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Contents #389
JUNE 2025
20
ALLURING AERO
With Volvo’s new FH Aero preparing to hit Australian roads this year, Warren Aitken got to hop behind the wheel earlier this year to test out the European OEM’s latest local product
26
WE NEED TO TALK ABOUT DUBBO
The final blown-out budget of a heavy vehicle safety station on a key highway has led to the industry calling for a different approach to truck driver safety in Australia
30
MESMERISING MACK
Andrew ‘Jamesy’ James has been in his fair share of heavy vehicles throughout his illustrious career. A special Mack truck delivered to him on his 60th birthday was enough to impress
46
TERRIFIC TIPPER
Warren Aitken takes us behind the wheel of Daimler Trucks Australia Pacific’s new Mercedes-Benz tip truck model for an entertaining spin around the block
50
DRIVING BETTER HEALTH
Only a couple of months since it first launched, Oz Truckers is already providing a range of wellness benefits to Australian truck drivers
52
HITTING THE ROAD
ACM Bullbars brought its new-look team to the Brisbane Truck Show, combining experienced sales staff with its newly appointed general manager
53
SPECIAL CONNECTION
The recent partnership of Townsville Mini Loads and Haulmark Trailers provides another instalment of the Australian transport industry combining to thrive
54
MODEL MAN MARK
When searching for the perfect wedding presenr to give his soonto-be wife, Warren Aitken came across Mark Wikaria and his eyecatching Drake Collectibles
EDITORIAL
Editor Sean Mortell
E-mail Sean.Mortell@primecreative.com.au
Journalist Tiarna Condren
E-mail Tiarna.Condren@primecreative.com.au
Contributors Warren Aitken, Frank Black, Sarah Marinovic, Rod Hannifey, Michael Kaine, Glyn Castanelli, Robert Bell, Geoff Crockett
Cartoonist John Allison
PRODUCTION
Art Director Bea Barthelson
Print IVE Print
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BEHIND THE WHEEL Sean Mortell
The way forward
After a busy stretch to start the year, it’s time for the industry to turn our focus towards keeping members of the heavy vehicle industry safe
The past couple of months have been a hectic time for Australia’s trucking industry. The Brisbane Truck Show was run and done through the middle of May, with our massive sector descending on the capital city of Queensland for the wonderful event. From all of the latest releases to the wonderful interactive displays that made the show such a fulfilling few days, the Brisbane Truck Show once again proved its importance for our nation’s truck industry.
Just a couple of weeks before the show, the federal election saw the Labor party return for a second consecutive term of government following a resounding victory. It all culminates in a busy period for our industry as we now turn our eyes back to hitting the roads and delivering the goods that keep Australia moving every day.
What is the best way forward? It’s always a presence in industry discussions, but it appears that safety is once again in the spotlight for this year and beyond. A continually rising road toll is causing plenty of concern around the nation, as both financial and operational pressures continue to squeeze drivers, while a lack of clear education for
motorists when it comes to sharing the roads around trucks means the profession of a heavy vehicle driver involves some risks. Throw in discussions around the licencing process and a critical driver shortage both in Australia and around the world, and there’s plenty to combat under the ‘safety’ umbrella.
With the dust settling in May, we’re now starting to see stories and movements emerge to make the heavy vehicle industry a safer place. In 2023, the New South Wales government proposed a new heavy vehicle safety station just outside of Dubbo for $7 million. Now, the site has officially opened for the National Heavy Vehicle Regulator to use, coming in at $11 million. From page 26, it’s led to plenty of industry outrage, as drivers have called for the money to be better spent on safeguarding Australia’s roads rather than on compliance sites.
The NHVR has announced measures to make the roads safer, revealing in May the launch of Operation Compass to tackle safety in Western Australia and South Australia along the Eyre Highway. In the meantime, it also warned drivers to remain careful when heading down steep descents following a spate of recent safety incidents involving
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“The NHVR has announced measures to make the roads safer, revealing in May the launch of Operation Compass to tackle safety in Western Australia and South Australia along the Eyre Highway.”
an SA roundabout.
On the manufacturing side, the timing of the Brisbane Truck Show means the industry now has seen the latest technology, which in turn comes with brand new safety features. Some of these models have been put to the test by our very own Warren Aitken, who this month brings to you both a test drive of Volvo’s latest FH Aero (from page 20), as well as Mercedes-Benz’s new tipper model on page 46. While he was busy trying this new technology out, he also had time to find our latest Truck of the Month in an exciting Mack Superliner down in Victoria, as can be seen from page 30.
The industry may be still recovering and moving on from both the election and the Brisbane Truck Show, but one can argue that means now is the perfect time for conversations to be had about the industry’s future. With safety being a key focus, it’s time for the trucking community to work together to ensure drivers can keep coming back home each night after a hard day’s work. We hope you enjoy this month’s read.
With construction and works underway across the country, truckies are urged to keep an eye out for where they can travel
Major efforts are underway across Australia to improve the country’s roads and infrastructure, with changes to how and where truck drivers can go changing regularly. Truckies can finally drive on the new Coffs Harbour bypass as the first lanes of the massive infrastructure project become open to the public. Meanwhile, the National Heavy Vehicle Regulator (NHVR) has announced an alternate route for oversized vehicles looking to use the Carnarvon Highway due to nearby roadworks while three more freight bridge upgrades are still to come as Tasmania motors ahead on revitalising its freight network for heavy vehicles.
FIVE BRIDGES STRENGTHENED IN TASSIE FREIGHT BLITZ
The Tasmanian government has revealed that its freight route upgrades are continuing to roll out, with five bridges being strengthened.
On top of this, a further three are under construction as the state government delivers the second package of works for its freight industry.
Tasmanian infrastructure minister Kerry Vincent says the jointly funded state and federal government project is focused on improving access and reliability for freight vehicles.
“The five-year, $100 million Freight Capacity Upgrade Program is supporting Tasmania’s economic growth by increasing freight efficiency, enabling increased safe operating loads and making travel times more predictable for freight operators,” Vincent says.
“Repairing and strengthening these sections of road and bridges will also improve road safety for all road users and reduce maintenance costs.
“Each year the projects delivered under this program make it easier and more efficient to transport essential goods across the state.
“This helps keep our supermarket shelves stocked, enables major construction projects and ensures Tasmanian producers can get their goods to key markets in Tasmania and beyond.”
The five recently completed bridges include Latrobe’s Pardoe Creek bridge, the Don River bridge in Acacia Hills, the Mole Creek bridge, Waratah’s Arthur River bridge and Murdunna’s Wellards Creek bridge.
The three other bridges set to
be built include the Argent River bridge on the west coast and Taranna’s Norfolk Creek and Allans Creek bridges.
The final bridge under the contract is the Leslie Station Creek bridge on the Murchison Highway which will begin construction in October this year.
Following these bridge projects, six road strengthening upgrades have been completed including sections on the Bass Highway, Elizabeth Town and Parramatta Creek.
Vincent says there is more to come under the Freight Capacity Upgrade Program with tenders recently closing on construction contracts, and more planned for the future.
NORTHBOUND
LANES OPEN ON COFFS HARBOUR BYPASS
Trucks will now be able to drive on the new Coffs Harbour bypass, with northbound lanes now open.
At the start of May, barricades were moved across, allowing northbound drivers to travel on a section of the bypass for the first time.
The first of multiple traffic switches starting between now and when the bypass fully opens to traffic at the end of next year is at a section from Charlesworth Bay Road and the new Luke Bowen Pedestrian Bridge.
To start with, the northbound traffic on the Pacific Highway will veer left south of Bruxner Park Road and head down a section of new road that will become the northbound highway on ramps.
The second stage will then see northbound traffic move onto a new road on the western side of the existing highway in Korora. Occurring in June, this switch will be between the pedestrian bridge and the northern tie in at Campbell Close.
By moving northbound traffic onto the new alignment, the construction team can then start building the new carriageway on the current highway’s northbound lanes.
NHVR RESTRICTS TRUCK ACCESS ON CARNARVON HIGHWAY
The National Heavy Vehicle Regulator (NHVR), in conjunction with the Queensland Department of Transport and Main Roads (TMR), has announced a temporary restriction access and route variation for heavy vehicles on the Carnarvon Highway.
The new approved temporary route variation is for Class 1 OSOM heavy vehicle combinations due to the temporarily restricted access on the Carnarvon Highway between Rolleston and Injune.
Roadworks on the Baffle
Creek Bridge means all vehicle combinations with Ground Contact Width (GCW) and/or a load width that exceeds three metres that comply with the maximum allowable mass tables are required to use the approved alternate route.
The new route is via Leichhardt Highway, with heavy vehicles having to hold an approved current permit for access over the Baffle Creek bridge on the Carnarvon Highway to use the route.
The vehicles must also comply with all conditions stated on the current permit and scope the route prior to travel to ensure safe travel before using the route.
The NHVR says the temporary variation letter is valid for the duration of a current permit or until the road works on the Carnarvon Highway between Rolleston and Injune are completed.
Eligible vehicles can access the alternate route via Leichhardt Highway, provided a copy of the approved variation letter is used in conjunction with the current permit. If you do not have a current permit, you are required to apply for the alternative route via NHVR Go. Vehicles exceeding the mass envelopes contained within the variation letter must apply for a permit through NHVR Go for further assessment.
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Victorian government releases plan for new no-truck zones
The Victorian government has revealed the details about its plan to introduce no-truck zones to parts of Melbourne’s CBD following the completion of the West Gate Tunnel project.
When completed and opened this
year, the tunnel is set to cut travel times and take big trucks away from local roads, resulting in safer roads, improved local air quality and less truck noise in the inner west of the city.
The tunnel will provide links to the
Port of Melbourne and create a viable alternative to the West Gate Bridge.
This will result in new no-truck zones being introduced and enforced by roadside cameras. The Victorian government says it’ll soon begin consulting with the industry to ensure everyone understands how the zones will work.
The 24-hour no-truck zones will be in place on six key roads in Melbourne’s inner west, including Francis Street and Somerville Road in Yarraville, Buckley Street and Moore Street in Footscray, Blackshows Road in Altona North and Spotswood’s Hudson Road. Trucks will be able to apply for exemptions if they have local origins and destinations, ensuring that local businesses can continue to receive and supply goods. Trucks will also be allowed for garbage collection
and grocery deliveries, as well as moving houses, but no “large port bound trucks” will be able to use the six streets.
“We’ll help the regulator with enforcement, focusing on drivers who continue to use local roads,” the government says.
“We’ll also hold the vehicle’s registered owner responsible for any fines if their truck is caught in a no-truck zone.”
New ramps will also be provided along Yarraville’s Hyde Street for trucks unable to use the tunnel to provide a connection that avoids the six streets in the no-truck zone.
The government says it’s also improving truck access from the west at Barnes Road and Grieve Parade in Altona North, making it easier to get onto nearby freeways.
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NHVR launches Eyre Highway operation
The National Heavy Vehicle Regulator (NHVR) has announced it is aiming to improve heavy vehicle safety on Australia’s longest stretch of road through a new operation.
Operation Compass has been launched, running from Port Augusta in South Australia along the Eyre Highway to the Western Australian border.
NHVR southern region director Paul Simionato says the operation will help in the crucial effort to reduce road trauma on the Eyre Highway, with far too many serious and fatal crashes occurring on the busy freight route over recent years.
“From January to March this year, we’ve sadly seen 11 lives lost in crashes involving a heavy vehicle across South Australia and Western Australia,” Simionato says.
