly delivering heavy vehicle regulatory services.

WA and NT – which have snubbed the HVNL since its inception – said they haven’t been impressed enough with the proposed law changes to join the eastern states. “ e changes in the HVNL are still focussed on the freight task on the east coast and not signi cant enough for WA to change its position,” a Main Roads WA spokesperson said in a statement. Added Louise Bilato, executive o cer of the NT Road Transport Association: “What we’ve got works, so what’s the incentive for the NT to join the HVNL? What is the bene t for us? ere is none.”

Construction goes under spotlight

THE NHVR is targeting the construction industry in a nationwide blitz, focusing on mechanical safety and compliance with mass, dimension and loading requirements.

The regulator’s chief operations officer Paul Salvati said the on-road operation will run for four weeks across each of the NHVR jurisdictions.

“Throughout the operation, we will prioritise education in the first instance to ensure operators and drivers have a clear understanding of the risks associated with non-compliance during heavy vehicle transport activities in the construction industry, and know how to manage them,” he said.

“Drivers and operators should always be practicing safe behaviours, such as implementing a daily check list to ensure the mechanical safety of vehicles, or utilising measuring devices, such as tape measures or height sticks, to confirm the vehicle and its load are within allowable dimensions.

“Managing safety risks can help prevent injuries and fatalities, avoid financial loss for the business, evade legal sanctions, enhance business reputation, and create a culture where informed safety decisions are made.”

The NHVR also ran a construction-focused operation last year, from March 1 to April 15, during which they

inspected more than 1200 vehicles.

Salvati said there were “encouraging signs of compliance” but the regulators’ work is far from over.

“Overall, 56.4 per cent of heavy construction vehicles were compliant across all HVNL categories, with especially high compliance across mass and loading,” he said.

“However, the results in the mechanical compliance category were indicative of the work we still have to do.

“Of the defective components identified, the most serious were in brakes, body and chassis, while others were found in lights and reflectors.”

The NHVR is urging all operators and drivers working in the construction industry to keep safety front of mind.

“Heavy vehicle hazards in the construction industry traditionally include loads not being properly restrained, vehicles exceeding mass or dimension limits and of course, the mechanical safety of vehicles, especially heavy rigid truck, and trailer combinations.

“These may seem like standard risks, but they are amplified – especially on a construction site – by time pressures, constant loading and unloading, and the frequency of travel alongside other motorists on major roads and thoroughfares.”

From April 20, truckies can expect to see NHVR safety and compliance officers roadside across Queensland. Image: NHVR

Finalists for top 2024 prize

IT’S that time of year again – the announcement of the nalists for Truck of the Year Australasia.

e nal line-up was selected by renowned trucking journalist Tim Giles, editor of Big Rigs’ sister publication PowerTorque, and Dave McCoid, NZ Trucking magazine editor.

Giles and McCoid are also on the jury of ve tasked with picking the winner to be crowned at the New Zealand Trucking Association and National Road Carriers, Transport Maintenance and Safety event in Christchurch on March 13, 2024.

e main criterion for nomination is a truck’s contribution to the standards of safety and e ciency of trans-

port of goods by road in Australasia.

Any truck which has a gross vehicle mass 4.5 tonnes or above is eligible. e truck must contain considerable technological improvements. A minor facelift, for example, does not make a truck eligible, say judges.

To be considered for the title, trucks must have also been released before December 31, 2023.

e three nalists (with judging notes) for 2024 are:

Western Star X-Series

“After a long period where its truck o ering remained relatively static, the Western Star brand launched a completely new range of trucks bringing all of the latest technologies

to its truck o ering. e new X-Series represents a radical transformation for a traditionally conservative truck brand.

“ e range change meant a complete redesign from the ground up and a complete renewal of all of the models on o er from Western Star. By moving across to the Daimler North America chassis and a state of the art, electronic system, the trucks are able to o er all of the latest safety systems as well introducing the most up-to-date Detroit engines into Australasia.

“ e introduction transformed the trucks available from Western Star from a past based on long held traditions, to a set of trucks which could match rivals for technical sophistication and e ciency

while still retaining the style and feel of the Western Star models which came before.”

Volvo Electric heavy-duty range

“In an industry where the diesel engine was king, we now have a set of alternative power systems vying to take us into the future. e electric truck is going to be the rst alternative to make an impact, and this has already happened with the heavy-duty models from Volvo winning the International Truck of the Year gong in Lyon, France, last November.

“ is truck is clearly an interim solution for the Swedish brand, but it is an e ective one which works well and is part of the rst wave of Volvo heavy duty electric trucks

to arrive on the Australasian truck markets.

“We can expect alternative fuel trucks to become more important in our truck markets, and therefore, appear more in the ToYA consideration, year-on-year. e market is changing, slowly but surely and this award will also be changing, as the emphasis shifts away from fossil fuels towards all of the zero carbon solutions which keep popping up around the world.”

Scania Super

“At the same time as zero carbon trucks are appearing, a truck maker like Scania is driving down fuel consumption on its conventionally powered o ering, with the Super brand making a reappearance in the

range and a whole new driveline appearing in the Swedish truck maker’s o ering.

“ e 75kg reduction of in the engine weight is complemented by the move to a basic crash box transmission which means the simplifying of the Automated Manual Transmission (AMT) design, so now it’s also 75kg lighter on the 460R.

e higher-rated AMT tted to the 560hp 13-litre engine, and also to the higher horsepower V8 engines from Scania, is 60kg lighter than the previous transmission.

“ e re-engineering of the driveline is a major coup for the brand and the results are a substantial improvement in fuel consumption numbers and a much quieter driving experience.”

The Western Star X-Series. Image: Penske Australia

Volvo heavy-duty electric series. Image: Volvo Australia Scania Super. Image: Scania Australia

Let’s hope they listen

EDITOR JAMES GRAHAM

YEARS of unfulfilled promises from those in power have moulded us into a cynical lot.

That’s why it’s hard to get too excited by the recommendations in the parliamentary inquiry into the pressures that truckies are under in NSW. We’ve known about all these issues for years, but nothing has ever been done.

So, yet more ‘shiny bums’, far removed from what you do on a daily basis, have tabled the points and concerns of industry in an 88-page report, but will something finally be done? Excuse me if I’m not doing cartwheels about this. Let’s not forget how all this sudden interest in your welfare started after all: a handful of tunnel strikes holding up voters on their daily commutes.

Suddenly state politicians are concerned about truckies’ welfare? You and I know the price for safer roads and food on shelves is more investment in rest areas. But until that first sod is turned, a well-meaning report counts for little.

A unique tribute to truckie step-father

BY DANIELLE GULLACI

A FORMER truckie who now runs his own successful truck customisation business wanted to do something special in honour of his late step-father, so he came up with a unique idea.

“My step-father was a truckie. He did everything

and anything to do with trucks. He was an owner operator and used to drive trucks for everyone,” recalled Mick Lake.

“I used to go with him in the truck from when I was about 10 years old so I grew up in them too. He also started teaching me to drive when I was about 10 too.”

Robert Stephan Reade –better known as Bob – passed away on September 3, 2022, at the age of 75. ough he had retired from the game about 10 years prior, he had always loved his trucks.

Reade started his career as a diesel mechanic in Lismore. “He moved from state to state as a young fella, then when he moved to Brisbane, he started driving trucks.

“He loved the freedom of it all,” added Lake. “His driving career was mainly based in Brisbane, travelling to Melbourne, doing express work and carrying produce to the markets.

“But he had a bad truck crash about 20 years ago, after hitting a bull. It was years before he could get back in the truck.”

roughout his career though, there was one particular truck that held a very special place in Reade’s heart – it was a 1986 W model Kenworth, which he owned until about 1990.

at gave Lake an idea, to create a new headstone for his step-father based on his favourite truck.

Lake has run his business Truckin Stainless, from Meadowbrook, Queensland, since 2006.

“We do anything and everything, from sun visors to exhausts, to custom interiors, and all sorts of refurbs. I’ve restored a few of my own trucks too,” he said.

“In the beginning, I was still driving every night and then doing this all day. en I got a couple of big jobs for Kenworths, so I decided to give up on the driving and do this full time. I wanted a change. It’s just me and another bloke here.

“We do all stainless steel work for trucks and bling them up. It’s all custom work, so I thought we’d make something up for Bob too.”

e Kenworth W model themed headstone took Lake just two days to create and was put up at the cemetery in January this year.

“All the lights on it are working, so you can see it from the highway at night. It’s at the Maryvale Cemetery, which is near Cunninghams Gap,” explained Lake.

ough Lake now spends less time behind the wheel, he admits he’s still very truckmad. “It’s just from being in them from such a young age I think. I couldn’t get away from them,” he said.

Lake still owns several trucks, all of which he’s rebuilt from the ground up.

“I’ve got four trucks of my own. ey’re all show trucks. I try to get around the show

circuit in Brisbane. We have a yellow 1972 White 4000, a 1986 International Atkinson, a 1964 Kenworth Seattle W model and a Kenworth T600. And then my brother has a yellow Kenworth SAR.” at Kenworth SAR, named ‘Heartbreaker’, was used for Reade’s nal sendo , carrying his co n from Warwick to Maryville for the funeral, followed by another two trucks.

Since sharing a photo of the tribute he created for his step-father, Lake has had an incredible response – with the post garnering over 100,000 likes on his Facebook page. “We now have about 20 orders from people in the United States who want one for their loved ones,” he said.

POWERS AUSSIE

The truck themed headstone created by his step son.

Robert Stephan Reade was a passionate truck driver throughout his working life. Images: Mick Lake

Reade in his younger days.

Truckie’s second shot at life

BY KAYLA WALSH

A TRUCKIE based in Bathurst, NSW has told how he’s nally back on the road after open-heart surgery –and grateful to be alive.

“I feel like I’ve been given a second chance at life,” 50-year-old Keven Mitchell told Big Rigs.

“I thought I’d never be able to work in the trucking industry again, but now I’m back and I have a great career.”

Ten years ago, doctors discovered that Mitchell had a genetic defect in his heart, but medical technology wasn’t yet advanced enough for the surgery he needed.

e interstate truckie, who is also a type 2 diabetic, was told to keep his weight down and pay close attention to his diet while he played the waiting game.

In September 2023 – two heart attacks later – he wasnally able to have open-heart surgery.

Mitchell was partly relieved, partly terri ed, and admitted he frightened himself even more by reading everything he could nd about the risks involved.

“I hadn’t realised, but they actually stop your lungs and

your heart to do the surgery,” he said.

“ ankfully my surgeon put my nerves at ease.

“I asked him point blank how many people he had lost during operations like mine, and he said he’d done 196 surgeries so far and never lost a patient.”

His physical recovery post-surgery was an uphill battle, and he was told not to exert himself for 12 weeks.

“Coughing or sneezing felt like I had just been punched by the Hulk,” he shared.

“When they open your

heart to pull it out to do the repair, everything gets stretched and it’s a massive undertaking to recover from that.

“Even now, every so often I’ll get a pain in my shoulder, and it reminds me of what I’ve been through!”

Around 75 per cent of people experience “cardiac blues” after a heart event, with symptoms including sadness and anxiety.

Mitchell was no exception, and said the depression that often accompanies serious heart issues is something that’s

Trucking community rallies behind brave young dad

BY DANIELLE GULLACI

UP until just earlier this year, all seemed well for this hard-working young father of two – but then he received a heartbreaking diagnosis.

Based in Kurri Kurri in NSW’s Hunter Valley, Mitchell Fuller, 31, hadn’t worked in the trucking industry but his family had owned a transport business specialising in oversize, so he’s been around trucks his entire life.

While his day job was working full time as a car detailer from Monday to Friday, he’d spend each Sunday washing and detailing trucks for the many truck drivers he knew.

“Mitchell is young and fit. He’d spend his Sundays climbing in and out of trucks all day,” said his mother Marnie Alchin.

Just a month ago, he and his wife Loren Fuller took their two girls Aria (6) and Ayla (4) on their first trip to the Gold Coast, completely unaware of what was about to unfold.

“He went to the doctor about a headache. They told him to just take some Panadol. Then it just hit him,” Alchin explained.

On Sunday, January 28, a severe migraine saw Mitchell admitted to Maitland Hospital, where he underwent a CT scan. He was then transferred to the John Hunter Hospital where he underwent an MRI, which revealed his family’s worst fears.

Doctors found a 6cm tumour on the cognitive side of his brain, which controls his speech. He was diagnosed with an aggressive form of brain cancer.

“They said even if he had an MRI two weeks prior, it probably wouldn’t have shown up – it’s so aggressive. I want to get the message out there that if you do get a migraine, just go and get it checked,” added Alchin.

“He was a young and fit man who worked six days a week while juggling family life with it too.”

Mitchell recently underwent an operation to remove as much of the tumour as possible, though surgeons advised they weren’t able to remove it in full – so there is a high likelihood that it will return, resulting in the need for further surgeries.

“What he has is a very rare form. After the surgery, there will be a recovery period before he begins eight weeks of radiation and six weeks of chemotherapy,” explained Alchin.

“As a mum, I am absolutely terrified.”

With Mitchell being the sole provider for his family and now unable to work, a GoFundMe page was set up by his sister Jessica Deacon, to help ease the financial pressure as he continues his treatment.

The page has so far raised over $7000 of the $20,000 fundraising goal. To donate, please visit gofundme. com/f/supporting-mitchells-brain-cancer-journey.

Alchin added that a fundraising event is also being planned, set to be held in Newcastle, with the date and venue to be confirmed. Family and friends are currently looking for donations, which can be auctioned off on the night.

not talked about enough.

“You really ght the black dog to get past it,” he said.

“ ere’s a lot of support there for your physical recovery, but not for your mental recovery.”

Bored and feeling down, Mitchell jumped back into work as soon as his doctor gave him a green light in November 2023.

“I rang my boss straight away, I climbed in a truck... and I tore what they call the ‘growth plate’, which was helping my chest knit back together.

“I went back too early. I know I had the go-ahead from my doctor, but I also felt like my ego got involved.

“In the trucking industry, there’s this idea of ‘We can do anything’, and if you get to a point where you’re struggling to get into the truck, you’re made to feel obsolete.”

Lesson learned, Mitchell forced himself to rest and recover for another two months.

“It was hard watching all my friends on social media, getting out there and driving!” he said.

“I wanted to be out there

doing it myself. But I forced myself to wait.”

He found a new job with industrial electrical contractors PHE in January, towing machinery to mines all around Australia, and he’s delighted to be back in a truck.

“It’s a great job and a great opportunity to explore Australia,” he said.

“I’m absolutely loving it.”

Mitchell urges other truckies to take care of their health as much as possible.

“Heart issues and diabetes are rampant in this industry,” he said.

“I know it’s hard to have a healthy lifestyle on the highway, but I would really encourage other truckies to keep an eye on their diet and exercise and get regular check-ups at the doctor.”

He said he’s lucky that his wife and his mother prepare healthy dinners for when he’s on the road, and he incorporates exercise into his day whenever he can.

“When I have a meal break, I will go for a walk for 15 minutes while my dinner is in the oven,” he added.

“You have to remember that your heart is like the engine of a truck. If it’s not running right, you’re not running right.”

Helping hand for truckies

BY KAYLA WALSH

A Queensland hotel is looking out for struggling truckies with a new “pay it forward” initiative.

Priscilla Meli, who owns the Oasis Exchange Hotel Torrens Creek on the Flinders Highway, now o ers guests and diners the opportunity to purchase a meal for a truckie as a gesture of kindness.

Meli told Big Rigs that she wanted to provide a way for people to say thank you to the drivers who keep our country going.

“We’ve had drivers tell us they are doing it tough,” she said.

“One driver I was speaking to recently said he has a budget of $200 to go from Townsville to Perth and back.

“Inspired by an idea I saw on social media, we made a ‘pay it forward’ board so that any driver a bit pinched for cash can get a beer and a good feed.”

Anyone who would like to buy a meal or a drink for a truckie can pay for it at the till. e docket is then stuck to a board, where any drivers

who are short of cash that week can grab it and hand it in at the bar.

“Drivers will be fed and watered and then when they are in a better spot, they can pay it forward and throw something on the board for someone else,” Meli added.

e hotel proprietor has only been running the initiative for a week, and already has two rump steaks, two beers, chicken nuggets and a large chips and gravy on the board.

“Not bad for a week when

both sides of the highway have been closed due to weather!” she added.

“ ey’ve all been paid for by kind people wanting to say thanks to our truckies and make their lives a bit easier.”

e Oasis Hotel, which boasts a restaurant, cafe, pub, motel and caravan park as well as hotel rooms, is already known for being truckie-friendly.

ey o er truckies 10% o pub meals, free tea and co ee, and free showers open 24/7.

Keven Mitchell has a new job driving for PHE and is “loving” being back on the highway. Images: Keven Mitchell

Mitchell Fuller with his daughters Ayla and Aria. Image: Marnie Alchin.

There are already quite a few dockets on the board.

Mitchell is really enjoying his work with PHE, towing machinery to mines all around Australia.

The Oasis Exchange Hotel is known for being truckie-friendly. Images: Priscilla Meli

Truckies’ annual summit turns into big celebration

It’s the only event of its kind organised by truckies, for truckies, so naturally Big Rigs went along to report back on all the issues that could impact you.