“The Eyre Highway in particular has been the scene of some tragic crashes in the past few years, with a fatal incident between a truck and a car occurring only last month.
“Through Operation Compass, we’re aiming to identify unsafe practices and ensure heavy vehicle drivers and operators are held accountable in their role of keeping our roads safe.”
The NHVR has conducted numerous patrols and local operations along the Eyre Highway over the past four years, to increase compliance and ultimately
the safety of those travelling on the major freight corridor.
“Throughout Operation Compass, our NHVR Safety and Compliance Officers (SCOs) will work closely with Main Roads WA to address two of the most critical risk factors within the heavy vehicle industry – driver fatigue and mechanical non-compliance,” Simionato says.
“Our SCOs will be working along the Eyre Highway from Port Augusta to Ceduna, and on to Border Village, aiming to ensure all drivers make it to their destination safely.
“Officers will conduct inspections to ensure compliance with vehicle standards, check that drivers are managing their fatigue by reviewing work diaries, and take an appropriate compliance action on these key risks to improve long-term safety outcomes on our roads.
“By launching Operation Compass, we’re sending a clear message that safety has no borders, and every heavy vehicle driver and operator has a responsibility to ensure their movements are safe and efficient.
“The NHVR is determined to prevent any avoidable tragedy from ever occurring on our roads.”
The new partnership cements Hawk Logistics’ footprint in the Adelaide secondary freight market and signals a new step forward
Hawk Logistics is continuing to boost its presence in South Australia with the launch of a new distribution contract in the state with Metcash.
Metcash is Australia’s leading wholesale distribution company and cited overall FY24 revenue to stand at roughly $18.2 billion. It operates in all Australian states and territories, as well as New Zealand.
The new partnership follows Hawk’s acquisition of Adelaide-based company AR Logistics in 2023, which saw it take on over 100 vehicles and a depot in Adelaide to mark the beginning of its South Australian expansion.
Hawk Logistics SA State Manager Lucas Morgante says the partnership has shown the company is now positioned as a major player in South
Australia’s transport industry.
“We’re proud to officially announce the successful launch of our new South Australian distribution contract with Metcash,” Morgante says.
“After months of strategic planning, operational alignment and cross-team collaboration, our first wave of deliveries has officially hit the road –servicing independent supermarkets across metro and regional Adelaide.
“This achievement marks more than just a ‘go-live’. It’s a milestone that cements Hawk Logistics’ footprint in the Adelaide secondary freight market and showcases our ability to deliver scalable, high-performance supply chain solutions in one of Australia’s most dynamic retail environments.
“This partnership is a big step
forward, and we’re excited about what’s to come as we build on this foundation with Metcash, driving innovation, efficiency and service excellence every step of the way.”
Morgante also praised the work of Hawk Operations Manager Kate Boundey in facilitating a smooth launch of the first round of deliveries.
“A massive thank you to Kate and her team,” Morgante says. “From drivers and allocators to our admin and support staff.
“Your dedication, hustle and attention to detail made this launch seamless.”
Hawk Logistics also acquired national transport company Farragher Logistics in December 2024, which holds a presence in Melbourne, Sydney, Newcastle and Brisbane.
The Farragher Logistics acquisition saw 14 prime movers and 22 refrigerated trailers rebranded as Hawk Logistics; however it is not operating out of any of the former Farragher sites.
Image: Vawdrey
Followmont and Country Trucker Caps partner up
The owner of Followmont Transport Mark Tobin has announced a new charity initiative in combination with a good mate in the industry to promote prostate cancer awareness
Followmont Transport owner Mark Tobin has unveiled a new charity push that sees him work with Country Trucker Caps on tackling prostate cancer.
Tobin is working with Brett Hanly, or ‘Knuckles’, of Country Trucker Caps to fight against prostate cancer through Get Yourself Checked.
The initiative carries the hard-hitting statement to encourage all men to take charge of their health with a simple and life-saving test.
Prostate cancer is a major concern, with one in six men being diagnosed in their lifetime. Knuckles and Mark are on a mission to ensure that regional men get checked and take proactive steps towards early detection and prevention.
Their first major fundraising event, set for October 11 at the Royal International Convention Centre, Brisbane is expected to bring 700 people
together to support the cause. This event will mark the beginning of a new chapter in the fight against prostate cancer, all powered by the commitment and passion of two best mates.
The goal is to raise $1 million in the first year to fund essential medical equipment, support research and raise awareness, particularly in regional communities.
“It all starts with a test,” Mark says.
“Not many people know that getting checked is now as simple as a blood test. It’s not as invasive as it used to be, and yet, too many men are still avoiding it. Our mission is to change that, and we’re going to do it with everything we’ve got.”
As part of the charity’s awareness campaign, the team has unveiled a specially built truck that will hit the road across Queensland. The pair says this isn’t just a truck – it’s a rolling statement for prostate
cancer awareness. In partnership with Country Trucker Caps and Followmont Transport, the truck and trailer combination will serve as a visible reminder of the importance of early detection.
Ryan Hopkins, the passionate driver chosen to take the truck across Queensland, couldn’t be more excited to be a part of this cause.
“I’m proud to be carrying this message across the state. It’s an issue that needs more attention, and I’m honoured to be helping to spread the word,” he says.
The truck and trailers, proudly designed and built in Australia by Vawdrey in Dandenong, feature the powerful message, “1 in 6,” showcasing the statistic that one in six men will be diagnosed with prostate cancer in their lifetime. This B-double will be part of the Brisbane to Mackay shuttle for Followmont, so keep an eye out for them on the Bruce Highway – it’s hard to miss!
The Get Yourself Checked Foundation is in its final stages of being launched, with official registrations just around the corner. You can stay updated on their progress and be the first to know when the foundation is officially launched by following their Instagram page here @getyourselfchecked_au or liking our Facebook page Get Yourself Checked.
HAULMARK WELCOMES
Fraser Coast Isuzu opens new dealership
The newly built, 2,300sqm facility allows Fraser Coast Isuzu Trucks to expand throughout Queensland’s Wide BayBurnett region
Fraser Coast Isuzu Trucks has announced it has opened a brand-new dealership for truck owners in Queensland’s Wide Bay-Burnett region.
The brand has officially opened its doors in Bundaberg after joining the Isuzu family late last year. Previously there was a temporary site in the region, but now Fraser Coast Isuzu is officially operating out of the newly built facility.
The 2,300sqm facility is located in
Thabeban and features a large sales showroom and service area with a dozen 6.5m long service bays.
The office, showroom and service centre share a 99kW solar system and an 80,000L rainwater tank to supply the truck wash bay and amenities. It also serves as an important new hub for the Prime Truck Group, which oversees Sunshine Coast Isuzu Trucks in Kunda Park.
Prime Truck Group dealer principal Russell Edwards says the new
location is a strategic move for the company after it established itself with Isuzu in 2023.
“Prime Truck Group’s investment in building a brand-new Isuzu dealership in Bundaberg is a strategic move to strengthen our relationship with Isuzu and meet the growing demand for commercial vehicles in the region,” he says.
“The new facility not only enhances accessibility to Isuzu’s quality range of trucks for the Bundaberg
community and surrounding regions but also positions us to support businesses with the latest model variants and advanced service capabilities.
“It will also offer local employment opportunities for those looking to move forward with their careers in the heavy vehicle industry.”
The expansion coincides with the release of Isuzu’s new truck model range this year, with Fraser Coast Isuzu Trucks dealer manager Rod Cusack saying the timing is critical to plan the new dealership.
“Isuzu has consistently led the Australian truck market for decades, and with the upcoming release of new generation models, we are sure to see increased demand for these high-performing vehicles,” he says.
“With its vibrant economy and growing industries, the Bundaberg area requires a solid supply of modern, efficient trucks to meet its logistics, agriculture and local transport sectors.
“Prime Truck Group is committed to meeting the evolving demands of the market and further solidifying its position as a key player in the ranks of Australian truck dealerships.”
Image: Isuzu Australia
Transport associations come together to tackle racism
Six transport associations have called for an end to racism in the industry following “toxic behaviours” shown online
The call comes after recent tragic events, including the death of a migrant driver who was mourned by his community yet “unjustly disparaged” by others online, with the associations highlighting the urgency for the sector to “confront and eradicate the toxic behaviours that not only endanger lives but also tarnish
the reputation of the industry”.
The associations involved include the Queensland Trucking Association, Western Roads Federation, Victorian Transport Association, Northern Territory Road Transport Association, Tasmanian Transport Association and National Road Freighters Association.
“It is time to openly call out racism.
Every individual in our industry must reflect on their own behaviour and treatment of others. Equity is not merely an ideal; it is a fundamental right that all individuals living and working in Australia deserve,” the associations say.
“Tolerating any form of racism directly contradicts the values of respect, equality and mateship that form the bedrock of Australian culture.
“Our culture of mateship embodies looking out for one another, supporting each other through thick and thin, and demonstrating patience and tolerance toward our differences. This spirit is crucial within our industry, where collaboration and teamwork can make the difference between success and failure.”
The associations say many
employers, both large and small, rely on migrant labour pools, with migrants often coming to Australia to seek better lives for themselves and their families.
“As we face a significant shortage of skilled drivers, it is essential to recognise that migrant labour is critical for filling key roles within the road freight sector,” they say.
“Projections indicate that the freight task will grow considerably over the next 20 years, necessitating a robust and diverse workforce that can meet these rising demands.
“Industry reports consistently show that we cannot overlook this vital labour source. Promoting an inclusive and respectful workplace culture will not only help attract talent but also ensure that we can effectively deliver freight capabilities both now and in the future.”
As an industry, the associations want everyone to take on the collective responsibility to create a safe environment for all drivers.
“We urge all stakeholders – industry leaders, government representatives, all drivers and workers alike – to stand against racism and commit to continuous improvement,” they say.
“Together, we can cultivate a road freight sector that values every individual’s contribution and upholds the principles of mateship, respect, safety and equity.”
Image: Rafael Ben-Ari/stock.adobe.com
Toll Group completes largest Australian facility
The 68,000sqm site includes a $75 million investment in automation for the transport and logistics giant
Major Australian transport and logistics operator Toll Group has announced the completion of its largest facility in the country to date. The new site is a 68,000sqm site full of automation, sustainability and opportunity for further growth.
Based in Kemps Creek, Western Sydney, the site includes a $75 million investment in automation.
TMX Transform, who supported the development across property procurement, automation assurance and project management, says the site is purpose-built to deliver greater efficiency and scalability for Toll’s customers.
Once fully operational, the site will create 200 new roles to boost employment in Western Sydney.
“The Kemps Creek facility is a strategic investment in sustainability, achieving a prestigious six Star Green Star –Design & As Built v1.3 rating that includes 600 kW of solar power and 15 electric vehicle charging bays,” TMX Transform says.
“The Kemps Creek facility is a strategic investment in sustainability.”
Take control of your heavy vehicle journey by visiting the NHVR’s single, digital hub for our regulatory services.
NHVR Go houses a growing number of tools and services to maximise not only your route, but the safety and productivity of your entire fleet.
→ National Network Map
→ Access permits
→ Accreditation
→ PBS approvals
→ Compliance information
→ And more
Visit nhvr.gov.au/go
Visit nhvr.gov.au/go
Josh and Leonnie Carter Carter’s Heavy Haulage and Transport, NSW
truck review
Now that the Christmas rush is firmly in our rear-view mirrors, I am finally getting a chance to put a few words together about an extremely enlightening experience I had in the lead up to that latest silly season. While everyone else was barging around the shopping centres and gulping down beerflavoured eggnog, I was invited down to Sydney to bear witness to the latest in state-of-the-art transportation — the Australian debut of Volvo’s flagship FH Aero.