BY GRAHAM HARSANT

THE National Road Freighters Association (NRFA) came together on February 10 for their annual conference, this year held at Shepparton, Victoria, and the timing could not have been better, given the Closing Loopholes Bill was passed just a couple of days prior.

e NRFA has been leading the charge in putting forward submissions to the powersthat-be. Outgoing president, Rod Hannifey, successor, Glyn Castanelli, board members, including Gordon Mackinlay and Julie Downey have been at the forefront of the NRFA’s ght for change.

“Since we fought against the RSRT, we have been lobbying for change,” Mackinlay said.

“We knew that it was going to have to be a whole-of-industry approach – and that meant putting aside egos, joining forces with other industry bodies and fostering relationships with, what some may have considered strange bedfellows, such as the TWU.

“It is of paramount importance to note that Closing Loopholes is NOT a return of the RSRT. Parties who originally promoted that concept came to realise how awed that legislation was, and worked with the industry to get the result in Canberra that we’ve been ghting for, for so long.”

“It’s the beginning of what we believe will be momentous change for the industry as a whole,” added Castanelli. “Particularly the small operator, many of whom the NFRA represent. ere’s much work still to do, but this organisation has ridden the bumps since the RSRT and its overturning.

“We’ll continue to represent our members and the wider industry to see the Closing Loop-

holes Bill passed into law. And we’ll work with whomever’s interests align with ours.”

e conference’s importance – and by inference the NRFA’s standing - was re ected by the presence of politicians of varying persuasions.

WA Labor Senator, Glenn Sterle who has championed the Bill in Parliament attended, along with e National’s Senator, Brigitte McKenzie (who somewhat curiously iterated her party’s opposition to the bill) and local Nat, Sam Birrell who was more circumspect and positive in his speech.

NSW Minister for Regional Transport and Roads, Jenny Aitchison attended and Tony Burke MP and Senator Carol Brown delivered recorded messages.

In response to Brigitte McKenzie’s comments, NRFA board member and MC for the evening, Craig Forsyth iterated what many in the room no doubt felt, when he said: “I would like to address both sides of government. Our (the transport industry) plight has gone through many terms of many di erent governments.

e state of the roads, the state of our industry has been handballed from one term of gov-

ernment to another.

“I hope in the future that we can actually work together in a bipartisan way so that we can advance the cause for all parties. e in ghting in the political realm of this industry doesn’t do anyone any good - from the consumer to the drivers.”

While there were a number of presentations throughout the day, questions from the oor, particularly during the panel sessions, inevitably revolved around the Canberra events and it was evident that some in the room – mindful of the RSRT debacle – held reservations regarding the Closing Loopholes Bill.

It was also evident that industry representatives including Peter Anderson (VTA CEO/secretary-treasurer ARTIO), Gary Mahon (QTA/ ARTIO) and Michelle Harwood (TTA/ARTIO) were united in their response that the bill was a major step forward for the betterment of the transport industry as a whole.

Professor Kim Hassall is the national chair of e Chartered Institute of Logistics and Transport (CILT) and spoke at length of the body’s three year investigation and report into the National Heavy Vehicle Driver Competency Framework, which called for massive change in licensing and training of heavy vehicle drivers –some of which were accepted while others were vetoed by stakeholders.

Topics covered included discontinuing the jump from an HR straight to an MC licence, and conversations surrounding licencing beyond MC. Grouping a 19 metre B-double and a 60-metre, 200 tonne, quad road train under the same licence quali cation is clearly not ideal, said Prof. Hassall.

CILT has proposed radical changes to driver training in terms of the learning experience and framework. irty hours of driver training with a review undertaken bi-annually to gain an MC licence was one example pro ered.

A 2.5-hour online hazard perception test, online regulatory learning and a proposed 4.5 hour assessment for an MC licence were also put forward, along with night-time training.

Also present were Sal Petroccitto, CEO of the NHVR and Aaron de Rozario, executive leader, regulatory reform of the National Transport Commission. e two provided insights into their respective bodies and the di culties they face due to Australia’s multi-tiered government instrumentalities.

“It is 10 years ago to this day that the NHVL was enacted by the Queensland Parliament,” said Sal Petroccitto. “I hope the industry will see for themselves what we have achieved, in what is a very complicated regulatory framework.

“One of the bene ts that came with the removal of the RSRT was the $38 million that came to this organisation and have pumped out into 150 projects: the education programs, the introduction of technology whereby interceptions by our o cers which were 30 to 40 minutes are now down to around 15 minutes.

“We have invested a lot of time with the magistrates and the legal system to help them better understand what is a very complex piece of legislation. e other thing that hopefully industry sees as positive is we’ve changed the attitude of our o cers. It is now not one of confrontation but of education. I think that approach and willingness to help has been invaluable. I think we have become much more accessible. ere is more work to do in that space but I’m hoping you can see that we are trying.”

Executive director of the Tasmanian Trucking Association (TTA), Michelle Harwood, spoke of collaborations and partnerships in that state which may have not happened in other parts of the country, in particular the Heavy Vehicle

Access Management System (HVAMS). is system allows an operator to go on-line, input departure and destination points and detail the vehicle and load he is carrying. HVAMS will instantly display legal access on a map of local and state roads, based on assessment of the actual vehicle against each road and structure. Changes can be added at any time for instant updating.

By way of illustration, 700 application permits for cranes in Tasmania were submitted in 2018-19. In 2021-22 that was reduced to just 16. is is an exciting piece of computer-generated architecture which is coming to the mainland and can’t get there soon enough.

e evening saw a presentation from Miles Crawford –general manager CMV Truck & Bus giving a fascinating history of the company and the Jim Crawford Heritage Collection of trucks. is was followed by the EyreHub vision, a plan being put in place by the Kimba community for a hub to cater to the many demands of the transport sector when traversing their town on the journey west.

No night can be complete without awards and this year, NRFA Life Membership was bestowed upon Mackinlay for his tireless work within the organisation. e Terrie Bradley Award (named after the rst secretary of the NRFA) went to Andrea Hamilton-Vaughan of Orange City Council and Power Nap. e Noel Porter Award (a stalwart of the NRFA who has sadly passed) went to Chris Roe.

“I look at this as an award for each and every one of the board and the membership who have absolutely busted their arses to get this thing on the road,” Roe said.

“ is is for everybody!”

Continued on page 14

TTA’s Michelle Harwood.

Chris Roe with his Noel Porter Award. Images: Graham HarsantAward winner Andrea Hamilton-Vaughan and Rod Hannifey.

Immediate past president Rod Hannifey, left, asks NHVR CEO Sal Petroccitto to answer a few truckie-related questions.

Sydney port offers no parking refuge for truckies

BY GRAHAM HARSANT

From page 12

LOOK up ‘port’ in the Oxford Dictionary and they will tell you it is a place of refuge, among other things – for ships. You will have heard the old adage, ‘Any port in a storm’.

According to Kerryn Woods, who is a paid-up member of the NRFA, the ‘refuge’ part doesn’t apply in any way, shape or form when it comes to Port Botany in Sydney.

Speaking with Woods at the recent NRFA conference in Shepparton, our conversation illustrated all too clearly, a stark example of a problem truckies can face in their everyday working lives.

Woods drives a truck.

Speci cally, one that carries dangerous goods, in his case ethanol.

“I’m a driver driving out

of Port Botany with dangerous goods, loading out of the fuel terminals, coming in and heading out to any point on the compass,” Woods explains.

“ e biggest issue we have there, which I’ve been working on as a board member with the NRFA, is that parking has been removed in the port totally. You cannot park anywhere in the port, and for a long-distance driver if you do get held up for any reason, where do you go? Drivers are faced with a situation where, if they’re out of hours and can’t legally drive, what do they do?

“Park at the port and you’ll have a security o cer banging on the cab door at 3am telling you to get out. Are they a police o cer? No. Are they an authorised o cer by any chance? No. Well, who is going to endorse my logbook to

the board, if I was to contact or ring New South Wales Ports, half the time they wouldn’t answer the phone or they would hang up. Now if I ring them – I’ve made some really good contacts within Transport for New South Wales.

“If I ring them and say look, it’s Kerryn Woods and I’m a board member of the NRFA, I get put straight through to the man I need to talk to. So, it is carrying some weight. But the wheels of bureaucracy turn incredibly slowly.

“ ere is a parking area there which we are trying to get into. We are gradually ticking boxes to get us in so that drivers can go somewhere if they have to. But even then, we have people from the government saying we can get you in there but we can only give you ve hours. How does that work? It doesn’t.

“You can’t take ve hours, so

now they’re telling us we have to have a split break which means that we have to drive for an hour and have another six. We have a way to go.

“We had an instance where a bloke pulled up to put his overalls on to go into the terminal to load and he was attacked by a bloke who happened to be the head of security. He went o his nut at this poor guy. He really belittled him.

“ e guy – he was one of my ex-drivers – he rang me and said, ‘What the hell do I do?

ey can send emails to my boss and he’s going to sack me.’

“Luckily, I knew his boss and rang to ll him in. Ridiculous? Absolutely. It shouldn’t even be an issue! But here’s a driver who is so stressed out by the port o cialdom that he thinks his job will be on the line. And he’s not alone.

“Basically, anyone who’s

driving a fuel tanker, even guys that want to pull up in the port and just have a 15-minute break can’t do it. You can’t do it in the terminal and there is nowhere outside.”

Woods says there is a solution, but it would be “political suicide” for anyone to do it –reappropriate the adjoining golf course.

“ e state government owns the land and lease it to the golf club. It would be a perfect area to build a massive parking area, but would it ever happen? I’m guessing not. Too much political backlash.

“At the end of the day it is groups like the NRFA which is a grassroots organisation that will eventually make a di erence. We will get there. e big breakthrough in federal parliament this week may lead to things changing in this sphere as well.

let me drive? Because I’m out of hours and I’m between a rock and a hard place.

“As a driver you have to make a choice. Are you going to drive an hour and a bit to get out of the city? If you get caught, not only are you breaking National Heavy Vehicle Law (NHVL) big-time, but you’re also loaded with dangerous goods. If the general public got to know about that it would be double trouble.

“ ere are drivers who are legally fatigued, driving heavy vehicles through the city loaded with dangerous goods. Can you imagine the outcome? ey’d string you up to the nearest post.”

Joining the NRFA has been of great bene t to Woods in that he now has a voice that is being heard – albeit in very small increments.

“Before I joined and got on

Senator celebrates after long battle

GLENN Sterle is one of those rare politicians who has the ability to cut through both sides of politics and be heard through the political ‘noise’ that so often pervades parliament.

The WA Labor Senator arrived at the NRFA conference with a grin on his face that could have rivalled the entrance to Luna Park.

The Closing Loopholes Bill had just passed muster in Canberra and Sterle has been a driving force behind it.

“Thirty-seven truck drivers parked up their trucks, told their bosses if they had one, lost pay and got on a train or plane to Canberra to present to the inquiry. How great an effort is that? Sterle said in speech to attendees.

“Thirteen transport associations and organisations appeared. Many transport

companies appeared. One hundred and twenty-eight submissions were received58 of those were from truck drivers.

“It is the people that actually join an association, whatever it may be, and actually get involved that make a difference. The majority of those people came from industry with real living experiences and the majority of those people did it off their own bat. What a brilliant effort!

“You were representing the NRFA and how strange was it that we could pull together as a group, including all the industry organisations. Operators, individual truckies, Coles, Woolworths, UBER, Menu Log, the TWU and others gathered to sit with Minister Burke to share our stories. There is no more powerful presentation you can do

than when you start by saying, ‘we are all joined at the hip.”

Sterle went on to say that collectively there were decades of all the same stories and challenges; not getting paid on time, getting screwed, sham contracts, and much more.

“No toilets no showersthese are the same conversations we were having when I was young.

“It is now up to you through sub-committees to go back to the advisory group and build presentations to the Fair Work Ombudsman. Please do not get distracted by the scare campaigns. This is not about rates I don’t know how many times I have to say that.

“What is wrong with us, as Australian taxpayers, committed to the greatest industry; why should we ever have to apologise to whoever it may be that if you want this carried

from A to B you have to pay properly. I still drive trucks and love it.

“I have never taken a backward step and I’ll never stop saying I want to be safe and sustainable and I want all our truckies on the road to be safe and sustainable. If it puts one cent on a can of Coke in a B-double from Melbourne to Shepparton, so be it. If it puts 10 cents on a can of tomatoes, so be it. We should never have to be dragged down to the lowest common denominator.

“I just think we have seen ground-breaking, life-saving legislation. The first country in the world that has done that, and I couldn’t have done that without the support of the National Road Freighters Association and others.

“I cannot be more proud of this great industry. The work has just begun.”

NRFA board member Kerryn Woods said his official position has made the world of difference to his lobbying efforts. Image: Graham Harsant

Woods says there is a solution for drivers, but it would be “political suicide” for anyone to do. Image: Kerryn Woods

Senator Glenn Sterle couldn’t wipe the smile from his face at the NRFA conference. Image: Graham Harsant

More big things to come

Chloe Anderson tried her hand at many different roles in trucking before finding her calling in heavy haulage – and she’s just moved her biggest load yet.

BY DANIELLE GULLACI

AT just 24, Gold Coast based truckie Chloe Anderson is already making a name for herself on the trucking scene.

Her willingness to learn and go-getting attitude have seen her excel behind the wheel. ough trucking wasn’t always on the cards for her.

Anderson had been travelling the music tour circuit, working as a lighting systems technician, which of course required plenty of equipment to be moved across the country. So she got her medium rigid licence to assist. “ en I just kept upgrading my licence each year for the sake of upgrading and moved out of that work and into trucking,” she said, adding that she secured her MC licence about three years ago.

“Trucking pays better and the work is more reliable than the music industry – at least I know I can count on trucking.”

From driving rigids for music tours and concerts, An-

derson went on to try everything from working the grain harvest, semi water tanker work from Emerald, at top work, moving containers out of the Port of Brisbane to driving truck and dog tippers out of Brisbane.

But after a few years spent honing her skills on the tippers, Anderson says she wanted something more and began to look for a new challenge. Her hopes were to get into line haul work or heavy haulage. “It was whichever eld was going to give me a go,” she confessed. “Everyone kept knocking me back because of my age.”

at was until Anderson approached Dunstan Low Loader Haulage on the Gold Coast, which specialises in over mass and over dimensional freight. She started there in April 2023. It’s been a steep learning curve – and she’s loved every minute.

“Someone I had met knew of Dunstan’s and asked if they’d be willing to train me.

ey said, if I show up, they’ll teach me everything I need to know.”

Anderson did just that and her boss, director of Dunstan Low Loader Haulage, Andrew Dunstan, took her under his wing and gave her shot.

“ ey had to jump through hoops with insurance because of my age. I told them If I could work for you, I’ll get my escort /pilot licence and learn the ropes that way, so I did that – and in the meantime the insurance got approved anyway, but with a higher excess,” Anderson explained. at means that she can not only carry the oversize loads, but escort them as well.

“I’ve done a bit of escort work and did a few weeks working with the boss directly. Depending on the job, I would also go and escort some of the boys’ loads so I could learn on the road.

“ e company has been exceptional. It’s such a good family based business, so you get treated like part of the

family. We all get along so well. ey’re more than happy to train us and help us out.

“Coming into a smaller family company I wasn’t sure if I’d get the education and training I needed, but Andrew has absolutely excelled in teaching me everything I need to know.”

And already, her can-do attitude and dedication is being noticed. Just last year, she was awarded the inaugural Women in Trucking Australia (WiTA) 2023 Toots People’s Choice Award. e award aims to celebrate and showcase the work of Australian female heavy vehicle drivers.

More recently, as Anderson continues to further skills, she got to take on her biggest load to date, carrying a wind turbine top section from the Port of Brisbane to a wind farm in Warwick – weighing in at 80 tonne gross and measuring 55m long by 4.6m wide.

ough she’s usually in a Kenworth K104, she was be-

hind the wheel of a Kenworth T610 for that task. Departing at midnight, she arrived at the destination by 6am.

“With that load, I had my rst police escort with two pilots and a Jinka driver,” she said.

“ ere is talk I’ll end up in the T610 by the end of March, to predominantly do the wind farm work.

“It is a big job and there are lots of pieces going out, so I think we’ll be here for a while. We’ve been here three months already and it’ll probably be a minimum of 12 months all up. ese wind turbine sections go out three nights every week.

“I’ve done the one load so far and we’re trying to line up a second time that I’ll be able to go out with one of the boys, then after that I’ll be going out on my own.”

ough a lot of her work at Dunstan’s is local, around south-east Queensland, the role has also enabled Anderson

to travel a great deal too. “We go everywhere we need to. I’m about to head into Sydney to bring machinery o the port and next month will be my rst trip into WA, where I’ll be dropping o machinery. I’m very much looking forward to it, it’ll be a good experience,” she said.

“When we go away it’s usually a lot of the bigger stu whereas the local stu can be a bit more repetitive but you still get to learn di erent ways of doing things. I learn a lot from doing both.”

Less than 12 months into her role as a heavy haulage driver, Anderson revealed that she’s here to stay. “It is very challenging, but I like to keep busy and on the go and we’re always doing something different, whereas when I did the tipper work, it was the same laps day in, day out. Now I’m getting to meet di erent people all the time and I’m doing something di erent all the time too.”

She says moving into heavy haulage has been a steep learning curve.

Anderson has been with Dunstan Low Loader Haulage on the Gold Coast since April 2023. Dunstan Low Loader Haulage specialises in over mass and over dimensional freight.