If you are a European transport news follower, then the Volvo Aero won’t be a new concept to you – it has been kicking goals and setting new
benchmarks on the other side of the planet since it was first unveiled early in 2024. However, if your social media threads are predominantly southern hemisphere heavy, filled with reels of kangaroos fighting or HQ Utes doing gender reveal burnouts, then there is a chance that Volvo’s most fuelefficient state-of-the-art truck has not crossed your path yet. If so, then this test drive is for you.
Having already seen a bit about the new Aero, I was champing at the bit when I got the call from Matt Wood, the point man on all things Volvo, and offered the keys to the first FH Aero to land down under.
“How would you like to try it out, come and take it for a run along the Pacific Highway?” Matt said.
Although the idea of cruising the Sydney to Brisbane M1 did not appeal, nor did the idea of finally driving a truck with no external mirrors, at least I knew I would be comfortable. I mean it’s a Volvo, that’s what they do.
The Volvo Aero is an evolution rather than a revolution.
It came about when the European Union decided to relax truck length laws for any vehicle offering substantial fuel saving and aerodynamic advantages.
Those normally restricted to say 19m overall, suddenly could go longer if there was significant fuel and efficiency savings. The practical side of this is many drivers overseas can now legally run
ALLURING AERO
With Volvo’s new FH Aero preparing to hit Australian roads this year, Warren Aitken got to hop behind the wheel earlier this year to test out the European OEM’s latest local product
Volvo’s XXLs if they have the Aero Cab.
There is a raft of design and engineering changes between a standard FH Volvo and the Volvo Aero, the most obvious one is cosmetic.
Everyone is going to have an opinion on looks, that’s the joy of it. To me, the Volvo Aero appears like the PIXAR people were looking for the next star of the CARS movie series. It’s smooth, futuristic and streamlined. It looks like it could cut through a field of butter and slide out the other side without a dollop of residue sticking to its silky sides. And if you’ve seen any PIXAR movie, you can now see it, the Volvo Aero looks like their next great superhero. If you could dress a truck in a suit and tie to fight crime, that would be the Volvo Aero.
The biggest of the cosmetic modifications on the new Aero is the 235mm extended front end. Looking front on, it is not easy to identify, but step around to the side view and the aerodynamic slope of the Volvo’s front facade is highly evident. The removal of the regular mirrors, replaced by Volvo’s recently released Camera Monitor System, is the other obvious alteration on the Aero model. Although, to be honest, the windswept look of the set-up almost means you don’t notice the lack of mirrors until someone breaks that glass for you. There are many other subtle changes to the front and side panellings, like the lowering of the Volvo badging and smoothing out of the front facade, but they are all so seamless it really is kind of hard to
put your finger on every single one.
It isn’t just the designer outfit that these new Volvos are sporting that make them so cutting edge, it’s what’s under the covers that is leading to some impressive fuel consumption numbers.
When they start rolling out here in Australia, you will be able to spec these Aeros in several configurations: the Aero Electric, the 17L 600hp engine or the 17L 700hp version and the fuel saving mac-daddy of them all, the Aero I-Save with the latest Euro 6 turbo compound 13L 500hp engine. That was the guinea pig I had the electronic keys to.
I should specify here, the Volvo D13TC engine isn’t a new engine, it is just newer to us
Images: Warren Aitken
“It isn’t just the designer outfit that these new Volvos are sporting that make them so cutting edge, it’s what’s under the covers that is leading to some impressive fuel consumption numbers.”
Left: No wing mirrors – trust me, it’s worth it once you get used to it
Opposite: The new design is another step up for the European trucking giant
antipodeans than the rest of the world. Even the idea of a turbo compound engine isn’t a new premise – Volvo and many other manufacturers have dabbled in this idea before. The dumbed-down explanation for non-mechanics like me comes directly from Matt himself: “You’ve got the turbo charger feeding fuel and air into the engine, then in the exhaust flow there’s another turbine housing with a rotor in it. The exhaust flow spins that rotor, which then transfers that power to a gear set that goes directly to the crankshaft.”
It’s a very simplified explanation for a system that Volvo has been trying to perfect for years. This latest incarnation is knocking it out of the park, it is a 13L 500hp engine that is almost matching the torque output of Volvos 16L 600hp engine. 2800NM vs 2880NM.
While the exterior and the engine are the two most obvious factors when it comes to these new Aero Volvos, there are other factors, especially when it comes to the I-Save model, worth noting — like the implementation of an overdrive gearbox in the 13L TC instead of the direct drive box that sits with the standard 13L 540hp engine. This change sees the 500hp mighty mouse motor chugging along at a fuel saving 1200rpm when it’s on the highway.
There is also so much technology packed into these trucks it is getting unbelievable. The Aeros are fitted with Volvo’s stateof-the-art adaptive cruise control, which you can turn on in crawling city traffic and it will even bring you to a complete halt. I never tested that out though, I think you need to have a certain level of faith in technology to do it, which I haven’t reached yet. It was also pointed out if I left the cruise control on, when the traffic starts moving again the Volvo will just
Above: These cameras come into their own when the weather gets bad
tuck in behind. I can vouch for that test.
The cruise control, however, is not even the smartest part of these trucks, as Matt exclaimed: “This truck has the pilot assist program, it’s basically a Level 2 autonomous truck.”
Again, for those not aware of how advanced Volvo has come with its trucks, the pilot assist is a standard feature on any truck with Volvo’s electric steering system. Basically, the cameras in the mirror cams are used to read the road and the system is able to actively steer the truck.
The pilot assist is not a permanently active system; you turn it on or off yourself and the truck will also tell you if there is not enough data to use the system. It is a very smart set up and if I had more faith in technology I would have given it a thorough test, the best I could do was relax my grip on the wheel and see how the Volvo reacted. Suffice to say it guided me around the sweeping left-hander rather accurately.
Where this system could be a real life safer, literally, is when there is an issue with the driver. The pilot assist program requires the driver to continually have hands on the wheel –you can’t go make a cuppa and leave it to do the work. If the truck doesn’t sense hands on the wheel, it will flash warnings and then it will bring the truck to a halt on the side of the road and engage the hazard lights.
Let’s get on to the actual test drive itself and most importantly come face-to-face with my biggest apprehension on this experience — cameras instead of mirrors.
Pulling out of the Volvo workshop, my first real taste of the camera mirrors was awkward to say the least.
Matt laughed as, out of habit, I leaned forward to track the rear of the B-double coming out the gate — only to realise that unlike standard mirrors, I can’t lean forward for a different view. They are cameras.
Once we were up to speed, the cameras panned and followed the rear set. If we jump ahead to the end of the journey, my view on camera mirrors had changed significantly. You do get used to having them inside the cab and the habit of looking outside as you are travelling diminishes.
They win big points in bad weather. Road spray, contrasting light, all that kind of hinderance is taken away with these mirrors. I reckon a couple of hours into the journey I was beginning to really appreciate their clarity. I only had one opportunity to back the B-double up and that did feel weird. Think of the feeling you get walking on an escalator that isn’t moving – something feels off, you just don’t know what. Although I am sure more time in reverse would put paid to that.
With that addressed, we can look at the rest of the
experience. Those already familiar with the Volvo product know what to expect in terms of comfort and quietness. With the new Aero, those expectations have been exceeded, in a big way. The standard Volvo insulation creates a cone of silence for the driver, but add in all the aerodynamic additions and the subtraction of the mirrors and the Volvo Aero is dangerously quiet.
It is great when you are undertaking an interview, but thankfully the upgraded Volvo entertainment system is there to make up for the lack of noise when you are on your own.
Performance is another factor that can be deceiving in the Volvo Aero. The pulling power of the 13L TC is beyond reproach for a 500hp motor and, coupled with the latest I-shift program, the changes and gear selection make the whole experience seamless. I use the word deceiving because with the quietness and comfort coupled to the smarts you never really get a sense of how much work the truck is actually doing. It is only when you hit the pinch of the Mooney Mooney jump up and pull out to pass another truck that you notice the revs are sitting at just over 1000rpm and the Volvo’s torque isn’t feeling or sounding at all stressed.
Like most modern trucks, the Volvo is absolutely packed with safety features, we all expect that now – lane departure, front detection, all that kind of stuff. Where I applaud the Volvo gurus is in their warning systems. The Aero is almost like a polite British butler when it comes to notifying you. Try to change lanes with a car in your blind spot and the Aero will give you a calming alert, like ‘sorry to disturb you sir, I don’t recommend that as there is a car in your blind spot, would you mind if I just held us in this lane for a bit’ as opposed to many which have more of a ‘OIIIII YOU CAN’T CHANGE LANES THERE’S A BLOODY CAR THERE!’. You still get the help but no ear-piercing warnings or harsh steering correction. By the end of our 12-hour trip, I was feeling exactly like you would expect from a 12-hour trip in a Volvo – comfortable and relaxed, ready to go again. Those aren’t new feelings for a Volvo driver. Drivers may appreciate hearing their audiobooks a little easier, or they may appreciate less strain on their eyes from the clarity of the mirror system, but I think the biggest benefits of the Volvo Aero are going to be seen on the
spreadsheets and costings charts in the office.
Exact fuel savings are not something you can forecast in our trucking arena, there are too many factors to consider. Trailers, roads, loads and drivers will all play a part. But Volvo test thoroughly and is happy to be claiming the new 13L TC is showing savings of up to 14 per cent over standard 13L motors. The white suited wizards who tested the new Aero cab are adding a five per cent fuel saving over standard cabs. Those are big numbers and, in fleet situations, that will amount to a lot of savings.
When you factor in the reported fuel savings, plus all the new technology that aids the repair and maintenance of the new Aeros, along with the comfort and assistance provided for drivers, it looks like the new Aeros will be a great addition to many fleets in Australia once they start rolling out of the Wacol factory.
Above: I had the joy of hopping behind the wheel of this beauty
Below: A sleek front-end signals a new generation for Volvo
WE NEED TO TALK ABOUT DUBBO
Last month, the NSW government unveiled a new heavy vehicle safety station on a key regional highway. However, its final blown-out budget has led to the industry calling for a different approach to truck driver safety in Australia, Sean Mortell writes
It was just over two years ago that the New South Wales government first announced a heavy vehicle inspection station would be hitting one of the state’s major highways. At the time, the project was set to be a $7 million heavy vehicle inspection station along the Golden Highway, with the federal and NSW governments jointly funding the project.
On May 15, 2023, work started at a barren patch of land at Ballimore, between Dubbo and Dunedoo. When first announced, veteran truckie and former National Road Freighters Association (NRFA) president Rod Hannifey thought the lofty budget for the project was shocking enough.
Two years later, with the station now officially open, the final cost has turned Hannifey’s response from surprise to frustration.
“When they announced the project, it was meant to be $7 million for a station at a silly place that’s a long way out from Dubbo,” Rod told OwnerDriver
“When looking at the number of trucks that use the road, I don’t know how one could justify spending that much money on it.
“The fact that it’s now done and the cost has blown out, with the government seeking more money to operate the station, is absolutely ridiculous.”
For months leading up to the unveiling of the heavy vehicle safety station, NSW Legislative Council member and Shooters, Fishers and Farmers Party representative Mark Banasiak had been prying for the final costings of the project.
In a roads and regional transport budget estimates meeting held on April 1 this year, he received confirmation that the funding had blown out to $11 million.
“In one way I’m not surprised, as it’s standard operating procedure for government projects to
blow out or be overpriced,” he told OwnerDriver
“It’s still disappointing given the state of the roads and the desperate calls that truck drivers like Rod have been making to install proper infrastructure like rest stops for truckies.”
“It’s incredibly disappointing to see money blown on this when, in the same geographical area, we have major and significant roads being closed or damaged beyond belief and not being repaired.”
Recent decisions has Mark understanding why truck drivers around the country are frustrated. While drivers have called for more rest stops, both formal and informal, he recently witnessed truck parking bays being taken out in a “totally avoidable” move.
He expressed this in the budgets meeting, but received no response on what motivated the project and what caused the expenditure blowout.
“It’s just been described to me by a heavy vehicle operator as a demountable with a building and a weight pad,” he said.
“I’m curious about where that $7 million or more in expenditure has gone.”
Rod shares similar questions, with his evaluation of the newly released site being that it constitutes of “a slam, a weighbridge, some demountables and a few variable speed signs”.
With some street lighting thrown in due to it being “in the middle of nowhere”, Rod wants to know why the station’s location was selected and whether it’s money well spent.
OwnerDriver reached out to both Transport for NSW and NSW regional transport and roads minister Jenny Aitchison for comment on the final budget and the entire project. A Transport for NSW spokesperson says the station was developed “in consultation with the National Heavy Vehicle Regulator (NHVR) and representatives from the
heavy vehicle freight industry”.
“I would love to know who they did consult with, as the outcomes goes completely against what anyone in the industry is saying,” Rod says.
The spokesperson says the Ballimore site was selected due to the Golden Highway being a key regional route that links the Hunter Valley’s New England Highway to Dubbo’s Newell Highway. With it also being an important link between the state’s central west and the Port of Newcastle, the spokesperson says the site attracts significant heavy vehicle traffic.
Being the first heavy vehicle safety station built on the Golden Highway, the spokesperson says the site will facilitate the enforcement of heavy vehicles using the route to reduce heavy vehicle overloading,
Image: Mark Banasiak
Image: Rod Hannifey
fatigue-related heavy vehicles crashes and the risk of noncompliant vehicles travelling to Dubbo.
“The initial budget of $7 million provided for the work carried out on site. An additional $4 million funded the infrastructure and technology to support heavy vehicle compliance monitoring, bringing the total investment to $11 million jointly funded by the Australian ($3.7 million) and NSW ($7.3 million) governments,” the spokesperson told OwnerDriver
“The infrastructure and technology to support heavy vehicle compliance monitoring includes the weighbridge, office and amenities, lighting for night work, electronic speed reduction to 80 km/h, electronic station open/closed signage, electronic vehicle must enter signage and highway avoidance cameras.
“The facility has been made available to the National Heavy Vehicle Regulator (NHVR), who have been installing their IT network and preparing for operations.”
The spokesperson says the station is part of both the federal and state’s focus on road safety and “managing heavy vehicle compliance”. Since it began operating on April 29, the spokesperson says there’s been 41 vehicles checks to date, resulting in two compliance breaches and 11 defects. However, Rod takes issue with the way it’ll be operated. He
says the remote location of the station means NHVR officers will have to travel an hour each way to operate the site, meaning it may not even be open for many hours each day.
“Surely there’s somewhere closer to Dubbo to build on,” he says.
Mark says the budget explanation gives him the impression that Transport for NSW and the NHVR are “focusing more on regulation than safety”.
“You can’t sacrifice one for the other, as weigh stations are important pieces of the puzzle, but so are rest stops and adequate roads,” he says.
“Gone are the days where trucks wreck the roads – now roads are ruining the trucks. It’s not necessarily a driver’s fault that their trucks get wrecked by the roads and they then get pinged for it just down the road.
“We need a balance of both, but spending $11 million on a weigh station that you can barely fit two B-doubles into isn’t the most sound investment when looking at keeping truck drivers safe.”
It’s decisions like this that motivate both Mark and Rod to call for governments to show itemised expenditure to taxpayers on projects like this. Even when hearing of Transport for NSW’s justification for the budget blowout, Rod wants the body to provide a detailed breakdown, as he says the work done doesn’t justify the money spent.
“The money would’ve been better spent on improving the quality of Mudgee Road, as it would’ve saved more lives,” he says.
“Why is it in the middle of nowhere and do they realise that many will simply go via Wellington to avoid it?
“The Mudgee Road is buggered – it’s narrow and rough as guts. It’s one of the worst bits of road I’ve driven on in the past year.
“That money could’ve saved someone’s life by instead fixing that road. It’s another frustrating instalment of funding preferences that shows truck driver safety may not be top of the government’s list of priorities.”
“It’s incredibly disappointing to see money blown on this when, in the same geographical area, we have major and significant roads being closed or damaged beyond belief and not being repaired.”
Opposite top: Mark Banasiak has taken up the fight in NSW Parliament
Above: Photos of the newly opened station
Left & Right: Rod and Mark say the station can only fit a couple of B-doubles in it
Image: Rod Hannifey
Image: Rod Hannifey
Controlling costs
Warren Clark is calling on the federal government to address economic instability in the industry and introduce measures to make operators’ lives easier
With talk on the world stage about economic instability, the potential consequences for our country, and in turn our industry, is uncertain. It is difficult to predict the effect of global economic shifts on pricing and costs locally. The reality is trucking businesses in Australia have had to deal with a similar level of uncertainty for many years. The events of 2025 so far have simply increased volatility.
One of the keys to success in any business is knowing exactly what your costs are and working to keep them under control. In a ‘low return on capital’ industry like trucking, this is essential. Something as little as a few cents on the price of a litre of diesel can make a major difference to profit margins.
The control of costs is often out of the trucking operators’ hands, and the level of uncertainty is always high. Those supplying transport services have little control over the costs of handling any load. Variations in fuel prices, road congestion, road charges and other costs will always increase
stress and constrict the profit margin possible.
As the cost of doing business continues to climb, trucking’s major customers continue to push for lower freight rates. They are using their economic power against an industry, 98 per cent of which is made up of small businesses, with average profit margins at just two per cent.
NatRoad members are telling us the road freight industry is under significant cost pressure and can’t afford even more uncertainty.
NatRoad is calling on the Australian government and the states and territories to aid our vital industry, by helping to reduce the level of economic uncertainty for trucking. There are several measures within their responsibilities which would
reduce costs and volatility, helping to stabilise the industry.
We have proposed the slashing of 90 per cent of heavy vehicle access permits by 2028. A reduction in minor and non-safety related fines in the Heavy Vehicle National Law (HVNL) would also reduce costs. A minor clerical error should not cost a week’s worth of wages for our hard-working drivers.
Other cost measures that could help the industry keep costs under control include lowering heavy vehicle tolls and introducing the independent regulation of toll pricing. There is also a need for regulated landside port charges for transport operators. Controlling the rise in Road User Charges (RUC) and protecting Fuel Tax Credits would also go a long way to ensuring road freight transport remains viable.
Measures to improve the road access process will inevitably lead to higher productivity and reduced red tape for operators. A transparent and effective access system with fewer permits needed would see fewer truck trips and therefore lower costs, improved safety and reduced emissions.
A good example of government working with industry to improve access is the Victorian government’s recent commitment to end structural bridge assessment fees from January 1, 2026. The change in policy could save the industry half a million dollars each year and follows extensive industry engagement with the National Road Transport Association (NatRoad), Victorian
“What we need in these uncertain times is stability. We need help from all levels of government to enable the trucking industry to plan ahead”
Transport Association (VTA) and Heavy Vehicle Industry Australia (HVIA).
In this environment, many trucking operators, who are vital to the functioning of the economy, are struggling to control the costs associated with keeping freight on the move.
What we need in these uncertain times is stability. We need help from all levels of government to enable the trucking industry to plan ahead and provide some certainty about ongoing costs while growing fleets to meet increased demand for freight services and providing access to newer more productive equipment to keep costs under control.
WARREN CLARK is CEO of the National Road Transport Association (NatRoad).
truck
MESMERISING MACK
Andrew ‘Jamesy’ James has been in his fair share of heavy vehicles throughout his illustrious career. A special Mack truck delivered to him on his 60th birthday was enough to impress Warren Aitken
As the old traditions go, diamonds and red roses are considered customary endowments when one reaches the landmark heights of their 60th birthday. It is a major milestone and therefore worthy of such indulgences. For Andrew ‘Jamesy’ James, however, there were no scattered rose petals brightening his birthday and no crystalised carbon to commemorate the occasion. Instead, Jamesy chose to celebrate his 60th revolution of this planet with something a lot cooler – his first ever brand-new truck in this stunning 2024 Mack Superliner, ‘Backroads Motel’.
For a man that has been in and around the transport arena since he was old enough to be hitching rides in his uncles’ trucks to avoid school holiday chores, it may seem like a very long wait to purchase your first brand new prime mover. And it is, but as you get the privilege of hearing Jamesy’s story, you learn to understand that he is the kind of
man that works with the tools in front of him and gets the best out of aforementioned tools.
He built his small company off the back of a hardworking Kenworth T950 with a 35’ bunk, no sleeper air and more whistle and rattles than a country sheepdog trial. It took nearly 20 years of working the 950, putting over three million kilometres on the clock, before Jamesy decided to splurge and buy himself a retirement truck to coincide with his 60th birthday.
Don’t get me wrong – there is no way this man knows how to ‘retire’. But he is claiming the majestic Mack, kitted out with all the modern luxuries and the biggest sleeper he could get, will see him through ‘to retirement’. Albeit, after only a few months behind the wheel, he is already finding himself healthier and happier on the road than he’s ever been and retirement may be the furthest thing from his mind these days.
Jamesy is a country Victorian through and
through. Growing up in and around Benalla on the dairy farms, Jamesy was raised with the kind of work ethic that would pay dividends as he matured. While the farming life would envelop his brothers, Jamesy went a different way.
“When I was younger, through school I’d spent my holidays in Melbourne with my uncle Rex Holdsworth, who had H&Q Transport, and in Shepparton with one of my other uncles Ken Mathieson, who had Mathieson Transport,” he told OwnerDriver
“One of their trucks would pick me up in Benalla on its way to Melbourne back from Sydney, then I’d spend a week or two with them and get a ride home on one of the trucks again at the end of the holidays.
“I never went interstate with them, I was just helping around the yard, loading and unloading. It was all ropes back then and tarps, no such thing as straps.”
As fun as child labour was for Jamesy back then,
he admits that once he hit 18 or 19 and started getting into cars, there were better things to do than, and I quote, ‘buggerising around with trucks’.
The joy he found playing around with cars led to Jamesy getting an apprenticeship with the local Ford dealership. That role would eventually see him undertake the role of service manager for the dealership. I am glossing over a lot of middle ground stuff, like the fact that during his car apprenticeship days, Jamesy was also keeping his truck torch lit by doing a fair bit of greasing and minor service jobs for a local company, or the fact that between his apprenticeship and the service manager role, he took off east to a place I can neither pronounce or spell and enjoyed a relaxed lifestyle of working, footy and fishing. Seeing as we are all eager to see how he ended up with the Mack in front of you, however, I won’t go through his entire story. Though I am sure, with Jamesy’s story-telling skills, that there are a few good yarns in there.
Back in Benalla when Jamesy took on the service manager role, he recalls how his path changed.
“I was busting my gut doing the service manager role, looking
after the workshop for about three years and then I went and started my own workshop. It was something I always wanted to do,” he says.