Chloe Anderson with the wind turbine section she recently carted. Images: Chloe Anderson

Is this the greatest Legend of all?

Once a Legend SAR sceptic, our Victorian correspondent is now an unabashed fan of the stunning Build #59.

BY GRAHAM HARSANT

ANYONE who has read my writings on the Cornwills will know that I am an unabashed fan of the family.

e reasons are twofold: they are the best bunch of blokes you’d ever wish to meet, and their trucks – all their trucks – are a sight to behold.

Go to a truck show in Victoria, and if Cornwill Transport is there you can virtually guarantee that they will walk away with an award or three – such is the build quality of their trucks and the preparation that goes into their presentation.

Do you know anyone else who jacks the truck o the ground to tyre-black the wheel treads underneath?

Brothers, Wayne, Troy and Rick Cornwill have been presenting their trucks to the public and winning awards since the Castlemaine Truck Show of 1994, when their Kenworth K125, ‘Penthouse’ won Rig of the Show. It was still winning in 2005 at Alexandra.

It is not unusual for one of their trucks to be runner-up to another of their trucks in category awards.

ese trucks are not just show ponies, but also lead a working life, hauling steel from the Geelong Port into Melbourne.

I have been fortunate enough to have been invited to their parents’, Kevin and Wendy’s home and have seen the awards cabinet – ex-

cept it’s not a cabinet. It’s a room…and a big room at that.

In recent years their superb 2008 Kenworth T908, ‘Paradise’ has cleaned up at just about every show it has attended. But now the Cornwills have a new beast on the road – a Kenworth Legend SAR Build #59. And what a truck this is.

We all know of Kenworth’s magni cent marketing ploy of o ering the Legend SAR for sale for one day only and selling 700 trucks on that day. Its success is beyond dispute and its renement over its parentage in terms of modernity and (particularly) interior space is plain for all to see.

Now, I have to admit that personally I couldn’t see what all the fuss was about. I’ve seen many at truck shows and they have been superbly presented. ey just have not ‘grabbed’ me in the way that the 9 0h Legends did. Indeed, Cornwill’s Paradise has been my favourite-ever truck, since I rst laid eyes upon her.

Legend SAR, Build #59 rolled o the production line around October of 2022 and was delivered to an address in Bannockburn, past Geelong, Victoria. Upon arrival at Cornwill Transport’s home base, Troy and Wayne proceeded to pull the truck apart. Out came the entire interior. O came, bumpers, guards, lights, steps, walkways and grab rails. en,

and only then did Wayne and Troy (and Rick when available) proceed to rebuild Troy’s ‘dream’ truck – ‘Dynamite’.

Why Dynamite?

“ e name is derived from TNT – the transport company, not the explosive,” says Troy. “ ey ran a lot of SARs back in the 70s and 80s and they were quick. Dad and I would be driving along and one of their trucks would y by us, doing I reckon 130km/h, or 80mph in those days. I said to Dad that any faster and they’d explode. Hence the name of our truck.”

e mural on the back of the cab, created by Haiden Oswald of YBI-FX Truck & Art Signage to Troy’s design, depicts a stick of dynamite in front of a city backdrop (where the truck will spend most of its days) and also features a tachograph – common on trucks from the 70s through to the mid-90s.

e mural is a master class of artwork, changing as it does from super subtle to inyour-face, depending upon the viewing angle and light –again acceding to Troy’s desire to present it in this way.

From the factory, the truck was a fairly standard build with a 50” cab but was ordered with double bunks and three tanks on each side, giving it the same wheelbase as Paradise. Looking on from the side however the truck looks much longer with the 5th wheel set further back.

“It’s just an optical illusion,” said Wayne. “We deleted the shroud around the back of the cabin because many of those old TNT trucks were day cabs and we

wanted to try and replicate that look.”

Troy and Wayne rebuilt the truck themselves from start to nish, calling on outside help only when necessary. Steve omas of Southern Kustoms provided the steering wheel and painted the steel oor panels – cut out by Troy – to match the dashboard, which also has two extra dials on the right of the steering wheel, lling that side of the dash to match the dials on the left.

“Gotta have it look balanced, right?”

Inside, this truck is the stu of Troy’s dreams, realised.

“We didn’t start out to build it as an old truck, or to look like it, although a lot of people have that impression. It was just the vision we had at the start and how it turned out is like that. e shape of the truck obviously has that old feel anyway and what we’ve brought into it has added to that.”

Troy, Zac, Rick and Wayne Cornwill at the Koroit Show.

The understated mural changes according to light and angle. A grab handle replaces the grab rail to keep cab exterior flowing.

Matching dash, steering, gear knob and floor creates a unique and spectacular interior.

The Cornwills have a new beast on the road – a Kenworth Legend SAR Build #59. Images: Graham Harsant

Apart from that spectacular oor there are two 70s style fans hanging from the roof – an addition Troy is very pleased with from a practical point of view.

“ ere are those days and dusty places when the fans are preferable to the air-con.”

e doors carry 70s style armrests on the sills – again harking back, but also very practical. e passenger foot well box has Dynamite laser cut into it by JR Laser Cutting of Geelong. e laser cuts are all backlit, resulting in a spectacular night show. In the middle of the footwell, Troy’s son, Zac, niece Laana and nephew Rocco’s names are also laser cut into the metal and sit proudly alongside Grandpa, Les Mortlock’s image.

“Pop died last year, just short of 100 years and loved all that we did,” said Troy. “A photo of him was taped to the air cleaner all through the build and will stay in the truck forever.”

e sun visors – normally black – now match the tan interior and are buttoned to match the upholstery and interior lining.

e seat bases are painted in black pearl which show depth when lit. ey also contain the Cornwill name that looks like stainless in the

All Legend SARs come with a wood grain logo, but Troy had it replaced with one etched into a billet of aluminium with the Cornwill name included.

e cab is nished o with a couple of Bull, or work lights – again in period. Of course, there is an 18-speed Road Ranger because they didn’t have autos back when.

ere are so many changes to the exterior – some big and many small – that I’m sure to miss some of them.

Below the Kentweld bumper sits the backlit Dynamite name, balanced at the top of the cab with a sun visor from the 90s which is a little longer than the 80s version and which the boys dropped down a little to improve the look.

Above the visor sit just 5 ‘old school cool’ non-led lights. e stainless mirrors sport just one light each, “keeping it simple,” says Troy. Again, there’s just one light on the back of the air cleaners to light up the doors, which come within 5mm of them when opened.

e perforated aluminium running boards normally found on most trucks have been replaced with stainless steel, as has the walk plate.

Troy built bridges across

ium over them and then folded the stainless over the top. e walk plate nish is like an ice rink; incredible when you know how hard it is to pull stainless without it warping.

Complementing the walk plate are the stainless wheel arches. No biggie you may say, until you look a little closer and can’t see how they’re attached to the chassis. at’s because the boys designed brackets to t inside the guards so they look at though they’re oating.

Finishing o the rear of the truck is the stainless, custom built tail light bar – a work of art in itself. Manufactured by Austeng Engineering in Geelong to Troy’s design, three pieces were welded together to create one sealed box, the bar took a week’s labour to manufacture.

en Troy and Wayne spent seven hours polishing it when complete. You will not see a bar like this anywhere else. e boys also had it raised a little so you can see the (stainless capped) boosters.

en there’s little things like the front mud aps wrapping around the edge of the guards. e Kenworth Legend SAR logos sitting under the cab doors are backlit, as are the Cummins X15 logos

them, but Troy knows they are there.

e pipes are 7” and have a grab handle attached – thereby deleting the grab rails that normally sit behind the doors, “just to give a cleaner look.”

Under the tanks and above the bottom steps are 12 lights down each side of the truck. Again non-led, (Troy prefers the softer light they put out) each light is mounted to a Cornwill-designed bracket and has ‘SAR 59’ laser cut into the base so it re ects (night and day) onto the running board.

e battery boxes have had 2 inches cut from the bottom to bring them into line with

me what the hell I was doing,” says Troy. ‘Are you right in the head?’ he said. ‘A brand new truck and you’re hitting it with an angle grinder!’”

ere is so much more, and yet there is more to do. Troy wants to quilt the inside of the front guards in diamond patterned black crossstitch, the rear of the front bumper needs to be lled and there is a mountain of stainless to come for the engine.

“Can’t have too much,” quips Troy. e fan will come o to be repainted old-school complete with rivets.

Has Legend SAR Build #50 been built to win truck shows?

nice to win an award but it’s nicer to have other truckies and members of the public come up and compliment us on our trucks.

“We build them because we love them and we live in them. e public – and show judges - wouldn’t know about some of the lighting we have, under the bonnet for instance. But we wanted it so we tted it and we know it’s there.” at the Cornwill trucks are pristine is plain to see at truck shows, but the fact is that they always look like this, whether on the job - as they all are, have been or will be - or not.

A visit to the family home and you would instantly know where they get it from. Mum, Wendy keeps a house where the oors shine like the trucks. Dad Kevin’s lawns are a magic carpet.

Presentation is ingrained into the Cornwill boys. Troy and Wayne put in thousands of hours, working up to 18hour days on the weekends to get Dynamite to where they wanted it to be. at’s how you produce a great truck and that’s how you win awards.

Dynamite is a beautiful rig but like all Cornwill trucks it is more than that. It is an expression, as Troy says, “of passion and of family”.

Is ‘Paradise’ still my favourite truck? I love that T908 and one day the guys have promised that it will bear my co n because, well, Paradise. It is a magic truck with a proud heritage of work and awards behind it.

But in Dynamite the Cornwills have reached new heights in design, t, nish and presentation. is Legend SAR sceptic is no more. Is this truck the greatest of Legends? I reckon it just might be.

The names of Troy’s son Zac, niece Lanna and nephew Rocco are laser cut into the metal and sit proudly alongside Grandpa Les Mortlock’s image.

Night time is the right time for this effect.

The walk plate is ice rink smooth – a masterclass of welding and engineering.

Small-scale Doolans trucks are a large-scale success

From humble beginnings, this family-owned operation has grown into a heavy haulage powerhouse, with a massive following in the diecast world to boot.

BY DAVID VILE

THE phrase ‘From little things big things grow’ is an apt description when pro ling the development of Doolans Heavy Haulage over the last three decades, growing from a one-truck, one-driver concern to an operation which today works Australia-wide.

However, the ‘big’ and ‘little’ in this phrase could be easily reversed, with the large-scale Doolan trucks having been a cornerstone of the Drake Collectables model truck range for over a decade.

Held at Melton on the outskirts of Melbourne in late 2023, the Die Cast Model Expo saw Bruce Hay from Drake Collectables unveil in 1:50 scale the current-spec Mack Super-Liner, with Doolans Heavy Haulage the rst company-liveried unit released.

Also on hand was Warwick Doolan who gave a rundown on the growth of his company since its inception and of the ongoing association with Drake and its variety of collectable trucks.

“We started o with one truck around 33 years ago, in the middle of the ‘recession we had to have’, with an old White Road Commander I paid $23,000 for, and

our business grew month by month,” Doolan explained.

“I put the growth down to giving a good service at a fair price. Mobile phones were just coming in then, I could write the orders down on my arm and my leg as I went along, and away we went. Now we have over 400 pieces of transport gear.”

e company runs predominantly Kenworths and Macks, along with a few Volvos and is active on both sides of the country with depots in Melbourne, Perth and Port Headland along with a subsidiary company, Tasmanian Heavy Haulage based in the Apple Isle.

Keeping his nger on the pulse overseeing the company’s activities is a full-time mission still today for Warwick Doolan.

“We are as busy as ever currently with all the construction projects going on - people want to move their gear in bigger lumps.

“With the additions of our road trains and SPMT’s (Self-propelled Modular Transporters) over the last couple of years we have diversi ed a bit.

“We can swap our gear around from state to state so we have good utilisation of the gear. Port Hedland has been a

growth area as everything runs out of Perth to Port Hedland, and we have been doing a lot of east-west running recently.” e relationship between Doolans Heavy Haulage and Brisbane-based Drake Trailers goes back 30 years, and today over 100 pieces of Drake-built trailing equipment in a range of con gurations wear the Doolan colours.

“We started out with a tri-axle oat, then a quad and so on up to around 1998 when we got our rst platform trailer - the Drakes are well-built for the Australian conditions,” said Warwick.

Over the last 14 years Drake Collectables has become a popular manufacturer of a variety of die-cast model trucks and trailers which are keenly sought after by collectors around the world, with the initial release back in 2010 being a Kenworth T908 paired with a Drake 2x8 dolly and 4x8 oat. Doolans was one of the rst companies to feature as a Drake release and since the initial T908 and trailer combination, a number of Doolans trucks and trailers have also been released in 1:50 scale, from a Kenworth C509 ‘road train’ variant through to an F700 cabover Mack, to a 7x8 steerable oat through to a box-loader container trail-

er which was released at the Brisbane Truck Show earlier in 2023.

With the Mack Super-Liner making its debut at the Diecast Model Expo in a number of colours, Bruce Hay had also managed to secure a limited number of Doolans’ Super-Liners for sale ahead of their general release, which were quickly snapped up by collectors on the day.

e Super-Liner presents well in the custom green and white Doolans colours, and Warwick Doolan was delighted with the latest Drake o ering.

“We were there when they started doing the models - I have been asking Bruce for a Mack truck for ve or six years and he has turned up with one today so that’s an early Christmas present!” he said with a smile.

e event also saw the release of an ‘expo’ Doolans Kenworth K200 cabover with a special black and green paint scheme in place of the regular white colour. Produced in a

very limited number, the line up of customers to purchase the expo-only model was testament to the popularity both the Drake and Doolans models are with collectors, a fact not lost on Warwick Doolan.

“ ere are a lot of people out there that are collectors, and it just amazes me how dedicated some of them are. e collector market has grown massively since it started.” is year will see some more new Drake releases onto the market, including a Doolans-liveried Taylor XH360L container forklift, and in all likelihood, there will be other things for collectors of the Doolans’ range to look forward to in the future, with Warwick Doolan also looking forward to what Hay might come up with next.

“ ere’s plenty of scope for down the track, there’s multiple options for what he might do for the next model.

“We have plenty of ideas and Bruce always manages to pull something out of his hat.”

Bruce Hay, left, from Drake Collectables and Warwick Doolan with the Drake Mack Super-Liner at Melton. Images: David Vile

The Drake Mack Super-Liner, along with the ‘Expo Special’ Black Kenworth K200 were popular with collectors at the Diecast Model Expo.

The Doolan fleet works Australia wide and has over 100 pieces of Drake equipment in its fleet.

Geelong Convoy for kids a smashing success yet again

BY KAYLA WALSH

THE organisers of the Camp Quality Geelong Convoy for Kids have proclaimed the event a “smashing success”, with $209,310 raised for charity.

February 18 marked the ninth year of the event, which supports children with cancer and their families – and it was the rst time since the pandemic that the family fun day and Show ‘n’ Shine was able to return.

Sandie Hall, the convoy’s general manager of revenue, told Big Rigs: “We raised so much more than last year, and given it’s such a tough economic climate, we’re just overwhelmed by everyone’s generosity.”

Over 200 trucks took part in the convoy, which started and nished at Beckley Park, taking in Lara, Corio, Waurn Ponds and Geelong.

e convoy was led by driver Nick Cross, who was part of a group that raised a whopping $17,665 in donations for Camp Quality.

Cross’ group was fundraising in honour of Laylah Mitchem, a four-year-old girl who was diagnosed with Cell B acute lymphoblastic leukaemia in August.

Laylah is undergoing chemotherapy at the moment but was able to attend the event on the day, and Hall said she had a great time.

“We had around 200 Camp Quality kids and their families come along on the

day,” Hall continued.

“Some of them went on the convoy itself, on a bus. Others just enjoyed the day, and we had face painting and rides and they had their own special VIP area in a quieter spot.

“Being able to give the kids a break from cancer and introduce them to this wonderful world of people who care so much about them was really special.”

Although the show was more about fun and fundraising than competition, there were a few awards handed out on the day.

PrixCar Services, who brought approximately 20 trucks along on the day, won Best Fleet, while Truck of the Show also went to Nick Cross’ Kenworth T908.

Magnet Towing & Transport raised over $9k in donations.

Laylah Mitchem, the star of the show, poses in front of the lead truck with her mum Jess and dad Stephen, alongside Shantelle from TNM Road Services and other members of the crew.

Trucks converged at Beckley Park for a Show ‘n’ Shine.

Soilworx raised $2732 for Camp Quality.

PrixCar Services won Best Fleet. Images: Geoff Colson Photography

ENDURANCE TESTED IN THE WORLD’S BEST TESTING FACILITY MARKET LEADING WARRANTY YOU WON’T FIND ANYWHERE ELSE

UNITS MEET OR EXCEED OEM SPECIFICATIONS

Meades Trucking brought their unique ‘Kenmex’ truck along.

Drews Plant Hire & Sales brought this eye-catching yellow Kenworth along.

Paul Harrington from Harrington Drainage, alongside wife Tania and son Angus.

Jase Barry from TCS Scott Transport with the 2017 Kenworth T900 Limited Edition Legend that he drove in second place in the convoy.

Australian made excellence

IN the world of heavy road transport accessories, LELOX stands as a shining light of Australian craftsmanship.

Our commitment to quality and innovation is ongoing. It is with great pride, we introduce our toughest and brightest mudguard yet – the Signature Series Stainless Steel Mudguard, a testament to our unwavering dedication to supplying the Australian truck driver with the highest quality Australian

made mudguard ever.