The timing for his branching out on his own lined up perfectly with Bridgestone looking to open a dealership in his hometown.
“If you met the right requirements, you didn’t have to pay, so Bridgestone was happy I met the requirements and next thing we had a workshop and tyre shed,” he says.
All of this was centred around the car tyre market, but as the Bridgestone tyre side of the business grew, they soon incorporated the Bridgestone truck tyre market as well, meaning a much bigger shed.
“The workshop stuff was purely cars; we never did truck repairs. But having the truck tyre side fired up my truck bug again,” he admits.
“Driving trucks out in the yard, backing them in, that’s where I learnt to back a B-double, putting it in the shed. People would just leave the trucks there, we’d bring them in, fit them and put them back for them to come pick up that night.”
Like a true Aussie entrepreneur, Jamesy was grabbing every
Above: Even with a monster load of molasses on behind, the Mighty Mack just looks massive
Images: Warren Aitken
“Once I got the 950, people saw the smart looking truck and the work just increased. It got to the point where I just had more of the truck bug than the desire to deal with public.”
opportunity he could, from the tyres and workshop to contracting out his mechanics for full-time on-site work at the local sawmill, looking after all the mills forklifts. You may ask, why specifically mention one guy doing forklifts? Well, that is because it was this particular job allocation where we can trace the origins of Jamesy’s Transport to.
“We had a service unit that was based out there maintaining all the mills forklifts and occasionally there was some jobs you couldn’t do onsite. So, we’d have to bring them into the workshop,” Jamesy explains.
“This old bloke in town had this ‘86 model, twin steer bogie drive UD and I’d get him to transport the forklifts in. We did that for about 18 months, then he decided he was going to retire. I thought, ‘well that’s going to bugger me’, so I bought the truck off him.”
That was it, the roots were seeded for Jamesy’s Transport courtesy of a 1986 UD he bought back in 1998. It was a truck that, despite his jokes, was the backbone of Jamesy’s Transport.
“‘I reckon you could still jump in that truck and drive to Darwin, no problems. You would have to drive at night, so it wouldn’t see the hills coming, but it was a good solid truck,” he says.
“If I was buying a Japanese truck, I’d buy another UD without thinking about it.”
Obviously, the little UD needed to be more productive than just shuffling broken forklifts to his own workshop. Being a well known local, when word spread that Jamesy had the tilt-tray, he soon started picking up other jobs, predominantly with a company that would eventually become Coates Plant Hire, A&H Plant Hire.
“They got us moving a bit of gear around and it made it worthwhile owning the UD,” Jamesy says.
“You’d go and do a shift to site at 5 or 6 in the morning, still be at the workshop by 8am, then shut your doors at 5 and go and do another move after hours.”
It was a workload that Jamesy enjoyed and, for almost two years, he happily played mechanic, tyre fitter and machinery mover.
In 2000, Jamesy’s reliability with what was now Coates led to the offer/request for him to expand Jamesy’s Transport and put on a float. He admits that it was jumping in the deep end a little, but it was an opportunity and Jamesy is never one to pass an opportunity.
“Back then there weren’t a lot of second-hand widening drop decks, I even looked to get one built,” he says.
“Then I found a set up in Melbourne that came as a package with an old W-model. I mainly wanted the trailer, but I figured if the truck did me for 12 months that would do.”
The old W-model was a paddock runner. Originally sporting a CAT motor, it had been refitted with an M11 Cummins motor for
better fuel economy and was the perfect beginner for Jamesy’s Transport.
Jamesy ran that truck for nearly two years – the machinery moving was still a side project to the workshop and tyres. Alongside one of his other mechanics, Jamesy would share the pre and post workloads, as well as more than a few weekend shifts. Jamesy and his driver were even branching out and doing a bit of hay as well – it was a recipe that fed the trucking bug within him and, by the time the old M11 motor started to wear out and Jamesy was looking to replace the W-model, the trucking bug had all but taken over.
“I didn’t want to spend money doing the W-model up, so I ended up trading it in and purchased a second hand T950,” he says.
“It had 1.2 million kms on it and now, 17 years later, it has over four million.”
He laughs as he remembers the effects of putting the stunning looking T950 on the road.
“Once I got the 950, people saw the smart looking truck and the work just increased. It got to the point where I just had more of the truck bug than the desire to deal with public,” he says. He looked at all the facts and figures and decided trucking was where his heart lay and he was going all in. He sold the tyres and workshop and put all his energy into Jamesy’s Transport.
Alongside the T950 that was Jamesy’s baby, and the UD which was the origin story, there was also a little rigid with a Hiab crane that Jamesy had hired. With a young fella in the UD and
Top: Not having the stick beside his leg was one of the things Jamesy was unsure about until he started driving the Mack. Now, he’s in love with the M-drive and the 685hp
Above: Well you can’t have a truck this impressive and not have a little fun with the artwork
Below: After 17 odd years squeezing into a 35’ bunk, it’s like going from a back packer to the Hilton with the 60’ bunk in the big Mack
Opposite, top and bottom: The man himself, Andrew ‘Jamesy’ James and his impressive Mack Superliner; It’s from the side that you can really appreciate the size of the whole truck. With a 60’ factory sleeper, this truck is huge
Above, L to R: One of the key reasons Jamesy went looking through the Mack catalogue was seeing the tougher bonnets on the 100 year special releases. Now Mack can get the custom Champion Bonnets fitted to all the big girls and Jamesy made sure his came fitted with one; While the truck may not be flooded with all the tricks of the Bling Man HQ factory, the subtle additions, like these custom bulldog cut shrouds, really make the truck pop
Below: The name ‘Backroads Motel’ is a salute to not just the five to six nights a week Jamesy spends out on the road, but also the fact that most of them are off the beaten track
Opposite top: Personalised plates and a custom Bling Man HQ rear end ensure this truck stands out from the front all the way to the back
Opposite bottom: Jamesy opted for the painted tanks on the big Mack as it would be a lot easier for him to keep clean. He’s past the point of spending weekends polishing and, with a bit of paint and scroll work, he came up with an arguably better outcome
Jamesy floating between the little truck and the T950, the local work kept the company flat out for a good couple of years, validating the choice of trucks over tyres.
Now we start getting into the area where Jamesy’s dogged determination to succeed shines through. While it was all rainbows and unicorns back in the early 2010s, it didn’t stay that way for Jamesy’s Transport. In order to get to this amazing 60th birthday present, he went through several changes of pace.
“Once the local Coates Hire closed down, we lost a lot of work, so I returned the Hiab and sold the tilt tray and just had the 950,” he recalls, jokingly adding it may have been better to stick with the workshop and tyres over trucks.
Not to be dissuaded, Jamesy spent a fair bit of time living off load shift. He had major stints contracting to the late McAleese Transport that saw him running Melbourne to Moranbah in Queensland for quite a while. It also saw him spend several months doing loops of a mine up in Moranbah as an onsite truck. The big T950 was getting experience in every genre the transport industry had to offer.
Along with stints at McAleese and Robbie Walker Transport, Jamesy took whatever work he could. That work ethic I alluded to in his youth ensured that Jamesy would go hard and keep the bills paid and wheels turning, no matter what. Eventually an opportunity came to buy out a retiring business back home in Benalla.
“I’d done work for a mate hauling pine posts and when he wanted to retire, I bought it. I got a couple of his trailers and his Argosy, which I still have now,” Jamesy says.
There was enough work to keep the 950 and the Argosy going. When another mate came looking for work, Jamesy
“I’m 6’2 and love the standing room and no longer need to lay on the bed trying to change – I can stand up and move around, it’s great.”
picked up a second hand K200 which he repainted and aimed to put into the pine post work.
Not long after the K200 hit the road, Jamesy picked up more work, this time hauling molasses – a job perfect for him and the big T950.
“I left the other boys looking after the pine posts and I stayed with the molasses,” he says.
“I’m doing my four to four and a half thousand kms a week, sometimes five. It got to the point where, at four million kilometres, the old girl was getting on and I was thinking about getting a new truck.
“The way I looked at it, I’d never had a new truck. I spoke to the guys I was contracted too and they assured me they were happy and there was plenty of work there for me.
“It would take about 12 months to get ordered, built and delivered, so I’d get it around my 60th birthday, I’d run it for five to seven years, sell it and retire. That was my thinking behind it all.”
For a man who has clocked up over three million kms and counting on a T950, you would think the Kenworth store would be the only stop for Jamesy, but you’d be wrong. Jamesy spent a lot of time investigating all his options.
“I remember a few years ago Mack released the 100 year models with that tough looking bonnet and I was after something like that,” he says.
“I investigated and spoke to a few locals running Macks and Volvos and, in the end, it was actually the service agreement that’s factored into your kms that won it over for me.
“I know exactly what the truck is costing me. You question at the start why I am spending all this money, but then at mid life you are getting new turbo, new water pump, all new hoses, all that kind of stuff. It’s a lot easier to manage.”
So, with the choice made, he sat down with Wodonga based VCV Salesman John Templeton and set about setting up his first ever brand-new truck.
“I’ve spent 17 years in a 35’ bunk, with no aircon and doing aerobics to get into the sleeper every night. With the 60’ Mack bunk I can walk in easily,” he says.
“I’m 6’2 and love the standing room and no longer need to lay on the bed trying to change – I can stand up and move around, it’s great.
“I was also able to get a fridge and freezer in here, as well as a microwave, so now I am eating healthier and saving money out on the road.”
After agreeing to the biggest bunk, Jamesy requested a few more working specific set ups for his new truck – replacing the standard arse-end with the eight-bag set-up for a more comfortable ride was one option he required. Paying the extra for the 13-speed box over the 12 was another. After John Templeton
informed him that Champion Bonnets was now an option, it pleased Jamesy as he could get the tough look he wanted and also fit the front-end Outback spec radiator set up.
The big Mack has been designed to work in the toughest environments – hauling molasses isn’t a highway job. The majority of the time, the truck is running backroads and farm tracks, hence the name ‘Backroads Motel’.
The aforementioned conditions are also a driving factor behind the aesthetics of this beast. While the 950 survived several roos with just a Texas bar, the Mack gets the full custom bullbar treatment courtesy of Melbourne based company ACM Bullbars and, with that, Jamesy gets the added bonus of spotlights. Painted tanks and limited stainless are at his request for a ‘hose down mode’ truck.
“I’m on farm roads all the time, I wanted something I didn’t have to polish, I could just wipe it
down and it would be clean,” he says.
“Painting the truck black may seem a contradiction to the ‘easy to keep clean’ concept, but the colour scheme that Bel Air in Brisbane laid on this truck came from a reversal of Jamesy’s T950 colours. The lines and scrolls were the result of multiple drawings, and many different ideas from Jamesy’s lounge room.
In the beginning, the truck was meant to have the road train rubber guards, however once the truck landed at Bling Man HQ in Queensland and young Ryan Northcott started adding his touches, both Ryan and salesman John convinced Jamesy that something so stunning deserved the finishing touches of custom stainless guards.
With a years’ worth of planning and preparation under its belt, the big Mack got delivered to Jamesy for his 60th birthday. While its looks speak for itself, it has been a whole new learning curve for Jamesy, starting with the Mack M-drive.
“I was a bit apprehensive about the idea of an auto box,” he admits.
“Now, however, I am converted. I love it, especially when you’re loaded and get up among the hills, I rarely go into manual mode and hardly even need to push the power button.
“It’s got heaps of power and you can just let it do it’s thing. And the braking, you can just set it coming down the hill and it’ll just hold it there without having to use the foot brake. It’s incredible.”
The other part that Jamesy is loving is the quiet and comfort.
“I don’t get out at the end of the week feeling sore in the back or the hips or the shoulders like I was with the old girl. There were that many rattles and squeaks with the 950 that it didn’t matter if the windows were up or down. With the Mack, you drive with the windows up and it’s so quiet,” he says.
After a lifetime of working hard, Andrew ‘Jamesy’ James has finally found himself being able to sit back comfortably and keep stoking the trucking bug thanks to this monster Mack. It’s been a well deserved 60th present and, let’s be honest, no diamonds or roses can look anywhere near as cool as this ‘Backroad Motel’.
TWU Michael Kaine
Opportunity time
The TWU now wants the industry to unite and push for more change after the federal election results came through
In my last column, I wrote about the need to ensure transport reforms won by the industry remained in place –no matter the outcome of the federal election.
On May 3, the Labor party was swept back into power with a significantly increased majority. What does it mean, knowing beyond a doubt that transport reform laws (which are already on their way to creating life-saving change), will stay in place? Let’s call a spade a spade – it’s a massive industry win. A win for drivers, a win for transport operators and a win for safety, sustainability and fairness.
Regardless of your day-to-day political leanings, it is a simple fact that the election of the Albanese government in 2022 brought with it something we have not seen for many a year in this industry – a government that listened. Championed by parliamentarians that come from the industry, like Senator Glenn Sterle, we did not have to fight to be heard. We sat down as an industry, laid out the case for reform, made some noise and asked for new laws. We asked for a system that would allow the pressures to be lifted, to slash the number of insolvencies, to ensure competition was fair, to hold clients to account and to save lives.
The arguments and our wall of industry consent were so compelling that parliament put in place a unique powerful framework for positive change. We now have the tools in place. We now know for certain that they won’t be taken away in this next term of government and we will have the time to start making the change we so desperately need.
That’s not to say that it will be easy. We know that those reaping the economic benefit from the industry – top of supply chain actors who for the past 40 years have squeezed our industry and its participants literally to death – will fight tooth and nail.
Already, post-election, lobby groups formed by wealthy clients have talked about their intentions to try to wind back lifesaving reforms. The language these groups deploy when trying to protect their profits and take away protections for everyone else is always the same. Too much red tape, loss of productivity. These attempts to hide the real problems in our industry are just greed masquerading as policy.
It is easy to see through these attempts because, when it comes to transport, these claims are hollow when the real story is
so confronting: people will continue to die on our roads until the top of the supply chains pay for fair, safe, sustainable standards.
That is the story. That is the heart of it.
At the moment we are deep in the consultation process for the first three applications made under the new transport reform laws.
These applications – for decent standards in last mile parcel delivery, rights for food delivery gig workers and maximum 30-day payment terms for the industry – will be a significant first step in stemming the flood of undercutting and erasing of conditions which has seen road transport standards plummet.
We simply must deal with the threat of the gig economy, including Amazon Flex in parcel delivery and others like it – and urgently. We simply must deal
KAINE is the national secretary of the Transport Workers Union of Australia. Contact Michael at: NSW Transport Workers Union, Transport House, 188-390 Sussex Street, Sydney, NSW 2000. twu@twu.com.au
with outrageously long payment terms for drivers and operators – and urgently.
But we all know this is the tip of the iceberg.
Other critical components have, or will, come into play. In February, world-first new rights under the transport reform package sprung to life: rights against unfair deactivations for gig workers and unfair contract terminations for owner drivers. For gig workers, this removes a deadly incentive to rush just to avoid being kicked off an app.
Already, with these rights in place, we’ve seen dozens of gig workers reactivated – for many this means regaining access to their main source of income. Without this right, we would have moved further down the path of AI hiring and firing without any human contact. We know that is a road we cannot go down.
For owner drivers, the ability to contest unfair contract terminations is huge. Now hirers and the clients they work for will have to understand that continuing with shameless undercutting and terminating of contracts just to find someone cheaper has serious consequences. Power is shifting back to the backbone of the transport economy – hard-working small business owner drivers.
We now know that the clients at the top of the supply chain who have held all the power for far too long now can be forced to the industry table with these new laws if they will not come willingly to discuss the need for fair standards.
These rights, together with the applications underway, are now safe under a strong majority Labor government. These are powerful tools won by the entire industry.
“In February, world-first new rights under the transport reform package sprung to life: rights against unfair deactivations for gig workers and unfair contract terminations for owner drivers.”
But they don’t fix things automatically. We must stay unified to action this new system if we want to make a lasting positive difference. The only way to rebalance the scales for good – the only way that can’t be taken away with the stroke of a legislative pen – is by uniting as an industry.
Next year, TWU members are gearing up to action their biggest opportunity yet to make wealthy clients pay up for fair standards. They’re not just uniting across road transport; they’ll be joined by thousands of aviation members facing similar declines in standards.
The industries are different, of course, but where you have clients like Qantas acting like Amazon and Aldi in road transport, the approach is the same. We beat Qantas in the High Court over the largest case of illegal sackings in history and members will keep holding them to account for fair standards in their supply chain.
With over 200 TWU Enterprise Agreements expiring at the same time in 2026, there’ll be a huge chance to call for decent pay and conditions funded by the top of the supply chain.
This would have happened no matter the result of the election. We have seen before that when governments change, laws can be passed and taken away.
Our strength will always lie in our unity as an industry, and luckily, that unity has never been greater. The federal election result has locked in a once in a lifetime opportunity to deploy that unity and turn around the road transport industry. Let’s take that opportunity together.
MICHAEL
Take your fleet operations to the next level with Geotab, the industry leader in telematics. Our advanced solution combines real-time vehicle data, powerful analytics and intuitive dashboards, empowering you to make smarter, faster decisions that keep your fleet on the road.
DEPARTURE DURATION
9:10 AM
POLITICS Senator Glenn Sterle
Transport is the winner
Senator Glenn Sterle chats transport reform in the aftermath of his re-election in early May
One of the most significant reforms introduced by the Albanese government was the Closing the Loopholes legislation which was passed by the federal parliament earlier this year.
This legislation was the culmination of a lot of hard work by drivers, transport companies, operators and the Transport Workers Union.
These groups and individuals came together and agreed on five key priority areas for reform to take our industry forward:
1. Implementation of Minimum Standards
The establishment of minimum standards to set baseline standards across the transport industry. These standards aim to ensure fair pay, safe working conditions and job security for all transport workers, including owner drivers and gig economy participants. The introduction of minimum standards represents a significant step toward leveling the playing field and reducing exploitation within the sector.
2. Introduction of ‘Same Job, Same Pay’ Legislation
The ‘Same Job, Same Pay’ legislation mandates that workers performing identical roles receive equal pay, regardless of their employment status. This legislation eliminates wage disparities between permanent employees and contractors or gig workers performing the same tasks.
3. Establishment of an Expert Panel to Oversee Industry Standards
The legislation includes the creation of the Road Transport Advisory Group (RTAG) as part of Fair Work Australia, with the authority to vary existing transport awards and enforce the Road Transport Objective, ensuring a safe, sustainable and viable industry. The RTAG provides a mechanism for continuous improvement in the road transport industry, with representation from both industry and drivers.
4. Enhanced Protections for Gig Economy Workers
Recognising the growing prevalence of gig work in the transport sector, the reforms protect gig workers from unfair deactivations and exploitative practices. The new laws provide these workers with greater job security and fairer treatment, along with minimum hourly rates of pay.
5. 30 Day Payments
The introduction of the 30-day payment term legislation in Australia specifically addresses the longstanding issue of delayed payments to owner drivers and companies.
Now that the results of the federal election have been settled, these reforms are here to stay – which is good news for every transport operator in Australia.
The reforms were introduced in response to the overwhelming evidence linking low pay for truck drivers to unsafe practices, including excessive working hours and poor vehicle maintenance. Unrealistic delivery deadlines and cut-throat pricing by major transport clients forced drivers – especially owner operators – to take risks to stay afloat.
Everyone in the transport supply chain, including owner drivers and gig economy workers, were the big winners from these reforms.
With the rise of the gig economy, on-demand transport workers such as food delivery riders and rideshare
SENATOR GLENN STERLE is a current Labor Senator for Western Australia in Australia’s Federal Parliament. He is also the Duty Labor Senator for the Federal Electorates of Durack and O’Connor and has experience as a transport operator.
drivers used to operate without basic employment protections such as a minimum wage, sick leave or workers’ compensation. These gig workers could be our kids or grandkids.
The Closing the Loopholes legislation gives the Fair Work Commission the power to set minimum standards for gig workers, which is a historic step forward. The reforms represent a key milestone in the ensuring that fair and safe work is guaranteed throughout our industry, even though it is becoming increasingly fragmented. Technological change and innovation must not come at the cost of the safety and payment of our operators, business owners and drivers.
Sadly, the Coalition, led by their shadow transport spokesperson Bridget McKenzie, opposed these important transport reforms, even though the aim of the legislation is to improve the rights, conditions and job security for all workers in the road transport industry. The Opposition also supported the $24 million campaign run by the associations representing the big end of town opposing drivers and owner operators getting fair pay and being paid on time.
The passage of the 30-day payment term legislation is another key reform. Another critical area of transport reform has been promoting accountability across the entire transport supply chain. Too often transport companies are squeezed by large retailers, manufacturers and logistics giants at the top of the chain, leading to downward pressure on wages, conditions and safety for workers.
“The work we have all done together to highlight the connection between fair pay, job security and public safety needs to continue.”
Transport companies, workers, drivers and their representatives have been a powerful force for reform in Australia’s transport sector. By working together during the first term of the Albanese government, we achieved significant changes and gains that benefit all the hard-working truckies throughout the nation.
The work we have all done together to highlight the connection between fair pay, job security and public safety needs to continue. The lobbying and public campaigns need to continue so that we can keep on shaping a transport system that values the dignity and safety for everyone in the transport supply chain.
Let’s keep working together for the next three years.
PERFECT PACKAGE
P & G Trucking is one of many small operators keeping Australia’s freight moving, with two Isuzu Traypacks proving critical to the business’ continual growth
There’s no denying that trucks play an indispensable role in Australia’s supply chain. From moving produce around the country to transporting construction materials or distributing freight, trucks are key to providing Australians with what they need in their day-to-day lives.
For those requiring goods outside of Australia’s vast city centres, hundreds of smaller dedicated transport operators prove vital in ensuring that people receiving their goods. Canberra outfit P & G Trucking is a prime example, as one of the many companies contributing to the estimated 241.8 billion tonne-kilometres of road freight moved in Australia during the 2023-23 financial year.
While heavy-duty vehicles tend to be the model of choice for much of Australia’s freight movements, P & T Trucking do things a little differently. It has chosen to reserve its prime movers for bi-weekly interstate runs and instead opted to trust in Isuzu’s medium wheelbase NR 45-150 Traypack for last-mile deliveries.
Having first formed in 2018 in Canberra, P & T Trucking has a depot in the regional centre of Young to go with its Brisbane space. Director Paul Smithers hops behind the wheel of one of the prime movers for the Brisbane to Canberra route while life and business partner Gemma Smithers is the lucky one who gets to enjoy the light-duty Traypack.
“We have a heavy-rigid truck that travels between Young and Canberra every weekday and two prime movers with semi-trailers that travel directly twice a week between Young and Brisbane,” Gemma says.
“Once freight arrives at the ACT depots, our Isuzu NLR 45-150 Traypacks get in to drop off deliveries to our customers.”