At the heart of LELOX’s mission is the ongoing commitment to hand crafting premium stainless-steel mudguards and accessories, embodying the essence of “Australian made” quality.

e Signature Series Mudguard epitomises this dedication. Meticulously manufactured in our Western Sydney facility, this mudguard is a testament to precision, and the true Aussie spirit.

e Signature Series Mudguard is not just an accessory, it’s a statement.

Crafted from 304 grade stainless steel, renowned for its corrosion resistance and durability, this mudguard is a robust 1.5mm thick shield designed to withstand the rigors of heavy road transport in Australian conditions.

e true No.8 mirror nish adds a touch of elegance, creating a distinctive and eye-catching shine that sets

Paccar crowns its 2023 dealer of the year winners

KENWORTH DAF Wodonga has been named Kenworth Dealer of the Year for 2023, the eighth time it’s won the prestigious award.

Wodonga also added the 2023 Paccar Financial Dealer of the Year to its long list of achievements.

e Kenworth Dealer of the Year is a prestigious accolade, hotly contested among the dealer network and is awarded to the dealer with the highest performance across all areas of their Kenworth business.

Speaking at Paccar Australia’s annual awards ceremony Damian Smethurst, Paccar Australia’s managing director, presented the award to Justin Brooks, David Burn and Chris Dziedzic, congratulating the team on its extraordinary customer advocacy, professionalism, and unwavering commitment.

“ e Kenworth Dealer of the Year award is not about who sells the most trucks, but which dealer provides the best overall performance for the customer. Kenworth DAF Wodonga epitomises this and is a very deserving winner,” Smethurst said.

Dziedzic, the chairman and co-owner, said he was proud of Burn and the “wonderful team” for taking out one of the most prestigious awards in the Australia/New Zealand transport industry.

“Working with such an incredible partner as Paccar, along with our wonderful suppliers, has made our goal

of delivering the world’s best, Australian-made trucks possible,” he said.

“Match this with the support of our fantastic, loyal customers and we have the perfect recipe for success.

“I am so proud to have handed over the dealer principal reins to David and to see his development. is achievement has bene ts for both our people and the business from a brand reputation point of view and reinforces that we are the best of the best.”

Dziedzic also thanked the entire Paccar Australia team, who he called the best partner in the business.

“Paccar continually exceeds expectations, consistently delivers quality trucks, parts and aftersales support, and we value this support. Lastly and most importantly, we have the best customers who support TCTC. We look forward to the future and the continued journey together.”

Kenworth DAF Wodonga, also referred to as Twin City Truck Centre, was established in 1979 and is situated on the NSW and Victorian border. Since this time, the dealership has also been the worthy recipient of the Paccar Parts, Service and Paccar Financial awards.

Kenworth DAF Huntingwood was named the 2023 DAF Dealer of the Year. is is the rst time Kenworth DAF Huntingwood has been awarded the accolade since

its introduction in 2002.

e award was presented to Kenworth DAF Huntingwood general manager, Zane Jamieson.

e DAF Dealer of the Year program is structured to reward the best performing dealer within the Paccar dealer network. e award recognises superior performance across the business including customer relationships, facilities, parts and service, nance performance, market share, growth, and aftersales support. All areas that Kenworth DAF Huntingwood excelled in throughout 2023.

“Kenworth DAF Huntingwood, has been a valued member of our dealer network since 1981. It is wonderful to see Suttons Group having celebrated their 80th anniversary in 2023 and it is a credit to everyone at Huntingwood who has ultimately contributed towards winning this award,” Smethurst said.

Jamieson echoed those comments: “Without the entire dealership’s support this award would not be possible. It means so much to everyone. Our DAF customers and their commitment and faith in us drives us to be better every day.”

Kenworth DAF Huntingwood, also known as Gilbert & Roach Huntingwood, part of the Suttons Group, was rst established in 1946 and is one of Australia’s longest serving truck dealerships.

the Signature Series apart.

In the pursuit of our vision to become a global symbol of Australian craftsmanship, the Signature Series Mudguard stands as a shining example. Proudly Australian made, this mudguard doesn’t just meet international standards – it sets them.

At LELOX, we don’t just craft products; we cultivate a culture that values individuals. Our commitment to team

work and promoting from within aligns with the ethos of “making good people great.” It’s a commitment to providing a workplace where growth, support and collaboration ourish.

Our goal is to become the most customer focused truck parts manufacturer in Australia, going above and beyond what is expected, ensuring that every interaction re ects the quality and dedication synony-

METICULOUSLY MANUFACTURED IN OUR WESTERN SYDNEY FACILITY, THIS MUDGUARD IS A TESTAMENT TO PRECISION, AND THE TRUE AUSSIE SPIRIT.”

mous with the LELOX brand. We are cemented in the Australian trucking industry and we are here to stay.

Choosing the Signature Series Stainless Steel Mudguard isn’t just a purchase; it’s an investment in excellence. It’s a nod to the rich history of Australian craftsmanship and a testament to a future where LELOX stands as a global leader in stainless steel truck accessories.

e Signature Series Mudguard represents LELOX’s mission and vision – a commitment to Australian-made excellence, a people-centric culture, and an unwavering dedication to customer satisfaction.

Drive with distinction, drive with the best – LELOX, where every product tells a story of Australian pride, precision, and the pursuit of excellence.

The Signature Series Mudguard is not just an accessory, it’s a statement. Images: Lelox

The Signature Series Mudguard is manufactured in the Western Sydney LELOX facility.

Zane Jamieson, general manager Kenworth DAF Huntingwood (centre), with Paccar’s Michael Long and Damian Smethurst.

[L-R] Michael Long, director sales and marketing Paccar Australia, David Burn, general manager Kenworth DAF Wodonga, and Damian Smethurst, managing director Paccar Australia. Images: Paccar Australia

Reader Rigs proudly supported by

Month

Share your truck pics to win with Shell Rimula

SHELL Rimula has partnered with Big Rigs in a big way – so there’s even more reasons to send in your best truck shots.

Each month, the Big Rigs team will choose a #PicOfTheMonth, with the lucky winner receiving a $500 Shell Coles Express Gift Card.

Keep an eye out for our regular posts on the Big Rigs National Road Transport Newspaper Facebook page, calling

for your best truck photos and add yours in the comments, or email them to editor@bigrigs. com.au.

Don’t forget to include a brief note about the truck and where the photo was taken. We’ll feature some of the best photos in each edition of Big Rigs Newspaper, with one winner announced each month. Keep those amazing truck pics coming!

Thanks to Nicholas Dolan for this dramatic snap taken at Cunnamulla, QLD.

Thanks to Rowan Jackson for this shot, taken at sunset in Euston, NSW.

David Wall took this great shot while heading through Kyuna, QLD.

Joel Simpson took this pic while stuck in the flood – “playing in the puddles on the Warrego”. We love this ripper shot from Shaun Wood, taken on the Brown’s Well Highway near Pinnarro, SA.

Troy Harris snapped this awesome photo at the Colbinabbin Silo Art Trail in Victoria.

Congratulations to Kayla Chappell, who has won herself a $500 Shell Coles Express Gift Card for this fantastic pic, taken on the Stuart Highway at Elliot in the NT.

When the going gets tough, truckies keep everyone going

Ben Payten sent us this snap of the Quirindi sunrise, learning to drive the K200.

Bill Martland took this great snap of a 2017 Western Star 4900 at sunset in Boggabilla, NSW.

Liz Armstrong took this shot of “Bessie” heading down from Darwin at the QLD/NT border.

Brock Gladman took this ripper shot of Burkinshaw’s T909, all shined up.

Alasdair Morton sent us this seaside snap, waiting to load in Broome, WA.

Kattie Risk took this great shot at sunset in the Red Centre.

Tom Charlton took this awesome photo during “golden hour” at Runcorn, QLD.

Fuelling a lifelong passion

Though he may not be able to drive a truck due to a

fan has lived and breathed them his whole life.

BY DANIELLE GULLACI

MATTHEW ‘Truckie’ Drewitt began washing trucks for a local transport company when he was just 12 – and 24 years on, still rides his bike to the depot to help out every weekend.

en every Monday and Tuesday, you’ll nd him sit-

ting by the Gwydir Highway – which links the Northern Rivers region of NSW at South Grafton to the town of Walgett – with his camera in hand, snapping photos of trucks as they pass through. “I started doing that in 2018 when I got my brand new Canon Powershot camera,” he said. “I’m mates with a fair

few blokes who drive past in their big trucks and they give me a wave and a toot. Some of them will pull up and have a chat sometimes too.”

Extending on his photography, Truckie launched his own Facebook page in 2022, called Inverell truck photos, where he shares his work. Truckie, 35, got his nick-

name at school because of his passion for trucks. “And now it’s stuck,” he said, adding that he has a soft spot for the Kenworth brand. “I’m a Kenworth man through and through. My favourite truck is the Kenworth T950. When I started washing trucks, the company had a T950 that they used as a road train. It

disability,

this

was a really beautiful truck.”

While a disability prevents him from being able to drive a truck, Truckie has been surrounded by trucks for nearly his whole life.

“I was only three or four when I started getting interested in trucks. We lived on a farm on the Mid North Coast, so I’d see all the grain trucks coming past,” Truckie recalled.

“And my dad managed a pig farm. ey had a truck there that was used to cart the pigs. It was a 1980 model Leyland Boxer. My grandfather worked there too and would take me out in the truck.

“When my family bought a property in Inverell in 1996, my dad bought that truck o them. We had the property for about 10 years, but when we sold it, the truck went with it.”

Truckie still lives in Inverell, a town situated on the Macintyre River in NSW. e trucking company he works at is around 4 kilometres away. “I’ve done that job since 2000 and I absolutely love it. You get to really know some of the drivers there too. Merv, the diesel mechanic started a long time before I did, so he’s been there a really long time.

“I used to do some work there during the week too but now it’s just on Saturdays and Sundays, as I do a few other things too. I also worked at a spare parts business from 2014 to 2022 – it was a pretty good job.”

Truckie also enjoys travelling the truck show circuit around NSW. He’s become

truck-loving

a regular at truck shows in Casino, Grafton, Newcastle and Glen Innes – and recently had the chance to visit the Kenworth Klassic for the rst time, which he said was absolutely awesome.

Truckie’s favourite event however is the Casino Truck Show, which he’s been attending since 2017. “When I went last year they had 620 trucks there but my camera went at after about 260 photos,” he said.

But his biggest truck show highlight to date came at the 2019 Casino Truck Show, where he got to ride in the parade in SRV Road Freight’s Kenworth Legend 900 #100, named ‘100 Reasons Why’.

Over the years, Truckie has had the opportunity to hit the road many times, taking in the view from the passenger seat. “I’ve been to Sydney, Melbourne and Brisbane and that was absolutely awesome. I haven’t had a chance to go out to South Australia yet though,” he said.

“I went out with one of my mates that used to work for a local trucking company. Travelling the Hume Highway was awesome!”

Truckie’s home also has many telling signs of his love of trucks. Along with truck posters adorning walls all over the house, he also collects diecast model trucks. In his collection so far are a Kenworth K200 Big Cab, a North Queensland Heavy Haulage Kenworth T509, a Martin’s Stock Haulage Kenworth K100G, and a silver Kenworth T908.

A shot of a Fred’s Interstate truck, snapped at the Kenworth Klassic in 2023.

Truckie got to travel in this SRV Road Freight Kenworth T900 Legend during the parade at the 2019 Casino Truck Show.

He says many of the drivers give him a wave and toot as they drive past.

He stays by the Gwydir Highway every Monday and Tuesday, snapping photos of trucks passing through.

Truckie has an extensive and growing collection of diecast truck models.

Pictured at the Newcastle Truck Show, Truckie says he’s a Kenworth man through and through.

Matthew ‘Truckie’ Drewitt has been surrounded by trucks his whole life. Images: Matthew Drewitt

DSE celebrates 30 years

THE year 2024 marks a signi cant milestone for DSE, as we unveil our new website to commemorate 30 years of steadfast service in the road transport industry.

Over the past three decades, we have evolved to become a prominent player in Australia’s logistics landscape.

is journey has been fuelled by our commitment to safety, an ever-growing team, and the invaluable trust of our clients.

We started from humble beginnings

In 1994, DSE Transport embarked on its mission to trans-

port goods safely across the vast expanse of Australia.

With a modest start, a small budget, and only a handful of sta members, we set out to carve our niche in the road transport sector.

Fast forward to 2024, DSE has expanded from a small team to a family of over 200 dedicated team members, including skilled truck drivers, admin sta , and an incredibly impressive management team.

Our eet of trucks, once moderate in number, has multiplied to a eet of over 250 vehicles nationwide, all tailored to meet the increasing demands of our clients.

We’ve always stuck true to our mission

At the core of DSE’s existence is our unwavering commitment to safety. Our mission is not merely to transport goods – it’s to transport them safely, securely, and with the utmost reliability.

“When you pay for a delivery, you’re paying more than just the transport. You’re paying for the execution of a robust safety management system,” said DSE managing director Ryan Howison.

Over the years, we have continuously invested in training, technology, and infrastructure to ensure that

every shipment entrusted to us reaches its destination in pristine condition.

Our relentless dedication to safety is not just a part of our operations. It’s ingrained in our culture.

A passion for sustainability

Sustainability is also at the heart of DSE’s vision for the future.

We are thrilled to announce that we’ve been trialling electric vehicles from Sustainable Vehicle Solutions, (EV).

“We’ve been working with our valued customers to roll out EV’s and reduce carbon emissions,” Howison added.

“Our customers are comfortable that they are reducing their own environmental

footprint and making their supply chains cleaner – all while their goods are still being delivered safely, a ordably, and on time.”

is step aligns with our commitment to reduce our carbon footprint and contribute to a more sustainable future for the transportation industry.

New year, new website, new future

To celebrate our 30-year journey and to better connect with our clients and partners, DSE is thrilled to introduce our new website, which can be accessed at dsetransport.au. is platform is designed to o er an immersive experience, providing insights into our services, our team, and the values that de ne us.

It also features our new quote app feature, allowing you to generate an instant quote for the particular transport service you require for point-to-point metro jobs.

With considerably more user-friendly navigation, clients can now explore our o erings, track delivery milestones, and stay updated on the latest industry trends. e new website re ects our evolution and dedication to embracing technology to enhance our services. It’s not just a digital presence – it’s a testament to our commitment to innovation and transparency.

We invite everyone to explore our virtual space and witness the passion and precision that go into every aspect of DSE’s operations.

DSE now employs a family of over 200 dedicated team members. Images: DSE

More than 250 vehicles nationwide make up the DSE fleet.

Welcome ride down memory lane for NZ-born truckie

BY ALF WILSON

ROLAND ‘Roly’ Davis slept in a ditch under a tarpaulin beside a truck while his mate was snoring his head off nearby in the cabin during his long career as a truck driver in Western Australia.

Now aged 84, Roly – as everybody knows him – had many experiences driving trucks, including the time he hit a scrubby cow which ended up under the front of his old Hippo.

Roly, who lives in Townsville, went for a welcome trip down memory lane when Big Rigs met him at the BP Cluden Roadhouse.

Born in New Zealand, he drove different trucks including a BMC Morris making local deliveries around Rotorua, and to other parts of the country.

“I came to Australia in 1976 and in my first eight years here I reckon I saw more parts of this country than many others see in a lifetime,” he said.

He got a job for Railex at Dutton Park in Brisbane driving a Ford D600 and as a qualified diesel fitter that held him in good stead.

Roly also worked for Gemco at the small hamlet of Malbon which is south of Cloncurry deep in the arid outback of Queensland.

It was in 1979 when Roly started working for NTS out of Welshpool in WA driving an old 1418 Mercedes Benz truck.

“The gearbox in it broke once and I was stuck on the side of the highway north of

Carnarvon for more than two days,” he said.

That WA stint lasted five years. He drove a Leyland Hippo with a 671GM motor and a 15-speed manual gearbox which was a genuine highlight in his long and eventful life.

“I even went to Albany in WA and worked as a tuna fisherman for a while,” he said.

During the mid-eighties, Roly also got to work around many trucks whilst employed a fitter working on the railway line between Townsville and Mount Isa.

“I had to repair a lot of International trucks. In those days the railway line sleepers were wooden and the trucks did lots of hard work. My job was to effect all repairs on all the railway equipment including heavy duty on track machines and all gear associated with the gang. It was great to have the wooden sleepers to make a fire and have a lunchtime cook-up. If you could beat the flies to it,” he said.

Roly also worked for Readymix I WA, about 100km from Broome.

“We would work six days a week and on the afternoon we got off would head to near the Fitzroy River and we would sit in the middle of the river sucking on coldies (beers),” he said.

He carted blue metal out of Nillibubbica which was for the last bit of unsealed road so that traffic could travel around Australia on bitumen.

There is now the popular Nillibubbica Rest Area on the Great Northern Highway at

Driver always looks forward to Saturday trips with son

WHEN Tasmanian driver Cameron Matthews visited Cairns recently, he felt the heat big time.

“I got off the plane there and it was so hot that I thought the heat was coming from the aircraft motors,” he said.

The 29-year-old is based at Burnie and works for CRE. He was driving an Iveco Stralis 460 when Big Rigs saw him at Mood Food Roadhouse on October 30.

“I have brought down general freight for Hobart and like the cold down here but didn’t like the hot up in Cairns and Mackay,” he said.

Each Saturday, Matthews takes his six-year-old son Mason on trips with him in the truck.

“He loves it and will probably be a truckie himself,” Matthews said.

Waterbank WA there.

I probed him on the incident where he slept in a ditch and the occasion where he hit a cow but escaped with no serious injury.

“The cow suddenly came from scrub beside the road near Broome and I was in the Hippo. It was a very scary incident and I could have been killed. The truck had been up on its near side wheels twice fully laden.

“Only one set of wheel tracks in the dirt. It went under the front of the truck but luckily it was sturdily built. I was very lucky. The time I slept under tarpaulin was the coldest night I have ever experienced and to make matters worse my mate who was asleep in the cabin snored loudly and I couldn’t sleep. I have seen snow in New Zealand and even had a ski in some but it was never as cold as that.”

Another memorable event for Roly was when he got to meet then Queensland Premier Joh Bjelke-Petersen who was at Broome in 1975 checking out an investment opportunity for the sunshine state. “He was with the WA Premier and shook my hand,” Roly said.

Up until 2005, Roly drove a Mercedes truck from Townsville working for Pioneer Road Services hauling machinery and equipment.

“I worked for Pioneer Road Services as a fitter in their workshops reconditioning truck and machinery motors, plus all the necessary maintenance on the trucks and trailers. Although I drove trucks there from time to time, I was never employed as a driver,” he said.

Back in his younger days, Roly also held a plane pilot’s licence and used to fly Cessna 172 and Cherokee light aircraft.

A community-minded citizen, Roly is well known around Townsville and has been a volunteer for the Coast Guard, Lions Club and other organisations.

Still in good health Roly loves listening to music including trucking songs and country with Aussie artists and has a very positive outlook on life.

“I had lived a rewarding life and try to smile as often as I can. And get on with life,” he said.

Matthews has been with the company for three years and also runs a small hobby farm near Burnie.

“I have cattle and horses there,” he said.

Matthews barracks for the Essendon Bombers in the AFL and said his favourite food was chocolate pudding. His preferred roadhouses are at Sassafras on the Bass Highway when he has early starts enjoying breakfast there, and the Mood Food.

“I also like watching basketball,” he said.

New role as truckie takes the cake for former baker

IT was ironic that I should meet up with 35-year-old Tasmanian truckie Daniel Poole as he was delivering to a bakery at historical Longford in northern Tasmania.

Because soon after he told me he had previously been a baker for 18 years before changing careers to become a truckie.

Poole was driving a Scania for SRT Logistics and is based at Launceston. He says he loves the job.

The Scania was the centre of attention as Poole unloaded supplies from the back and took them inside to the packed bakery.

It was raining that day

which made the task a little more uncomfortable.

“I wanted a change from being a baker and applied for a job with this company and got it and I am glad I did. They treat drivers very well and it was good coming here to the bakery. It brought back memories of my time in the industry,” he said.

Poole gets to travel to many places from his base including to Georgetown at the top of northern Tassie and smaller places such as Westbury off the Bass Highway. Outside work he enjoys fishing the waterways around Westbury and has lots of success landing rainbow trout which are a

prized delicacy to eat. He also does some shooting such as hunting rabbits and likes stopping at the Detention River Roadhouse when in the area.

“It has good food and friendly staff and is right beside the highway and many trucks pull up there,” he said.

Poole barracks for GWS in the AFL and hopes they can go one better next year after a semi finals effort in season 2023.

Keen judges reckon that GWS could even push for premiership honours in the much anticipated 2024 season.

“Becoming a truckie has been a great change for me,” he said.

The old Leyland Hippo loading sand at Elvire River for Hall’s Creek. Image: Roland Davis

Roly, who lives in Townsville, went for a welcome trip down memory lane when Big Rigs met him at the BP Cluden Roadhouse recently. Image: Alf Wilson

Cameron Matthews drives an Iveco Stralis 460 for CRE. Image: Alf Wilson

Daniel Poole unloads outside a bakery at Longford. Image: Alf Wilson

POWER YOUR SUSTAINABILITY JOURNEY WITH DATA-DRIVEN INSIGHTS

In Australia, transport contributes 19% of the country’s total carbon emissions. By 2030, it is estimated that the transportation sector will become the country’s largest source of emissions. Driven by this concern, many organisations are starting to adopt Electric Vehicles (EVs).

In 2023, Australia has seen a 120.5% increase in the sale of EVs as compared to a year ago. For fleet managers, transitioning an entire fleet is a gradual and complicated process. From ensuring that the new EV fleet reduces its carbon footprint to maintaining operational objectives in a cost-effective manner, here’s how telematics can contribute to a seamless transition process.

Telematics as a powerful and smart assistant during fleet transitions

Telematics assists fleet operators navigate the complex transition by providing data and industry-leading support. As the transition usually occurs in batches, organisations run on a mixed fleet strategy before they turn fully electric. With Geotab’s data-driven telematics and comprehensive reports, operators can learn how to effectively manage their mixed fleet while operating the new EVs.

Telematics provides fleet operators with improved visibility over all vehicles on a single platform, easing the transition process. Geotab provides heavy equipment fleet managers with both integrated and hardwired options to manage their vehicles. Ruggedized telematics solutions like the GO Device combines traditional fleet management tools with industry-leading data analytics to provide rich, actionable insights.

An exciting road ahead

Telematics takes the guesswork out of the transition process, provides transparency over emissions, fuel consumption and maintenance costs for existing ICE vehicles. Geotab’s Electric Vehicle Suitability Assessment (EVSA) report gathers data about a fleet and compares it with the manufacturers data for EVs in each country, empowering fleet owners to make informed decisions.

After making the switch, remote monitoring and diagnostics capabilities allow access real-time data, enabling prompt and effective vehicle maintenance. Telematics also optimise range management, addressing the common concern of range anxiety and promoting greater confidence in EV usage.

As the climate crisis builds, the need for cleaner forms of transport becomes more prevalent. Telematics will support the expansion of EVs by giving fleet managers the transparency they need to make the change successfully, and by helping governments assess their infrastructure needs.

An Australian pioneer

FUELLED by an unwavering passion for the roar of engines and the gleam of chrome, Alfred Woodbury transformed his life from a garage hobbyist tinkering with cars and trucks to a dedicated employee to be-

coming a proud owner of Windsor Exhaust Centre in Windsor, NSW in 1978. Facing the challenge of reviving a struggling mu er shop, his vision and drive steered this local gem into the fast lane of the automo-

tive industry. With hands-on experience and knowledge in the eld, he expanded the business to include more services such as chrome tips manufacturing and customised mu ers. is enabled him

to serve a wide spectrum of customers, ranging from regular drivers to business owners within the heavy equipment sector.

In 2010, with the rapid growth of the trucking industry, the demand for superior truck gear has also surged.

A common issue that arises in the trucking community is where traditional chrome truck stack discolours at 315-3700C. Challenging weather conditions further worsen the issue, leading to the development of cracks and rust. Additionally, the introduction of Euro emission standards for new trucks has added an extra burden.

Something had to change, and under the leadership of the next generation Woodbury, the new team embarked on a relentless quest to nd a solution. It was during this determined pursuit that the Silverback brand was born.

Silverback Armour is a brand division of CSC Group, with its game-changing technology surpassing traditional chrome stacks. It’s established itself as the pre-

ferred choice for top-known truck brands and truck enthusiasts nationwide.

With its unique heat-resistant formula that can withstand extreme temperatures up to 6500C, it’s proved to be a revolutionary product in the Australian trucking world.

e Silverback brand o ers the widest range of chrome stacks, stainless-steel mudguards (fenders), brackets and mounts, steer ares and bug de ectors, manu-

factured in both Australia and America.

Fast-forward to today, ve incredible decades later. As Mr Woodbury basks in a well-deserved retirement, his words and visionary spirit continue to reverberate.

‘A Quality & Innovative Product Tailored for Australian Outback Conditions’ is etched deeply within the hearts of the subsequent generations of the family, who ardently carry forward his awe-inspiring legacy.

The story of CSC Group began in Windsor, NSW in 1978.

Right: A remarkable transformation of a 1988 model 279 Peterbilt into a modern, compliant, and stylish rig, equipped with Silverback Bullhorn monster stacks. Above left: We have an extensive range of mudguards and unique options. Those pictured boast a ripple-free texture and a mirrorlike finish, highlighting their fierce appearance. Images: CSC Group

Where reliability meets the road

COMPLETE Steering Australia (CSA) has developed and manufactured – in conjunction with Stau Germany (the supplier of the integral components) – a diagnostic tool for steering gears and pumps tted to all types of trucks and heavy machinery.

CSA’s head o ce is in Melbourne, with another branch in Stapylton, Brisbane. Big Rigs had the chance to meet with their Australia-wide business development manager Peter Elliott recently.

CSA’s Pressure and Flow Mobile Diagnostics Unit is a very portable, workshop friendly tool.

e information it gathers is measured and stored and can be downloaded into the supplied proprietary software so it can be interpreted and any issues identi ed and diagnosed. e recorded information can also be easily forwarded to CSA’s Melbourne o ce for an initial diagnosis, for a ‘second opinion’, or for further analysis.

Outwardly it is a simple process to watch in action. Two hydraulic oil hoses are permanently tted to the diagnostic unit, and the other ends are tted to the inlet and outlet points of the steering pump being tested.

unit. Several di erent sets of end couplings are provided to allow for the di erences in steering pump hose ttings, particularly between American, European and Japanese truck makers.

Once connected, the truck is set to idle and the engine is brought up to operating temperature. is ensures the power steering oil is at its optimum operating state.

e truck engine is rst run at a low rev range and the data recorded. e engine rev range and hydraulic oil pressure are then increased and a range of diagnostic tests run and the data recorded. is is repeated

the results displayed on the computer screen in a visual graph form.

A second diagnostic opinion of the graphical output is available from CSA’s Melbourne head o ce on a very e cient turn-around so a sound interpretation of the downloaded data from the testing of the steering pump can be presented. is diagnostic service does not preclude there being issues with the steering geometry such in the tie rod ends, idler arm, pitman arm or in the kingpins etc. But it’s the best diagnosis you can get in respect to your steering gear and

CSA’s Pressure and Flow Mobile Diagnostics Unit is a very portable, workshop friendly tool. Image: CSA

vehicles and the specialist equipment used by CSA enables them to diagnose steering issues in a timely and e cient way that serves the interests of the customer.

e electronic equipment records and downloads graphs for systems pressure settings, ow rates and temperatures. All tests are documented and recorded to a computer for diagnosis and for future test

range includes new steering pumps, tie rod ends, drag link ends and pitman arms to suit all makes. ey also design, develop and manufacture drag links in-house to suit various truck models and brands.

ey also stock an extensive range of truck steering wheels, suitable for all American, European and Japanese trucks.

CSA is your complete truck and bus steering solu

A huge confidence boost for rising star apprentices

Nominations are now open for the 2024 Capricorn Rising Stars Award, which offer the confidence boost every apprentice needs.

MARK Smith, an auto-electrician with e Battery Terminal in Belconnen, Canberra, was the rst-ever winner of the Capricorn Rising Stars Award in 2018.

At the time, his prizes included an all-expenses-paid trip to the Gold Coast to watch the Supercars race and a customer service training package from e Workshop Whisperer for e Battery Terminal – his parents’ business. But the real prize was something far less tangible.

“I got a lot more respect from a lot of peers and from the businesses that we deal with,” Smith said.

“But the main thing for me was just the con dence from knowing that everyone had respect for me at such a

I GOT A LOT MORE RESPECT FROM A LOT OF PEERS AND FROM THE BUSINESSES THAT WE DEAL WITH.”

MARK SMITH

young age. It allowed me to learn o a lot of other people who wouldn’t normally talk to an apprentice from another business.

“Business owners of other mechanical shops were actually talking to me about electrical problems, rather than always going straight to Dad.

“So, that’s one of the biggest things Rising Stars gave me – just the con dence. Now I’m sort of second in charge,

and in charge when Dad’s not there, and it’s de nitely given me the con dence to do that.”

It’s a boost Smith said every business owner can give their apprentice by nominating them for this year’s Capricorn Rising Stars Award. Nominations are now open for 2024.

e prestigious achievement award recognises talented apprentices who show initiative, thirst for knowledge and commitment. e competition is open to all Capricorn Members.

Capricorn Group CEO David Fraser says he’s proud of the competition. “Encouraging and acknowledging future leaders is an important part of growing and supporting the automotive industry.

“We know that nding and keeping apprentices is one of the big challenges for the industry. By celebrating

apprentices like Mark, we hope to encourage more to join – and stay – in the industry,” Fraser said.

Over $27,000 of shared cash and prizes is up for grabs for the top ve apprentices, overall winner and nominating workshops.

Capricorn thanks longterm program sponsors Castrol, Repco and the Workshop Whisperer for taking part in this most valuable automotive aftermarket industry recognition program.

Smith was nominated for the Capricorn Rising Stars by his parents, Capricorn Members Steve and Julie Smith, of e Battery Terminal. If you’d like to nominate your apprentice and give them the kind of con dence boost Smith talks about, visit cap.coop/stars.

To view the 2024 Capricorn Rising Stars terms and conditions, visit cap.coop/tc.

THE TEAM AT AIR CTI WORK WITH INTEGRITY, RESPECT & PRIDE.

WE VALUE OUR RELATIONSHIPS WITH ALL OUR CUSTOMERS.

THANKYOU

WE APPRECIATE YOUR CONFIDENCE & TRUST IN US. WE LOOK FORWARD TO HELPING YOU INTO THE FUTURE.

The award recognises talented apprentices who show initiative, thirst for knowledge and commitment.

The inaugural Capricorn Rising Stars Award winner Mark Smith.

AIR CTI best for your tyres

THE professional truck driver is the best person to consult about driving a truck, as they can provide an accurate and targeted perspective about our transport industry, but do they have time to trawl through the labyrinth of consultative documentation used by the lawmakers?

Drivers have the real life experience to create the change needed to improve the transport industry and yet are time poor due to busy schedules and limited access to communications technology when driving.

e discussion on best possible outcomes for tyre pressure management must lead to questioning the di erences between Central Tyre In ation Systems (CTIS) and Tyre Pressure Management Systems (TPMS)

Contrary to popular belief, not all Central Tyre In ation Systems (CTIS) are alike.

Whilst it is true that they all have the capacity to raise and lower tyre pressure, the integrity and stability of these systems vary, as do the savings that may be achieved from any given brand. Like any product, quality and functionality will a ect the time taken for a CTIS sys-

tem to pay for itself in the eld. TPMS advancements have included improved wireless communications and battery life, but fundamentally TPMS is still just a sensor system dependent upon the physical re-

actions of the driver manually.

Where dual drive wheels are connected to a full Central Tyre In ation System, they are typically bound together, balancing pressures between inner and outer wheels, while permitting

the full bene ts of pressure tracking to be realised.

TPMS remains di cult to implement on dual wheel systems. Often for expedience they are only connected to the outside wheel, yet because of road camber and heating e ects of engine and transmission, the inside wheels often carry the bulk of a vehicle load. Access for dynamic adjustment of an inside dual drive wheel is quite di cult. Most drivers simply apply a best-guess all-round pressure to the inside drive tyres and ensure the risks and ine ciencies. is expedience is usually ignored by those trying to quantify the advantages.

e AIR CTI system displays live pressures in each tyre zone (group of tyres) against a driver preference. It will automatically track that driver selected pressure within 2-3 psi. If a pressure management repeatedly tops-up tyres over a short time interval, the CTI systems will alert the driver of a slow leak event. AIR CTI allows tyre pressures to be changed as you drive safely from the comfort of the cab, and is also a claimable tax asset.

Even if the driver does not react to such an alarm, the CTI systems will endeavour to maintain normal pressures

until the vehicle reaches a safe space for an assessment. For this reason, the time taken for the driver to react to a problem is not as critical on a CTI tted vehicle as it would be with a TPMS monitoring system.

e AIR CTI systems not only monitor tyres for problems, they automatically respond to adversity and allow vehicles to safely reach their destination. TPMS systems can’t do that.

A proudly family-owned Australian company since 1998, the AIR CTI company, located in Morwell, Victoria, has invented AIR CTI and been tting and servicing tyre pressure management systems (Central Tyre In ation) to a range of vehicles across Australia and around the world.

With our decades of experience we are industry specialists in this sector. AIR CTI has a white paper which describes the dynamics and advantages of Central Tyre In ation in great detail. is document is available upon request.

Central Tyre In ation (CTI) is the only practical method to optimise tyre life and service. Adjustable tyre pressure (CTI) can be driver controlled or dynamically managed by measurements of suspension air

pressure. AIR CTI is the original Australian manufacturer of Central Tyre In ation with technology unmatched by other providers.

Each AIR CTI system has unique isolation technology to limit air loss in case of extreme damage and unwanted air transfer with o camber loads and drive angles. is functionality is unmatched in other CTI systems. Consider the time wasted xing tyres, getting new tyres tted, xing damage from blow-outs in addition to increased suspension, brake and drive train maintenance. Having your pressures correctly matching your loads will impact emergency stopping distances. ABS, ELB, ESB features are all great, but all are a ected by the size of the contact patch between the tyres and the road.

If you’re getting less than 100,000km on your drive tyres, or have traction problems, or travel empty half the time, AIR CTI is the only way to optimise tyre costs, tyre performance, and safety, while minimising our impact on the environment.