Paul and Gemma, who lend their initials to the company name, say their two Traypacks are offering
quick turnarounds for a variety of small to mediumsized products, which are primarily ordered by industrial clients.
“Our customers are your typical industrial businesses; one delivery might be cans of paint, electrical equipment or tyres,” Gemma says.
“If a customer calls up last minute to ask if we can move a carton, we make sure it happens as fast, reliable and safely as possible.
“The Traypacks play a vital role for the business. Our semis move the freight from A to B, but when it comes to delivering that freight to the customer, our Isuzu Traypacks do 80 per cent of that work.”
This 80 per cent tends to fall to Gemma, who hops behind the wheel of the Isuzus to travel around Canberra and its surrounds. When arriving at a company’s primary depot, she unloads freight and sorts it before leading up the Traypack to take it back onto the road.
Completing this task five days a week gives her plenty of time behind the wheel. She says she’s a big fan of her light-duty Isuzu and the way it gets the job done for her with minimal fuss and maximum comfort.
The Traypack’s 4,500kg GVM is matched with a 2,135kg payload on medium wheelbase and manual transmission models, with a 4,000kg towing capacity included.
A four-cylinder 4JJ1-TCS common rail system offers 110kW and a maximum torque of 375Nm, with P & G Trucking choosing to match this power with Isuzu’s MYY-5T five-speed manual gearbox.
A 4.5-metre tray caps off the specs, providing plenty of space with removable drop sides included to make loading more efficient.
“As soon as I took one for a drive, I was basically in love,” Gemma says.
“Isuzu came highly recommended to us, and once we put some freight on the truck, how it handled the weight was just fantastic.
“We had wraps and signage done by Signlime Signage Canberra last December to complete the package.”
The NLR 45-150 Traypack comes from Isuzu’s Ready-to-Work range, meaning it can integrate necessary features without the need for any aftermarket alteration. Whether it be a heavy-duty aluminium tray or load restraint anchor points, the range includes a variety of solutions that require little work.
Safety is also a focus, with Isuzu’s Advanced Driver Assistance System, or ADAS, supporting drivers with a wide range of warning systems.
Gemma says the Traypack’s ability to detect and recognise a situation before it arises gives her plenty of reassurance.
“Everything about the Traypack is well-planned and easy to use,” she says.
“The anchorage points inside the tray for load restraint make tying down the loads very easy and prevent damage to the sides of the tray from tightly winched straps.
“The cabs are easy to get in and out of, and the truck holds weight really well for something that can be driven on a standard car licence.”
The Traypacks are giving P & G Trucking the impetus to continue growing as a well-known local operator. Gemma knows that appearance matters for small businesses, with her Isuzu fleet remaining squeaky clean.
Paul and Gemma’s two Isuzu trucks are also kept well-serviced and maintained courtesy of Canberra Isuzu. P & G Trucking plans to expand its service in the near future, while Gemma also has some personal goals in mind.
“We need to have good, reliable gear to provide a great service for our customers, so we plan on continuing having our Traypacks serviced with Canberra Isuzu. We see preventative maintenance as essential to looking after our vehicles,” she says.
“One of my goals is to upgrade my licence to drive heavy rigid and prime movers. It’s tricky to find the time to study for the licence among my management duties, but I can’t wait to make it happen.”
Images: Isuzu Australia
ABOVE: Traypacks play a key role in getting freight to customers
RIGHT: From left to right: James McGregor (driver), Gemma Smithers (manager & light-duty driver) and Paul Smithers (director & heavy-duty driver) are some of the friendly faces at P & G Trucking
REWARDING MANUFACTURING EXCELLENCE
Trucking OEMs are encouraged to nominate for the 2025 Endeavour Awards, which this year includes an innovation in transport award
It’s now time to nominate for the 2025 Endeavour Awards, with transport manufacturers encouraged to get involved.
The 2025 program will see an innovation in transport award added for truck manufacturers to check out.
The essential requirement to nominate for the Endeavour Awards is to have an element of manufacturing in Australia present in your operations.
The innovation in transport award is for businesses enhancing vehicle manufacturing, public transport or sustainable mobility solutions.
Eligible innovations must be new to market or have made advancements within the two years prior to the nominations closing date.
To nominate, businesses will have to demonstrate how their manufacturing innovations has improved the industry when it comes to environment and sustainability, productivity, efficiency and speed, costsaving or safety.
Nominations must be completed online by Thursday October 2 this year at 11.59pm.
Outside of the transport award, other award categories for 2025 include technology application, outstanding start-up, innovation in health technology, innovation in aerospace and innovation in food and manufacturing.
To find out more about the Endeavour Awards and the innovation in transport award, head to https://endeavourawards.com.au/nominations.
Rocking the Roads Simon Smith
Chock-full June
JUNE 22
1957: It’s time to talk about INXS, with former bass guitarist Gary Williams Beers being born on this day in Manly, Sydney.
A wide range of dates, both from today and yesteryear, are on the cards for June when it comes to the Aussie
rock music calendar
We’ve got some different things for you for June. Alongside our usual list of birthdays, anniversaries and sombre moments, enjoy a range of other releases and new dates to put in your calendar for the latest Aussie music.
JUNE 2
1968: Merril Bainbridge, known for her ethereal pop-rock sound, was born in Melbourne. The Aussie pop music singer and songwriter first rose to fame in 1994 with her hit single ‘Mouth’ that peaked at number one for six consecutive weeks and was a top five hit in the US.
1980: Cold Chisel continued to gather steam on this day with the release of album ‘East’. Courtesy of Elektra Records, the album peaked at number two, spending 63 weeks on the national charts before finishing as Australia’s biggest selling album release of 1980.
JUNE 4
1976: Kasey Chambers, a prominent figure in Australian country-rock, was born in Mount Gambier. The country music icon was born in Mount Gambier to musician parents Diane and Bill Chambers, with all four being members of the family country-music group Dead Ringer Band in Bowral, NSW from 1992 to 1998.
2014: The Aussie rock music scene lost a good one in Bernard ‘Doc’ Neeson. Aged 67, the former The Angels front man passed away on this day. He was at the front of The Angels from its formation in February 1976 through to 1999, when the band then split up before reforming in 2008 after a long legal battle.
JUNE 6
2025: This one isn’t history, but one to come – Jimmy Barnes, the iconic Cold Chisel frontman, will release his 21st studio album, DEFIANT, marking a significant milestone in his solo career.
JUNE 10
1949: Martin Armiger, a founding member of The Sports, was born in Hertfordshire, UK. The Australian musician, record producer and composer was one of the band’s singersongwriters until late 1981. He sadly passed away on November 27, 2019 at the age of 70.
SIMON SMITH is the manager and producer of Australian Truck Radio. He has been in the radio game for 44 years and has been customising playlists for truckies for at least 20 of those. For great tunes 24 hours a day, 7 days a week, download the digital app for your phone at www.australiantruckradio. com.au
JUNE 13
1949: Red Symons, guitarist and vocalist of Skyhooks, was born in Brighton, England. While he rose to fame as the lead guitarist of Skyhooks, he also went on to become a judge on ‘Red Faces’ and ‘Australia’s Got Talent’ while also hosting ABC Radio Melbourne’s breakfast show from 2003 until 2017.
2025: Another impending album release, with King Gizzard & the Lizard Wizard set to unveil Phantom Island, an orchestral collaboration with the Los Angeles Philharmonic, showcasing their innovative approach to rock music.
JUNE 14
2024: Looking back to recent history, Hockey Dad, the surf-rock duo from Wollongong, released Rebuild Repeat, their latest album that blends indie-rock anthems with emotionally resonant tracks.
JUNE 19
ABOVE RIGHT: Keep listening to Australian Truck Radio for the latest and greatest tunes
BELOW: Some of Australia’s rock music legends celebrate birthdays in June
2007: The Australian Musician magazine published “The 50 Most Significant Moments in Australian Pop/Rock History,” reflecting on pivotal events that shaped the genre.
JUNE 24
1984: A sad young death shocked the Aussie music scene as Guy McDonough passed away aged 28. The Australian Crawl rhythm guitar and singersongwriter provided valuable inputs on hit songs such as ‘Oh No Not You Again’ and ‘Errol’ before his sad passing.
JUNE 29
1953: Colin James Hay was born on this day in Scotland’s Kilwinning. The Men at Work lead vocalist was also the sole continuous member of the band before succeeding as a solo artist too. He’s now a member of the band Ringo Starr & His All-Starr Band.
1957: Many may remember Robert Forster, who was born on this day. The Go Betweens co-founder first started with the band in December 1977, with the band rising to fame when Lindy Morrison joined the group on drums and backing vocals in 1980.
JUNE 30
1944: Glenn Shorrock, lead vocalist of Little River Band, was born in Chatham, UK. The Australian singer and songwriter also founded other rock bands in the Twilights, Axiom and post Little River Band spin-off trio Birtles Shorrock Goble.
These events and individuals have played pivotal roles in shaping the landscape of Australian rock music from the Australian Truck Radio Rock’N’Roll Diary!
SHOWCASING SAFETY
At the Brisbane Truck Show, Geotab put on display its safety and compliance solutions for heavy transport
Global telematics leader Geotab was one of many to maximise its time and presence at the Brisbane Truck Show in May, bringing its latest heavy transport technology to the event. The brand’s space was dedicated to demonstrating how telematics solutions are helping Australian operators improve safety, meet regulatory requirements and boost operational efficiency across fleets.
“The Brisbane Truck Show was a great opportunity for operators to explore how Geotab’s certified and scalable solutions can simplify compliance while improving overall safety and performance,” Geotab Associate Vice President Heavy Transport ANZ Andrew Hintz says.
“We’re proud to support the evolving needs of the Australian transport industry with technology that delivers both insight and impact.”
At the event, Geotab showcased a suite of safety, compliance and asset tracking solutions tailored for heavy transport operators across Australia. Attendees got the opportunity to explore Geotab’s recently TCAcertified telematics technology and AI-powered tools designed to support fleet managers identify trends, address potential issues before they become problems and implement strategies to improve overall fleet performance.
Geotab also presented its Telematics Monitoring Application (TMA) Solution, certified by Transport Certification Australia (TCA) – the GO9 device. The solution provides real-time data on vehicle speed, location and identity to support compliance under both the TMA and Road Infrastructure Management (RIM) schemes. As a certified Application Service Provider (ASP), Geotab supports seamless integration for operators enrolling in these schemes.
It’s specifically designed to keep an eye on the
performance and compliance of these heavy vehicles by monitoring their location, time and identity. Some fleet operators also opt for optional features like the monitoring of mass or the self-declaration of data through a user interface. These additional features can provide even more detailed insights into vehicle performance and help operators ensure that their fleets are operating within legal and safety guidelines.
Geotab’s interactive event showcase in Brisbane also included its GO Anywhere Tracker that’s designed to monitor trailers, containers and non-powered assets across any environment,
“WE’RE PROUD TO SUPPORT THE EVOLVING NEEDS OF THE AUSTRALIAN TRANSPORT INDUSTRY WITH TECHNOLOGY THAT DELIVERS BOTH INSIGHT AND IMPACT.”
providing reliable asset visibility and status updates in real time. Its immersive in-cab simulation was also available for people to experience, including safety alerts and compliance technology from the perspective of a truck driver navigating an Australian road.
The simulated fleet operations centre allowed visitors to see MyGeotab in action as it monitored driver risk, pre-trip inspections, compliance breaches and live asset locations to support operational decision-making. Logmaster’s electronic work diary provided a paperless fatigue compliance solution to seamlessly integrate with Geotab and help operators manage driver hours and meet regulatory requirements, while attendees were also able to browse Geotab’s Marketplace solutions ecosystem designed for Australian heavy transport operators.