Life is too short to continue making the tyre companies and fuel companies richer.

Chapman Machinery in Leongatha had its S294 Volta Tractor recently fitted at the AIR CTI factory. The AIR CTI system has been custom-fit up to the drive and steer. AIR CTI manufactures systems to suit any make and model.

The Forestry SA Fire King fire tanker fitted with AIR CTI to the drive and steer, which uses fireproof technology to protect the hoses. This system ensures that the tyre pressure can be adjusted even in extreme conditions, making it a reliable choice for firefighters. Images: AIR CTI

Run cleaner, longer with filtration science

A FLEETGUARD centrifuge lter is a type of ltration system designed to remove contaminants and impurities from a uid, typically used in diesel engines for oil ltration.

e centrifuge lter operates on the principal of centrifugal force to separate solid particles from the oil. Here’s a simple explanation of how it works:

Centrifugal force: e lter contains a spinning rotor or bowl. When oil ows into this bowl, the centrifugal force generated by the spinning motion forces heavier particles, such as dirt and sludge, to move outwards to the bowls walls.

Separation of contaminants: As the oil moves towards the outer edge of the spinning bowl, contaminants are separated from the oil and collected in the lter bowl.

Clean oil extraction: e cleaned oil, now largely free of impurities, is then directed back into the engine for lubrication.

How to pick the correct centrifuge filter

Engine compatibility: Ensure that the centrifuge lter is

compatible with your speci c engine make and model. Refer to your vehicle or equipment manual for manufacturer recommendations.

Flow rate: Check the ow rate speci cations of the lter. It should match or exceed the oil ow requirements of your engine e cient ltration.

Operating conditions: Evaluate the environmental conditions and operating demands of your engine. If your equipment operates in extreme conditions or undergoes heavy-duty use, select a centrifuge lter designed for such environments.

Bowl size and material: e size and material of the centrifugal bowl matter. Ensure it can handle the volume of oil in your system and is constructed

from durable materials suitable for your applications.

Ease of installation: Choose a lter that is easy to install and ts seamlessly into your existing oil ltration system. is can reduce installation time and potential complications. Maintenance requirements: Consider the maintenance requirements and needs of a centrifugal lter. Filters with accessible and easy-to-service components are advantageous for regular maintenance.

Centrifuge filter installation process

1: Start by reading the installation manual provided by Fleetguard.

2: Get the tools mentioned in the manual.

3: Locate where the lter goes on your engine using the engine manual.

4: Clean the area around the installation point to keep it free of dirt.

5: If you’re replacing an old

lter, take it out following the manual.

6: Follow the manual’s stepby-step instructions to put the new Fleetguard centrifuge lter in. Secure it and connect any hoses.

7: Make sure all connections are tight to avoid leaks.

8: If needed, follow the manual to prime the lter for proper function.

9: Turn on the engine and listen for any unusual sounds

or leaks. Watch for a bit to ensure it’s working as it should.

For more training with Fleetguard, visit eetguard. com/s/training?language=en_ AU.

AUSTRALIAN owned and operated, with 23 years in business, Trucktools is powering on from strength to strength.

Trucktools is a national Capricorn Preferred Supplier to all Capricorn commercial/ eet workshop members Australia wide.

Our warehouse is expanding due to the continuous growth in specialty tools suited for the heavy vehicle, truck and trailer industry.

Trucktools covers specialised tooling for heavy diesel mechanics and eet service shops. We are located just 1 kilometre o the Princes Freeway, east of Melbourne and in the largest growing commercial area in Victoria. It’s a convenient location for logistics companies to pick up from our dispatch daily.

We supply quality prod-

ucts, with service that’s second to none.

At Trucktools, we carry some major brands from Canada, USA and our own Trucktools brand, which are all trade quality products. Our website is convenient for customers to order online or alternatively, they can place their order over the phone during business hours Monday to Friday.

For more information, please visit trucktools.com.au or phone 1800 000 561.

A&A Di Medio and Son (AADS) NSW is a family owned and operated company, that’s been going for more than 40 years.

It was started in the late 1970s by the late Alessandro Di Medio and is now in its second generation. Today his son Pietro Di Medio, and partner Duarte Damas, continue to drive the business into the future.

When Alessandro rst moved to Australia, he brought with him his boiler maker skills.

He ventured into driving a concrete agitator truck and in doing so recognised there was a market to produce and repair agitator trucks and bodies.

While AADS NSW continues where it all started, manufacturing and refurbishing agitator truck bodies and barrels, its services now extend to all types of trucks and trailers.

AADS NSW o ers a full range of services that can be tailored to your individual

requirements or to speci cations that have been requested by report from the road tra c o ces. Here at AADS NSW,

we can perform professional sandblasting services, as well as painting your trucks or trailers, using a quality primer and 2-pack painting system.

To add, AADS NSW provides welding services too, so we can carry out all your welding repair requirements.

AADS NSW always takes great pride in the end product being of a high quality nish. Testament to that is the high number of repeat customers, who keep on coming back.

At AADS NSW, we understand that any time your truck spends o the road is valuable to you, therefore we are committed to completing all our workshop services as professionally and quickly as possible, to get your rig back on the road and back to work!

For more information on our services or for a quote, please call the team on 0407 020 832 or come and visit us on site at the workshop at 3 Enterprise Place, Wetherill Park, NSW. We also have a major manufacturing centre in Melbourne and a branch in Adelaide.

HAVING just celebrated its 25th birthday, On-Site Custom Exhaust Service is a team of experts when it comes to the installation and repairs of custom exhaust systems for your truck.

e business was started by Chris Renton in 1998. Originally from New Zealand, he was a our miller by trade before getting into the performance vehicle space – and subsequently nding his niche in trucks.

Perhaps unsurprising however, as he’s also the son of a truck driver. “I grew up around trucks,” said Renton. “My father was a diesel mechanic and truck driver and my son is a truck driver too. He’s 30 now and has done everything including road trains. As soon as he could get his licence, he did. Trucks are in our blood. And once exhaust tting is in your blood, it stays there – it’s a real passion.”

On-Site Custom Exhaust Service o ers both onsite and mobile services for the exhaust industry in Brisbane and South East Queensland. Its major customers include mechanical workshops, service stations, transport companies and owner operators.

Renton’s interest in building high performance engines over the years has helped his understanding and develop-

ment of high performance exhaust systems, in terms of both their design and construction.

He creates systems for almost every need, including various types of vehicles, forklifts and heavy machinery, air intakes and more.

“ e word ‘custom’ in our business name is exactly what we do. If you can’t buy it at the shop or the dealership, I can make it. ere’s no such

thing as it can’t be done – if it’s been done before, I can do it,” added Renton.

From stock replacement to custom exhaust systems, On-site Custom Exhaust can take care of any of your mufer and exhaust system needs – with all work fully guaranteed. e team can help you come up with the most ecient and a ordable solution for your needs.

We are the truck conversion specialists – whether it be custom single to twin system or twin to system conversions; or custom made extractors for extra high performance. e company also stocks a range of leading exhaust brands, including Silverback Chrome, which is a leading supplier of chrome exhaust components.

Silverback Chrome o ers a range of chrome top stacks and chrome monster set-ups, complemented by a range of chromed stainless

The ‘Concierge’ di erence

TRANSPORT operators are busy, and insurance claims often go to the end of the queue when assigning tasks. NTI research has shown that many transport operators don’t feel they have time to get repairs quoted or completed. at’s particularly the case for vehicles that are still drivable after an incident.

NTI Claims Team sets out to solve this problem. As a result, we changed the way we receive information from customers. Our goal was to streamline the process – from noti cation to repair assessment and authorisation – for vehicles still drivable following a claim.

Your Concierge is waiting NTI’s claims process – ‘Concierge’ – starts when customers lodge a claim. We send them a link they can use to upload images and other information.

Our assessors then reach out to our NTI Premium Repairer and NTI Local Repairer networks, using the customer’s information to complete a quote online. If that’s not

feasible, we arrange a quote onsite at a location convenient for the customer (such as their workplace or home).

Once we have the information we need, we can order parts and get things moving. is enhanced process makes the experience considerably faster for the customer. Once quoted, repairs are booked in at a suitable time. at might mean making repairs across multiple weekends or after-hours. is outof-business-hours scheduling allows driveable trucks to stay on the road. It also minimises disruptions to business-as-usual.

ere’s no doubt that customers and repairers alike value the service – and why wouldn’t they? Since its introduction, more than half of eligible customers have elected to use Concierge. Customer satisfaction is extremely high, at 94 per cent.

Better information means better safety rough Concierge, we learnt that getting more timely information from customers meant

we could better understand their vehicle damage and assess whether the vehicle was drivable.

In some cases, we identied potential safety problems and had vehicles towed immediately to a repairer. is step ensured that the driver was safe, their repairs could be fast-tracked, and any further incidents avoided.

Solving customer problems

Having a damaged vehicle in the yard – or on the road –is just one more problem to solve.

But Concierge helps all parties involved in an insurance claim by solving several key challenges:

• Customers want guidance and support to get repairs

done without taking up too much of their time and with minimal business disruption.

• NTI wants damaged trucks repaired and back on the road to keep drivers and other road users safe and transport businesses operating. Our initial focus was on helping customers provide the

exact information we needed to triage repairs and fast-track replacement part procurement. But the system soon grew to encompass getting vehicles booked in for repairs at locations and times convenient to customers’ work requirements e key has been listening to our customers and opening up ways to help them.

Technicians in hot water: Aussie Pumps hosts masterclass

RECENTLY Aussie Pumps hosted a masterclass on servicing hot water pressure cleaners. e aim was to both train service technicians and to demystify the mechanics behind the machines.

e participants were taken through the basics of the hot water machines and shown how by careful design, Aussie Pumps’ range of steam cleaners have been tailored for Australian conditions.

“When we set out to sell hot water and steam pressure cleaners in Australia, we knew that the standard European machines did not measure up to the local conditions,” said Aussie Pump’s chief engineer John Hales. “Reliability is vital, especially in busy quarries where the breakdown of the steam cleaner can mean longer maintenance times for identifying hydraulic leaks and engine issues with major consequences.”

Aussie Pumps set out to de-

sign key features into their machines that gave users advantages they felt were essential, without including over-complicated components with the potential to fail.

A prime example is Aussie’s Admiral 4000 steam cleaner, which is a 4000 psi steam cleaner with increased capabil-

ity but with the advantage of using less water consumption. e Admiral can save time, water and electricity in the cleaning process. e 4000 psi capability, with ows up to 15 litres per minute, means it can move caked on debris fast, delivering huge time savings. It’s the combination of steam (up

to 130°C), 4000 psi pressure and huge ow, that get the jobs done faster.

e operator has the ability to vary both pressure and heat from the control panel to optimise performance and cleaning e ciency.

All of Aussie’s hot water machines come with four

pole motors and slow speed heavy duty European triplex pumps. ey provide a longer and trouble-free life. e range includes both single and three phase options with pressures from 1800 psi all the way up to 4000 psi.

ey also come with stainless steel covers, replacing the

traditional European style plastic cover, a steel chassis which is stronger and longer lasting than polypropylene and four wheels, not castors, for ease of movement on uneven surfaces.

Aussie’s machines are streets ahead of imports. ey feature a wide range of protection devices that are aimed at providing the maximum convenience for the operator. ese include

Timed Total Stop, Auto Shutdown, Micro-leak Detection, and Low Fuel sensor with warning light.

“What the masterclass taught our technicians was that Aussie’s steam cleaners are as tough on the inside as they look from the outside,” added Hales.

Aussie Pumps has comprehensive workshop manuals for servicing hot water machines available free of charge.

For further information on Aussie’s range of hot water and steam cleaners visit the website at aussiepumps.com.au.

Aussie Pumps’ range of steam cleaners have been tailored for Australian conditions.

NTI’s claims process – ‘Concierge’ – starts when customers lodge a claim.

The recent masterclass aimed to both train service technicians and demystify the mechanics behind the machines.

NTI’s customer and improvement manager Deb Robertson.

Images: NTI

Concierge helps fast track insurance claims to get your vehicle back on the road sooner.

Getting more timely information from customers helps to determine the vehicle’s level of damage.

Tyre change during downpour

Our hard working truckies experience many problems as they keep Australia supplied –which many members of the public wouldn’t even realise.

Spy had to feel for a middle-aged truckie who was seen changing a rear tyre on a B-double just off the Bruce Highway south of Cardwell.

It was pouring rain and the driver was hard at work to get the job done in terrible conditions.

This poor fellow didn’t even have a raincoat or umbrella during the wet weather in the aftermath of Cyclone Kirrily.

Cars and other trucks whizzed past and no one stopped to help.

However it would have been dangerous for anybody to assist as it was right on the shoulder of the highway.

Despite the obstacles this driver got the job done, as reported by other truckies who passed the scene afterwards and let Spy know.

NT job o er for driver in his 80s

There was a certain amount of humour during a conversation with an 80 plus year old driver who lives in South Australia and was offered a job in the Northern Territory.

“I was offered a job driving by a company which has a contract with the Defence Department, hauling military equipment out of Darwin to various places,” he said.

Still very lucid, he used to drive in the NT.

I asked him what measures he had to go through to maintain his licence at that age.

“I have to do a stringent test every year for safety purposes and it is quite difficult but necessary. They test your sight, and other senses and even make you try and do six push ups which is bloody hard,” he said.

Our mate passed the test and still does some light volunteer work driving in his home state.

But the bottom line is he declined the lucrative job offer.

“It would have been good

money but I am too bloody old,” he said with a loud laugh.

Sympathy or stupidity?

Most feel a certain amount of sympathy for any driver who receives a speeding ticket in the mail after being nabbed by a speed camera.

But any such sentiment for this NSW truckie is wearing a bit thin – at least with those fellow drivers who he has constantly whinged about it to since he got the nasty surprise in the mail.

Why? One may question.

The reason is that the lad freely admits to seeing a roadside speed camera warning sign a few hundred metres before the location of the camera.

Observations about mobile phones

A veteran South Australian driver says he’s appalled at the number of motorists he sees using their mobile phones while driving, especially in the morning.

He told Spy that it is mainly on a 40km section between Renmark and Loxton.

“I can see from an elevated position in the cabin just how many drivers, mostly in cars and vans, but some in trucks, who are on their mobile phones when I am on the road early in the morning between 7am and 8am. This is a big safety issue,” he said.

Police around Australia will tell you such mobile phone use whilst driving is rampant around the country.

Even with such heavy fines and loss of demerit points in place, it doesn’t deter many from such use.

Meet often before death

I had a call from a Victorian truckie who had some good advice for readers after attending the recent funeral of a younger sister.

He is aged in his seventies and sadly his sister who was 10 years his junior passed away after a long illness.

“I attended the funeral with many others and everybody spoke well of her and reminisced about the good times

with Alf Wilson Spy on the Road

Truckies keeping the nation moving – rain, hail or shine

from years ago which was great,” he said.

But he then went on to make a good point that many in attendance including relatives hadn’t seen the lady for years and in some cases decades.

“Why do we have to wait until somebody dies to gather and say nice things about the loved one? We should try and have get togethers regularly whilst the person is still alive,” he said.

No fuel at mining towns

Thunderstorms which affected the power grid resulted in truck drivers not being able to fuel up for more than a day at the WA towns of Kalgoorlie and Coolgardie.

“Those of us who knew about it who normally take on fuel there had to plan trips to ensure we made alternative arrangements,” said one small fleet owner.

Of course some didn’t realise there would be no diesel and were forced to bunker down in their sleeper box for the duration.

The bad weather also closed the inland highway to Laverton in sections for up to five days which also posed problems for supply.

“The heat here in WA is unbearable and temperatures are sitting around 40 degrees. Luckily we have air conditioning in our cabins but it is not so good when we make deliveries,” another driver said.

Fuel price di erence questioned Spy noticed with interest the

difference in the price of diesel and unleaded fuel between two outlets which are about 100 metres apart in location.

One was 20 cents per litre cheaper than the opposition and when Spy passed on numerous occasions, it unsurprisingly had by far the most customers.

However the more expensive establishment did have some patrons fuelling up.

A truckie who paid $1100 to fuel up worked out he made huge savings by choosing the less expensive establishment.

However about 2km away two other outlets across a busy road from each other had the prices roughly the same.

Most truckies Spy speaks to have common sense and shop around where location and distance travelled allows it.

Generator SOS

Several big roadhouse staff have sent out SOS calls to management to purchase generators in the wake of food loss after Cyclone Kirrily.

They lost power for up to four days and had to throw out a lot of refrigerated food.

I know of one roadhouse which lost $10,500 and another tossed $6000 worth of food into bins.

Several staff have no doubt that if a generator had been there, food loss would have been zero.

Mind you it is a catch 22 situation for operators as generators cost heaps to purchase and install and cyclones don’t occur that often… touch wood.

A truckie who is a regular patron at one roadhouse that

closed after the cyclone said that generators require fuel to run on and if power was off at the roadhouse, that could not be supplied.

Sea spray alert

The many trucks which travel over a causeway road at the entrance to scenic Sorell in southern Tasmania sometimes get a free wash.

However it’s not a welcome wash as the salt water is from the lagoon and splashes across the road expectedly.

Mainly when the waterway is experiencing high tide and the sea is rough.

Authorities have erected warning signs at both entrances to the causeway, which is part of the busy Tasman Highway.

The causeway and adjacent McGees Bridge provide vital links between Hobart and two of Tasmania’s principal tourist attractions – the Port Arthur Historic Site on the Tasman Peninsula and the picturesque east coast.

The Sorell Causeway is the second such convict-built causeway in the south-east of Tasmania, and is similar to the causeway section of the Bridgewater Bridge across the River Derwent.

New Bridgewater Bridge

Work was progressing on a new Bridgewater Bridge when Spy visited the Apple Isle recently.

There was a bottleneck of traffic on both occasions when I crossed the current bridge.

The new bridge will make travel safer and more efficient. It will connect local communities, create more open space and change the way people travel between the north and south of the state.

The new Bridgewater Bridge is the largest transport infrastructure project in Tasmania’s history and work is scheduled to be completed in 2025.

It will strengthen Tasmania’s National Highway, connect local communities and fix the missing link between the Brooker Highway and Mid-

lands Highway.

The new bridge will have two lanes in each direction and new interchanges at Bridgewater and Granton.

A grade separated interchange will connect the Brooker and Lyell highways and there will be connections to local roads in Bridgewater and Granton.

The existing bridge will stay open while the new bridge is built, but because of its poor condition and growing maintenance costs, it will be decommissioned once it’s no longer needed.

Most of the structure will be removed, but some elements will remain in place while others will be installed in the local area close to the bridge.

When the bridge over the Derwent River at Hobart was closed for several years back in 1975 when a ship took out two pilons, Bridgewater Bridge was the important link with the Tassie capital for several years.

Hats or triangles

Several non road transport travellers contacted Spy after spotting my contact details in Big Rigs to ask a question.

They had spotted a broken down truckie who had pulled off a narrow highway while attempting to repair it.

However he had limited space off the bitumen and part of his truck was on the road.

“Looked like he had those orange witches hats around the truck to alert motorists of his problem,” one said.

They were similar to the ones which are commonplace at roadworks around the country.

But were they witches hats or something else others queried Spy, who was not privy to such knowledge. But being a curious 007 type I investigated.

“All of our drivers carry triangles not witches hats, which is regulation,” one well known small fleet owner told me.

Another said the only truckies who carry the witches hats are those driving fuel tankers, which they use when replenishing tanks at outlets.

Roadworks around north Queensland. Images: Alf WilsonSome old buildings in historical Coolgardie, WA.

34 PALLET DROP DECK B DOUBLE CURTAINSIDER COMBINATION

20-40FT SIDELIFTER

2023 HAULMARK 10 PALLET A-TRAILER $165,000 INCL GST

2016 GTB

45FT REFRIGERATED VAN $77,000 INCL GST

2012 VAWDREY 41FT EXTENDABLE FLAT TOP $99,000 INCL GST

2022 KRUEGER

D/DECK TAUTLINER MEZZ $165,000 INCL GST

2022 MAXITRANS 45FT FLAT TOP $121,000 INCL GST

2020 VAWDREY 45FT DRY PAN $154,000 INCL GST

2016 GTB A-TRAILER REFRIGERATED ROLLBACK $77,000 INCL GST

2016 GTB

45FT REFRIGERATED VAN $77,000 INCL GST

B-DOUBLE SIDE TIPPERS

DROPDECK EXTENDABLE

B-DOUBLE FLAT DECK CURTAINERSIDERS

BOGIE ROADTRAIN DOLLY

Closing Loopholes Bill will benefit transport industry

PETER

CEO,

THE passage of the Fair Work Legislation Amendment (Closing Loopholes) Bill 2023 marks a signi cant milestone for the transport industry in Australia.

With its impending enactment into law, we can anticipate a transformative shift towards greater fairness, equality, and e ciency within the sector. is achievement wouldn’t have been possible without the tireless e orts of various organisations and stakeholders who have worked diligently over many months to advocate for its implementation.

As the national secretary of the Australian Road Transport Industrial Organisation (ARTIO), I am proud to have been part of this collaborative e ort alongside esteemed organisations such as NatRoads, TEACHO, the Transport Workers’ Union (TWU), and the National Road Freighters’ Association.

Together, we have championed legislation that not only bene ts our industry but also upholds the rights and well-being of those working within it.

e establishment of the

Road Transport Advisory Group (RTAG) within the Fair Work Commission, is a crucial step towards addressing longstanding issues of inequality and unfairness within the workplace and contractual chains of the transport industry.

By providing a platform for stakeholders to raise speci c concerns and collaborate on solutions, the RTAG promises to be a catalyst for positive change and improvement.

One of the primary reasons why the Closing Loopholes legislation is a boon for the transport industry is its focus on safety standards. Transport carries inherent risks, and it’s imperative that stringent safety measures are in place to mitigate these risks.

Loopholes in existing regulations have often allowed corners to be cut on safety protocols, jeopardising the lives of workers and the public.

By closing these loopholes, the legislation sets a higher standard for safety compliance, thereby reducing the likelihood of accidents and ensuring the well-being of all stakeholders.

Moreover, the legislation promotes fairness and transparency. Loopholes have historically enabled some parties to gain an unfair advantage over competitors by exploiting regulatory gaps. is not only distorts market dynamics but also undermines the integrity of the industry. By leveling the

playing eld and holding all players to the same set of standards, the legislation fosters healthy competition and encourages innovation while curbing unethical practices.

Critics may argue the legislation imposes additional burdens on businesses, stiing growth, and innovation. However, such concerns disregard the long-term bene ts of a more regulated and responsible transport industry. By prioritising safety, fairness, and environmental sustainability, the legislation lays the groundwork for a more resilient and future-proofed sector.

rough our membership in ARTIO, the VTA has played a pivotal role in advocating for the legislative reforms necessary to create a more e ective framework for addressing industrial relations gaps within the industry.

e passage of this legislation is a testament to the power of collective action and demonstrates what can be achieved when organisations come together to pursue a common goal.

It is important to recognise that the bene ciaries of these ongoing improvements will not only be current industry participants but also

future generations of business operators, drivers, and logistics workers. By enacting measures that promote fairness, equality, and safety, we are laying the foundation for a more sustainable and inclusive transport industry that will continue to thrive for decades to come.

To facilitate further discussion and engagement on the implications of this legislation, the VTA State Conference 2024 will feature a special session dedicated to minimum standards and industrial relations.

Speakers from ARTIO, TWU, NatRoads, and other

key organisations will lead the discussion, providing valuable insights.

I encourage all industry stakeholders to join us at the conference, which will take place next month at Silverwater Resort, Phillip Island. is is an invaluable opportunity to gain a deeper understanding of the new legislation and its implications, as well as to network with peers and exchange ideas on how we can collectively shape the future of the transport industry in Australia.

For further information and to register, please visit vta.com.au.

Building the right safety habits in construction industry

Our main goal was to check heavy vehicles involved in the construction industry for compliance of mass, dimensions, loading and vehicle maintenance.

AS we continue our operation this month, I want to talk directly to our construction industry about the importance of safety and compliance on our roads.

The construction industry is integral to infrastructure projects right across the country, and ensuring safety across these sites and when vehicles move to and from them, is important in keeping all road users safe.

Over a four-week period, the NHVR will focus on your industry across NSW, Qld, Vic, SA, ACT, and Tas, aiming not just to enforce, but to educate and encourage better safety practices.

When we undertook a similar operation last year, we saw an overall compliance rate against the Heavy Vehicle National Law of 56.4 per cent.

One particular concern I want to raise is mechanical compliance; particularly concerning issues with the mechanical condition of vehicles built before 2010.

We recognise a large portion of our industry are taking their responsibilities seriously, but there’s still some work to be done and an important reminder needed for those operating older vehicles that regular scheduled maintenance is essential.

We’ve seen the difference proactive safety measures can make; not just in preventing

incidents, but in building a culture that values safety above all.

It’s about doing the right thing - not just when someone is watching, but every day.

In the construction industry, hazards traditionally include loads not being properly restrained and vehicles exceeding mass or dimension limits.

These may seem like standard risks, but they are amplified – particularly on a construction site – by time pressures, constant loading and unloading, and the frequency of travel alongside other motorists on major roads and thoroughfares.

Simple steps like regular vehicle maintenance checks and ensuring your loads are

properly secured within legal limits can help ensure best practice.

For companies, managing safety risks within your organisation can avoid financial loss for the business, evade legal sanctions, enhance business reputation, and most importantly, prevent injuries or fatalities. It’s about creating a culture where informed safety decisions are always made.

With the support of police in local areas, the operation aims to ensure compliance across our important construction sector and ensure that all road users are safe.

But let me be clear: this operation isn’t about pointing fingers. It’s about working together to ensure our roads are safer for both cars and heavy vehicles, today and into the future.

With an emphasis on education, the reason for the operation is clear. Safety. It’s about working together to ensure our roads are safer for both cars and heavy vehicles, today and into the future.

Let’s show that we’re not just committed to getting the job done, but to doing it safely.

The passage of this legislation is a testament to the power of collective action. Image: TWU

The operation aims to ensure compliance across the construction sector. Image: Geoff Childs/adobe.stock.com

VTA COMMENT

ANDERSON

Victorian Transport Association

ON-ROAD EXPERT PAUL SALVATI NHVR chief operations officer

So why do we, the compliance-types, give drivers rubbish information? Or worse, no information at all?

represent themselves in court at minimal cost?

De nition: Compliance-types (n.) Person/s who have knowledge about road law and safety as it relates to the trucking industry in Australia. Can be prone to exaggeration, grandiose statements, and arrogance. Good examples can be hard to nd.

THE most common thing I do is educate drivers about compliance. In almost all cases, they’ve been given misinformation or sometimes, no information, to successfully do their jobs.

Truckies operate under more legislation than almost any other industry. Long work hours in changing environments can be mentally taxing, as is sharing the road with other road users that are often unskilled.

I work with drivers who are confused because “My mate told me....” or “Our compliance-type said...”. I know drivers can look it up online, but why should they? Isn’t it our role to give them the best information possible?

My passion for this industry covers my entire life. With compliance, I’m more than a bit of a nerd, and I believe drivers should be properly informed and empowered to have successful careers.

Hence, my frustration. Our drivers deserve to be properly informed about matters that a ect them and given tools to succeed. And I don’t mean the day-to-day delivering-the-freight type of information.

An example. An infringement is sent to a company, they nominate the driver. Sometime later, the driver receives the infringement in the mail. Did we let them know it was coming? Did we explain their options, or where to seek help? Do they know they can

What about Notice to Produce letters from Safe-TCam? Does a company let drivers know when their work diary pages have been sent to the NHVR? ese are drivers’ documents; would you agree drivers should be told?

Does anyone tell drivers that the fault they reported last month has been repaired? If not, why? We should inform drivers their identi ed fault was addressed. Otherwise – why would they bother reporting faults?

At the very least, it’s disrespectful; at worst, negligent.

I’ve lost count of compliance-types who wa e on so much about their experience and knowledge, their self-importance takes over. ey forget – their goal is to keep drivers safe and be properly informed, not give themselves a dopamine hit. ey should always check what they think they know, and must communicate with evidence, not ego.

Do I get it right all the time? No. Do I check when I’m not sure? You bet I do.

Do I talk with the driver about it and give them print outs from legislation with the relevant bits highlighted? Or links to websites and clear instructions that can help them?

Abso-freakin’-lutely.

Drivers are the ones who go through checking stations, facing scrutiny of enforcement. Drivers are the ones who face the harsh glare of peers when something goes

wrong. But it’s the compliance-types who must get it right, for drivers, in the rst place. Not just guessing or believing or banging the desk with your st – with clear, hard evidence, so drivers are properly informed.

Drivers, if your compliance-type says, “It’s the law,” or some other such phrase, your next ve words must be, “Can you show me that?”

eir willingness to show you will tell you if you’ve been properly informed.

Yes, I’m taking a swipe at those who do not have processes in place to ensure their drivers are well informed and educated about their rights and responsibilities. I’m pointing at those compliance-types who make grandiose statements and then wither when asked to prove it. Just stop it. Do the right thing by those who do this demanding job.

Compliance-types, if you don’t have evidence, nd it. A week’s wages for a driver could depend on the information you’re giving them. Contact your member association or an industry expert who has runs on the board (and isn’t afraid to admit when they’re wrong...) to make sure information you’re giving drivers is accurate. Get it in writing. Share with drivers.

Drivers need trusting relationships with compliance-types. If you’re a compliance-type and this article causes you to get hot under the gills, well, perhaps that says something?

Drivers are the ones who go through checking stations, facing scrutiny of enforcement. Image: NHVR

Meeting health and wellbeing obligations

BY HUBFLEET

HERE at Hub eet, we’ve partnered with Glyn Castanelli, who is an NHVR-approved auditor from Transport Health and Safety, to delve into the seven fatigue management standards established by the NHVR.

Our goal is to provide insight into what these standards mean and how transport companies can implement practical systems to ful ll their obligations under the National Heavy Vehicle Law (NHVL).

In this article, we will focus on fatigue management standard Part 2: Health and wellbeing for performed duty.

The standard is standard requires drivers to be in a t state to safely perform their duties and to meet speci ed medical requirements. Operators must also have a system in place for this.

Operators must also ensure that time o is provided for drivers to recover from or to prepare for the fatigue e ects of work.

Drivers must ensure that they consider the impact of recreational activities and their personal life on their wellbeing and capacity to work safely, and use time o responsibly to prepare for, or to recover from,

the fatigue e ects of work.

What to do

Operators must also have a system in place that records a driver’s tness for duty, which addresses the driver health, use of drugs/alcohol, medical conditions, wellbeing, and state of fatigue.

In adhering to the NHVR fatigue management standards, Part 2 emphasises the crucial aspect of health and wellbeing for drivers undertaking their duties.

e standard underscores the necessity for drivers to be physically and mentally t to safely perform their tasks and to comply with speci c medical requirements. Simultaneously, operators are mandated to implement a robust system that guarantees drivers are in an optimal state to execute their responsibilities and meet the stipulated medical criteria.

Documented procedures should exist for the drivers to notify the operator if they are un t for duty due to any lifestyle, health or medical issue both before and during work.

An integral element of this standard is the obligation for operators to facilitate adequate time o for drivers, allowing them to recuperate from the strains of work-induced fatigue or prepare for

upcoming challenges. is encompasses a holistic approach to driver wellbeing, recognising the impact of both work-related and personal factors on their capacity to operate heavy vehicles safely.

To operationalise these standards, drivers are required to undergo certi cation by a medical practitioner in accordance with Austroads’ Assessing Fitness to Drive guidelines or an equivalent document sanctioned by the NHVR.

e comprehensive examination includes an assessment to identify drivers at high risk for sleep disorders. e frequency of these examinations is prescribed, occurring once

every three years for drivers aged 49 or under and annually for those aged 50 or over.

Operators play a pivotal role in ensuring compliance with these health and wellbeing standards.

ey are obligated to establish a systematic approach for storing and updating driver medical records, guaranteeing that all pertinent information is current.

Additionally, operators must implement a comprehensive system that meticulously records a driver’s tness for duty. is system should encompass aspects such as driver health, the use of drugs and alcohol, existing medical conditions, general wellbeing, and the driver’s state of fatigue.

By embedding these practices into their operational framework, operators contribute to fostering a culture of safety, responsibility, and conscientiousness. is not only aligns with regulatory requirements but also underscores a commitment to the overall welfare of drivers, ultimately promoting safer and more sustainable

heavy vehicle operations.

Glyn Castanelli has spent the best part of 30 years in the heavy vehicle transport industry in many roles, including as a driver, trainer and as a NHVR Accredited Auditor at Transport Health and Safety.

Glyn is also president of the National Road Freighters Association.

Glyn notes: “Having fatigue accreditation is good business practice, everything you must do for fatigue management you should already be doing under Heavy Vehicle National Law.

“Using Hub eet to manage driver health and wellbeing gives your business easy access to driver records and t for duty declarations without all the mountains of paperwork to sort through.”

The Hubfleet digital compliance system

e Hub eet heavy vehicle compliance system can help companies meet their obligation under the health and wellbeing for performed duty standards by allowing businesses to implement custom t for duty questions for driv-

ers to complete when they start a shift.

ese are automatically stored with each completed shift record on the web portal. Medical records can also be stored on the system with reminders for both drivers and eet managers about certicate expiry dates.

Seek compliance advice

It’s important to note that the speci c requirements and details of the NHVR fatigue management standards may have evolved or changed since this article was written.

To ensure compliance and stay current with the latest regulations, it’s essential to consult the NHVR’s o cial documentation or contact the NHVR directly for the most up-to-date information.

If in doubt about speci c requirements or interpretations of NHVR standards, consult with legal experts or compliance advisors who are wellversed in Australian transport regulations.

• For the rst part of this seven-part series, on scheduling and rostering, search for Hub eet at bigrigs.com.au.

Will the ‘right to disconnect’ law work for trucking?

MEDIA thrives on controversy, so it was no shock to see headlines about the passing of new workplace laws have been dominated by the ‘right to disconnect’ rules.

Last-minute changes are part of political horse trading however, and once the law passed, we publicly asked how the right to disconnect was going to work practically.

Trucking is a 24/7 industry. Safety is of prime con-

sideration as employers need to speak with drivers about changing weather, road conditions, roster changes, variations to routes or issues at destinations.

In our industry, commonsense should and must prevail, especially if driver welfare is at stake.

Let’s strip away the headlines and look at the issue pragmatically.

Firstly, none of the new right to disconnect rules will apply to any businesses for six months and in the case of small business, the lead time will be a year.

Putting a criminal sanction into the law was an error the government intends to have resolved prior to the laws being in place.

Putting that to one side, what impact will the new law have on road transport?

Whilst we are awaiting legal opinion there has been some legal commentary made publicly available to date. One comment makes it clear that employers may not be prohibited from, or penalised for, contacting their employees outside of ordinary working hours.

An employee will have the right to refuse to “monitor, read or respond to contact, or attempted contact, from an employer” unless the refusal is “unreasonable.”

Whether a refusal is unreasonable will depend on a range of things. Like the reason for the contact, how it was made, how disruptive

it was, and what compensation (if any) was involved for extra time worked.

e nature of the employee’s role, the employee’s level of responsibility, and the employee’s personal circumstances (including family or caring responsibilities) also need to be considered.

An employee or employer will be able to apply to the Fair Work Commission (FWC) to deal with a dispute - but only after failing to resolve it at the workplace level.

e commission will be able to issue a stop order to either party and be asked to provide a solution, according to other legal commentary.

NatRoad advocates for

less red tape, not more. Adding complexity and increasing the regulatory burden on businesses does not make a road transport business any more viable.

If a claim against an employer for something is found to be fair and reasonable and ends up in the commission, that’s an added expense.

Paying for legal representation is optional in the commission, but there’s also the prospect of employers needing help in checking and re-writing employment contracts to make sure they comply with the new law.

Our industry has its share of disputes but they’re generally between operators and big businesses making un-

fair or unrealistic contractual demands.

e other parts of the new laws, which give the FWC new powers to make binding contractual orders after expert industry input, should go a long way towards correcting those imbalances.

ere’s a lot to work through with the right to disconnect issue. e risk is that it creates a new avenue for a soured relationship in a business between a manager and an employee/driver to be weaponised.

It will be interesting to read how the FWC’s guidelines deal with vexatious or frivolous complaints when they are eventually published.

Glyn Castanelli, an NHVRapproved auditor from Transport Health and Safety.

INDUSTRY ADVOCATE

WARREN CLARK NatRoad CEO

Operators must have a system in place that ensures drivers are in a fit state to safely perform required duties and meet specified medical requirements. Image: ronstik/adobe.stock.com

Documented procedures should exist for the drivers to notify the operator if they are unfit for duty. Image: darkydoors/adobe.stock.com

Will all loopholes really be closed in new legislation?

BY BORED NEUROTIC HOUSEWIFE

WIVES and partners of truckies are at home running the household, communicating budget requirements, angst, constraints, and leisure spending to their driver.

One common thread which we see all the time in many forums, and is unsettling, is that time and time again drivers are saying they’ve left a position and haven’t been paid.

Sure, some ‘entitled’ drivers have put themselves in this position, but more often than not, the owners of the companies are, well, thieves.

One situation recently occurred when a sales rep started for a company. At his own expense, he travelled interstate to collect a company car, which he had for two days before the wall of the tyre blew out.

Under instruction and consent from “head office” he got quotes on replacing the tyre. The specialist tyre supplier recommended that both front tyres be replaced as they are steer tyres, and the rep was given consent to replace both tyres.

The following day, the invoice was entered into the accounting system and the boss lost his mind. The boss said the rep had to pay for the two tyres himself. We are talking about $220 in total – God forbid! He then sacked the sales rep over the phone and will not pay him one red cent but will be invoicing him for the two tyres.

There are so many similar stories like this.

In another example, the employee charged with fleet maintenance sees the steel poking through what’s left of the rubber on the tyres, and many other shonky issues. They speak up about it as it is their neck on the chopping block, under chain of responsibility laws, to ensure

vehicles are in safe, operating condition.

The owner of another company places another co-owner next to the employee to “teach” the employee how to manage the fleet “their way” – which appears to include insurance fraud.

The icing on the cake – all the drivers are under ABNs and below award renumeration, and 99 per cent new Australians.

In another company, an employee sees the NHVR and politely suggests to the officer that he may like to cross over the intersection and wait for (name withheld’s) company trucks to come past. He didn’t.

It appears that while this NHVR officer appeared disinterested, we have since been

THERE

made aware that after a call to the hotline, they were listened to, proof provided and now action will be taken. The system can work.

What happens with these

examples of the companies used above is the driver and industry always get shafted. While the drivers can leave and find other work, we all know some drivers will do anything for a buck and this gets exploited by unscrupulous owners – especially ones not from the industry.

It’s shocking that people like this continually get away with it. They do it by hiding behind multiple company structures, manipulation of assets between those businesses and getting rid of workers that threaten to disclose their criminal activities.

By doing this, they can undercut genuine businesses that do the right thing but cannot compete with the exceedingly low prices these criminals charge. An exam-

ple of this scenario could be an accountant who has had no experience in the transport industry yet operates a company with the “toe cutter” mentality whilst neglecting many requirements of legislation, i.e. NHVL, WH&S, etc. The bored neurotic housewives and partners must pick up the pieces, budget our backsides off, nurse our driver through it and all the fallout in the process. It can have a huge impact on the family dynamic, but hey, she’ll be right mate, at least the business owners can feed their family and keep the lights on.

The drivers can’t afford it, but some believe if they feed the ‘Black Dog’ the family will be okay. They’re not. We would rather eject that damn

dog and keep our partner –for better or worse.

There are so many variables that come into play at the bottom of the food chain, and no one cares, unless, of course, they apply for the ‘safety initiative’ funding handed out each quarter, but to what end?

All the bells and whistles, all the ticked boxes DON’T save a driver, only the owner’s butt.

It increases the “safety industry” in the legitimate companies, which in turn makes an insurance company happy, but the criminal enterprises ignore the requirements and just shut one business and start again – often in the same location with the same customers.

But it’s okay, the loopholes have been closed – allegedly.

All the bells and whistles, all the ticked boxes DON’T save a driver, only the owner’s butt, says the Bored Neurotic Housewife. Image: Scott Donkin/Adobe.stock.com

Sad day for all in transport

positives aspects or those issues about which I am most passionate and have a chance of making a contribution to change.

I began writing column when I was returned as Transport Women Australia Limited chair in November 2017.

THIS article is the ending of an era for the transport industry with the demise of this magazine under the restructure and rationalisation of News Corp

It is a sad day for all of us in the industry as Big Rigs magazine has been a part of our lives for almost 30 years.

For some, their entire careers so far.

It will leave huge gap as the editors and staff have supported the industry, provided fair and rational debate and given everyone a fair say in industry doings to all, as well as stories, pictures and news of our people, our trucks and our unsung heroes.

Our lives will be the poorer for its demise; being a columnist for Big Rigs for the past year and half has allowed me to fulfil yet another childhood dream, to write, and it has given me great pleasure and I hope it has at least been enjoyed by some.

While so many are focused on the negatives of the industry, I have tried to focus on the

In the interim, TWAL has had many successes and achievements.

It has expanded the relationship with Girl Guides Australia and been involved with several successful projects with them, the Victorian Snoozefest in April 2018, the “Great Bag Migration” for the International Jamboree in Sydney in October 2018 and other interactions that are expanding the knowledge of the transport industry.

We launched the Women Driving Transport Careers initiative with our partners Wodonga TAFE and Volvo Group at the 2018 TWAL Creating Connections conference.

Across

1 To be in a state of decay, is to be what (6)

7 What is something that sticks fast (8)

8 Imperative means what (6)

9 What is used especially in some cases of poliomyelitis (4,4)

10 Name a climatic event occurring on average every four to five years (2,4)

11 In which month is the Melbourne Cup run (8)

14 What are rare green varieties of beryl (8)

18 Name the principal organ of taste (6)

19 Who practises legerdemain (8)

21 To fix upon a sharpened stake, is to do what (6)

22 What is a furcula (8)

23 What are termagants (6)

ACHIEVEMENTS:

in Melbourne.

In November 2019 we celebrated the 20th Anniversary of the organisation (TWAL) with a fabulous gala dinner at The Windsor Melbourne where we also presented our first four winners of the Driving the Difference scholarships with our amazing sponsor, Daimler Truck and Bus Asia Pacific.

We also presented the inaugural Trish Pickering Mem-

orial Award, sponsored by the wonderful Wes Pickering.

This was awarded for longterm outstanding contribution by a female to the road transport industry, the inaugural winner was Pam McMillan the longest serving director and chair of Transport Women Australia Limited.

This is an annual award and the recipient of the 2020 Trish Pickering Memorial Award

Down

1 Which game of chance is played at a table (8)

2 What is a subject for an essay (6)

3 Countrywide implies which term (8)

4 Columbus is the capital of which US state (4)

5 Which institution is for the care of the insane, etc (6)

6 What is a way for entrance into a place (6)

12 What are sacristies (8)

13 Name another term for umpires (8)

15 What is near-sightedness known as (6)

16 What, in India, are kings or princes (6)

17 Name a concealed marksman (6)

20 Which chess piece is a castle (4)

will be announced later this year at an event still to be determined.

We have also launched our Learning Initiatives Breakfast Series with several partners so far, including NTI, MOVE BANK and rt health.

In early 2020 the Creating Connections Mentoring program was finally ready to commence with both mentors and mentees signing up to the pro-

gram. I would like to thank the fantastic team at Big Rigs newspaper for their incredible support and wish them ongoing success.

I hope that I get the opportunity to continue to work with some of them and so work towards making the trucking industry a better appreciated, and a safer place for our people.

It is obvious we still have a long way to go – we have been through countless road, freight and transport ministers and nothing changes.

policy that should be keeping safe one of the most dangerous industries in Australia.

To quote one truck driver turned Australian senator, Glenn Sterle, “a death at work or on the road should not be the price of doing business”.

The TWU puts it to governments that we must stop the inequality that exists between truck drivers and clients.

losing their contracts and the ability to support their families.

It appears the government does not care.

There are unsafe vehicles, dodgy licences, poor payment times, wage and superannuation theft – just a few of the many things we have called for to be stopped.

A final reminder to all Big Rigs readers: now is the time to unite, now is the time to ensure equality in this industry.

Together we can stand on common ground working to ensure the government continues to support transport workers and the industry they support.

Truck drivers are still dying at work.

It’s a pretty safe bet to say this is due to the lack of strong government policy in place,

Drivers must be paid proper rates, owner-drivers must be able to trust they will be paid properly for the work they do and on time. Families depend on this.

Many of the ongoing problems that occur are down to the big clients squeezing our

industry as dry as they can. They want operators to meet their unrealistic deadlines and take on more freight for less or they face the risk of

A reminder to governments and the transport industry clients: the industry that has kept Australia moving during the pandemic is facing an uphill battle.

Employer groups should be standing alongside transport workers to unite for a safer and fairer industry.

The TWU will continue to voice the needs of transport workers to the employers, their industry bodies and the clients.

Better standards mean job security and ultimately a safer and fairer industry for all. We can lift the standards we need together – our lives depend on it.

CELEBRATING

Jacquelene Brotherton (far right) enjoys a night of celebration at a Transport Women Limited event with (from left) Rachel Hesse, Paul Fleiszig and Coralie Chapman. Picture:

Apprenticeship leads to great job

A YOUNG mechanic has told how signing up for an apprenticeship via his school has led to a great job servicing trucks for the Country Fire Authority (CFA) – and they’ve even helped him to get his medium rigid truck licence.

Stephen Puglisi from Swan Hill in Victoria has always had an interest in trucks, with a farming background and experience helping to x vehicles and machinery from a young age.

He had the opportunity to do several stints of school-

based work experience and also nished a Certi cate II in Automotive Preparation at SuniTAFE, Swan Hill.

He wasn’t sure what to do next, until at the end of year 11, a teacher asked him if he was interested in an apprenticeship with a local rm that serviced trucks.

“I wasn’t told I’d be working for CFA,” he said.

“In fact, when I was 16 years old, I didn’t realise that CFA employed mechanics.”

Puglisi began his four-year CFA apprenticeship in May

2019, spending a day a week in the workshop.

anks to having already completed the Certi cate II, he was able to skip some of his training.

He has since completed a Certi cate III Quali ed Heavy Vehicle Mechanical Technology, and has now started a oneyear contract at the Swan Hill District Mechanical O cer workshop.

“CFA has looked after me really well,” he said.

“It’s a friendly environment and I’ve had the op-

portunity to talk to volunteers and work on a range of trucks, Toyota LandCruisers and Nissan Patrols.”

CFA also helped Puglisi to get his medium rigid truck licence.

“ e workshop manager, Gav, asked me if I wanted to drive a truck.

“It’s handy to be able to move the trucks we work on.”

Puglisi is enjoying his time at CFA, but he realises that his desire to stay in the Swan Hill area may limit his opportunities with them.

“I grew up in this area and my family lives here and I don’t want to move away for work,” he explained.

“I’d be sad if I had to leave CFA, but who knows what might happen in the future? I may get a permanent position with CFA.”

Puglisi enjoys the atmosphere at CFA so much that he recently joined his local brigade, Beverford and District, as a volunteer, along with his brother.

“We both plan on doing the general re ghter course and being operational members.”

New award for ‘Young Gunnettes’

TRANSPORT Women Australia Limited (TWAL) is excited to announce a new industry prize, the ‘Young Gunnette Award’ to be sponsored by longtime supporter Cummins.

The award was announced at the 2024 apprentice intake at Cummins Scoresby on February 5, and both Cummins and TWAL were delighted that, at this largest intake of apprentices, 33 per cent were females.

The award will be offered to young women under the age of 30 and is one of the ways TWAL says it continues to promote, motivate, and encourage young females who are making strides early in their careers.

Entrants must be individuals who can display that they are contributing to the industry over and above paid employment/business.

TWAL said this can also include an individual who has demonstrated leadership on a matter relating to the industry and/or who has been involved in a significant initiative that has brought about positive

change, or added value to the industry and/or has inspiring qualities as an advocate of the industry.

“TWAL is delighted to offer this as award recognition of the amazing young women that we have joining our industry today and encourage others to see that the trucking industry is a great career choice,” said chair Jacquelene Brotherton.

“We have some amazing young women within our industry and among our TWAL members and this is a chance to recognise one of them.”

Award nominations open on March 8 and close on April 12, with the inaugural winner announced at the TWAL ‘Living the Dream’ conference awards dinner on June 1 at Hyatt Place, Essendon Fields.

The winning prize includes media and career confidence training, and a complimentary one-year membership to TWAL.

To nominate, contact chair@transportwomen.com. au for an application form.

At the 2024 apprentice intake at Cummins Scoresby, a third of the new faces were female. Image: Geoff Crockett

Stephen Puglisi recently finished his apprenticeship as a district mechanical officer with the CFA. Image: CFA

Come and join the JJ’s Waste workshop team

JJ’s Waste is currently hiring in the workshop, with heavy vehicle and maintenance mechanic roles now on o er.

Working at JJ’s Waste means working with a safe, modern and reliable eet, that’s serviced and maintained in our on-site workshops.

As a JJ’s mechanic, you’ll play an integral role within our workshop team at the depot.

Reporting to the workshop manager, you’ll be conducting all facets of preventative maintenance and repair of heavy rigid vehicles including brakes, steering, suspension, hydraulics and fabrication.

JJ’s Waste operates 365 days a year, collecting bins from across the country. e company has 23 divisions, located across 135 sites nationally; and it employs nearly 3000 people and operates a massive eet of over 2300 vehicles.

Working in an essential services industry, JJ’s Waste o ers stability to employees and reliability for its customers.

As workshop supervisor Ryan, who has been with

the business for the past two years, explained, “We oversee all the maintenance and repairs of trucks, so when anything unexpected happens to the trucks out on the road or in the workshop, we’re pretty well there.

“ e drivers put their defects in and we carry out the repairs and maintenance on them. e safer these trucks are the more reliable they’ll be out on the road.”

It’s the people at JJ’s Waste that ensure its services are on time, always reliable and, of

course, customer focused.

“We go through a process every 250 hours of visually inspecting all of our vehicles,” said service manager James.

“JJ’s have a great reputation right across Australia for safe trucks and many, many years without a serious incident due to a mechanical fault.”

Working in the JJ’s workshop also means family friendly hours – no more long haul, DIDO or FIFO – as well as great pay rates, particularly for those interest-

3 steps to getting new employees

ed in overtime or additional work on weekends. We will work with you to ensure your work/life balance!

“ e afternoon shift is great,” said Ryan. “I don’t think I could ever go back. You wake up at 8am and you’re able to go to the beach, take the dog out and go to the bank and do everything like that, and then still go to work.”

Kieran, an apprentice who has been with the business for just under 12 months, added, “When I was y-in/ y-out,

you’d lose maybe two days travelling. All that’s in the past now. It’s so much better doing this.

“I’ve always got someone to guide me through what I’m doing to make sure the job is done.

ere’s a long-term career opportunity for me here. It’s a great work-life balance and the pay’s great.”

Join JJ’s Waste and become part of a national, Australian family owned and operated business with over 90 years of experience.

Interested applicants can apply now. Light vehicle qualied or second/third year heavy vehicle apprentice candidates are also encouraged to apply.

Depending on the role, the recruitment process may vary slightly; this may include a phone interview, face-to-face interview, skills-based assessment, pre-employment medical and of course, an opportunity to meet the team.

To view our other vacancies or for more information about the role, go to: jjswaste.com. au/careers.

JJ’s Waste has a fleet of over 2300 vehicles, operating nationwide. Maintenance and repairs of trucks are carried out at JJ’s workshops. Images: JJ’s Waste