Geotab also highlighted its platform advancements, including Driver Risk Insights, which help identify and coach high-risk behaviours, and Maintenance Centre enhancements, which support predictive diagnostics and proactive service planning.
ABOVE: Geotab Associate Vice
President Heavy Transport ANZ Andrew Hintz
OPPOSITE: Geotab’s GO technology was on display in Brisbane
With over 900,000 heavy trucks connected globally and growing momentum in the Australian market, Geotab is committed to helping local transport operators navigate a complex regulatory landscape while driving safer and more efficient fleets.
You can learn more about Geotab’s heavy transport offering at https://www.geotab.com/au/industries/heavy-transport/.
test drive
TERRIFIC TIPPER
Have you ever been to Hungry Jacks and tried to order a Big Mac? Or vice versa, have you rocked up to Maccas and ordered yourself a Whopper meal? Obviously, their immediate response will be to yell at you that you can’t walk through the drive-through and to put that bottle away.
But with the right exchange of time and finances, you can construct as close to what you want as possible. Sit with me on this for a minute, I have a point. The fact is they both have all the ingredients needed to make whatever you like – in the end it comes down to the price and how long you are prepared to wait. I know that sounds obscure and irrelevant, but the truth is, it is the best way to describe the reason I was invited out to one of Australia’s leading mulching and garden cultivation companies to test drive a Mercedes-Benz tipper.
The tip truck market in Australia is huge – for years it has been dominated by bonneted American trucks or converted trade-ins, but lately the emergence of the European cabovers, factory fitted with safety features and fuel saving technology, has seen the balance of power sway a little.
Daimler Trucks Australia Pacific and its flagship MercedesBenz Actros has been slowly growing its presence in the tipper market. The drawback has always been, for Mercedes fans at least, they were metaphorically heading to Maccas and ordering a Whopper. In other words, they were having to buy a Mercedes-Benz platform sitting on the floor and
convert it into a tipper. That involved spending plenty of extra coin converting a long wheelbase tractor unit up to mount a body and re-configuring all the European wiring and electricals. Then you had to work with body builders to relay and rehouse hydraulics, electrics and all that fancy stuff that makes the tipper body work. It was never a drama; plenty have done it and been rewarded for their choices, but it was extra time and money.
Well now, Mercedes-Benz has changed the drive-through route – you can order your Big Mac directly from Maccas, your Whopper straight from Jack. In other words, factory spec’d PBS compliant Mercedes-Benz’s are now on the menu, and I was invited to Yatala, Queensland to get sunburnt, to get educated in all things horticultural and to see for myself how good the kitset Mercedes-Benz tippers really are.
I won’t spend a lot of time talking about the performance of the Mercedes product. The fact is, nothing has changed with them. The German designed truck is as comfortable as any high-end lounge suit.
In its 13L 530hp engine, it packs as much punch as Oleksandr Usyk during training camps and, when it comes to safety and technology, it rivals anything the Star Trek writers could come up with. The kitset tippers that Mercedes-Benz are factory packing for its Australian customers come with all the bells and whistles you would expect from the German giants, and that is the point.
What I want to focus on is how and why they have put this
Warren Aitken takes us behind the wheel of Daimler Trucks Australia Pacific’s new Mercedes-Benz tip truck model for an entertaining spin around the block
package together and how and why it will be a huge money saver for the Australian market. I keep mentioning ‘Australian Market’, ‘Australian Customers’ and emphasising the ‘Australian’ side of this deal, and the reason for that is simple. This new kitset tipper set up is designed specifically for the Australian market.
We are a different breed over here with different requirements, different conditions and different expectations. Mercedes-Benz already has a heavy duty, construction industry spec’d truck and that is the ever-popular Aroc range. With the same cab options as an Actros and similar engine specs, it comes with everything needed to get down and dirty. However, the Aroc has always been seen and predominantly used as a hard-core off-road rig, not so much a high payload, on highway, high productivity based truck and dog option.
In the past, if you were a fan of the three-pointed star and wanted a tip truck, the Daimler Trucks Australia Pacific team would be building a truck and dog out of the Actros model available to them. You would get a longer wheelbase tractor unit and do a boat load of work to get it ready to put a body on it. That in itself came with a time penalty and extra costs. There are a fair few modifications and alterations needed to fit the Australian PBS standards for three and four axle dog trailer set ups. Daimler Trucks Australia Pacific wanted a way to make it more cost effective, speed up the whole process and have a more competitive truck and dog market option.
My host for the test drive, sales consultant Brendon Palmer, was part of the team tasked with seeing what could be done over in Wörth am Rhein, which is where Mercedes-Benz’s manufacturing plant is located, to suit the PBS three-axle and four-axle dog combination. They started with using the Actros bones, as in the 13L, 530hp engine which they knew was doing the job, as well as the 12-speed Benz gearbox which was also perfectly placed in the already running truck and dog combinations. They then took the Benz bones and slipped them inside a Mercedes Aroc façade. That façade included the likes of a straight front axle and higher ground clearance, a heavier duty shock absorber package and a much more off-road suited air intake system. The Aroc façade also included an already squared off after frame and a slightly
Images: Warren Aitken
Top left: If you look at the mud on the tyres you will get an indication of how deep I got the Aroc beached in the soft sand earlier. All it took was a little rocking, diff lock and cross locks and it fed its own way out
Above: Wide access to the cab and prominent safety handrails are another distinguishing asset of the Mercedes Aroc
Left: The aggressive grill and extra ground clearance are a dead giveaway of the Aroc build over the Actros
“We wanted something we could get straight out of the factory, that would be the right weight, that body builders could just mount and go.”
Above: The manoeuvrability of the mighty Merc makes it an ideal tip truck for all those hard-to-get places
Right: Safety and productivity are two key factors with truck and dog combinations these days and the Mercedes nails both of them
Opposite, top to bottom: The digital dashboard has everything you didn’t know you needed and can be set up in several different ways, I just didn’t get time to learn them; One of the best parts of the Mercedes is the mirror set up – a definite bonus when you are doing truck and dog work in and around traffic; While the Actros L cab with its comfy bed isn’t a necessity for tipper work, the extra space and under draw fridge are very much appreciated by the customers
set back front axle compared to the Actros, all necessary for the perfect truck and dog tipper platform.
In the factory, they were able to alter the Aroc wheelbase and limit the tare weight with a smaller AdBlue tank – in the case of our test truck, it had just the single 390L fuel tank. Daimler worked very closely with people smart enough to decipher the PBS requirements to design a set up that meets all the requirements straight out of the box.
From the factory, the trucks come with air and electrics to the rear, as well as ABS. PTO already there to plug and play, beacon switches are pre-wired and everything is set up and ready to ship off to your body builder so they can just drop the bins on, no
hacking or splicing into anything required.
“We wanted something we could get straight out of the factory, that would be the right weight, that body builders could just mount and go,” Brendon says.
Now that I have explained the motivation behind the test truck I was handed the keys to, it is only fair that I get the chance to share my opinion on the truck and dog combo as well. Keep in mind that it’s been a good decade since I was out and about as a mud carter. You can forgive me for not turning it inside out on my first go, or second. The Mercedes-Benz was a lot more manoeuvrable than the old, bonneted tipper I had back in the 2010s. Backing up in general was a breeze with this truck, even turning in the tight confines of the yard was extremely impressive.
What I learned from the experience was that the Mercedes Aroc has fantastic mirrors. On highway you do have to take your time double checking as you come into roundabouts – the downside to large mirrors is a bigger blind spot. But you are able to keep track of traffic around you very easily, so that’s the positive side. When you are on site and turning it inside out, you can also see exactly what you are doing wrong, they just won’t improve your skills enough to fix it until the third go.
I was also lucky to be tipping off in a very soft sanded area, which meant my multiple attempts to turn it inside out created a bit of a hazard. Getting me stuck gave me an opportunity to see how good the Aroc was at getting unstuck. I think even the salesman and yardy were a bit doubtful, but I must admit, the Aroc did a fantastic job of getting itself out of a very soft hole. That did impress me.
On the road, heading between sites, the Mercedes is exactly like you would expect from a luxury automotive manufacturer. Having the comfort and quietness of a highway chariot just makes the job so much easier. The Benz box handles the loads and the hills, as well as the stop-start traffic with ease and takes a lot of the stress off the driver.
The state-of-the-art controls and display may need a NASA engineer to explain – I was trying to change the speedo to a display I could understand and failed – but that sort of thing would be easily explained during a handover or with multiple attempts while waiting to load.
The test drive unit was designed to show exactly how productive the Aroc tipper setup could be. Fitted with a Hercules body on the truck and a four axle trailer sporting the Euro 6 engine, it also featured a single 390L fuel tank, running 315 steer tyres and 295 on the drives. The PBS approved combo is good to go to 58t, meaning a payload of just over 40t. On the hills around Mt Tambourine, the 530Hp engine wasn’t setting any land speed records, but it also wasn’t lagging around either. I did enjoy the fact that you could feel and hear both the engine and retarder when they were in full swing during our test drive.
The long and short of this test drive was mainly so I could learn more about the production of mulch than I ever needed and to show off the kitset concept that Daimler Trucks Australia Pacific now has in place with the Arocs. With everything now coming together, ready to go on the factory floor, ordering a new state-of-the-art, high productivity PBS approved truck and dog set up just got a lot easier.
DRIVING BETTER HEALTH
Only a couple of months since it first launched, Oz Truckers is already providing a range of wellness benefits to Australian truck drivers
Life on the road can be tough. The long hours.
The limited access to healthy food. The isolation of solo driving – all of this takes a toll on a truckie’s physical and mental wellbeing.
But for Australian drivers, Oz Truckers is changing the game. This all-in-one membership platform offers more than just discounts – it’s a wellness toolkit designed to support truck drivers in staying healthy, connected and financially secure.
Oz Truckers founder and CEO Drew Davis has quickly found out that his idea for a truck driver benefits service is a hit across the nation. Following the great response he’s received, he’s looking to continue offering benefits for truckies around Australia.
“We’ve been blown away by the support from the Aussie trucking community,” Drew told OwnerDriver
“Dropping the membership fee is our way of saying thank you – and making it even easier for owner drivers and fleet operators to access the benefits they deserve.”
The isolation and fatigue involved in the trucking industry is making mental health a growing concern, with the demands of the career potentially leading to stress, anxiety and depression. Oz Truckers has
partnered with This Is a Conversation Starter (TIACS) to provide members with eight free mental health consultations. Available via phone or text, these confidential sessions offer truckies easy access to professional support without the stigma.
“Additionally, the platform connects members to resources from R U OK?, encouraging regular check-ins and conversations that can make a real difference,” Drew says.
Oz Truckers’ growing focus via its subscription service is also spanning the physical wellness sector courtesy of a range of deals. Drew, like many in the industry, knows that staying fit while on the road is a challenge.
Through Oz Truckers, he’s making it easier to focus on fitness and nutrition while on the job courtesy of a 20 per cent off offer for Anytime Fitness memberships across more than 560 locations around the nation.
On top of ensuring that drivers can access gym facilities wherever their routes take them, Oz Truckers is also providing discounts on healthy meal services like HelloFresh and Youfoodz to help drivers maintain a balanced diet even when juggling a hectic schedule.
“These benefits support a healthier lifestyle, reducing the risk of chronic conditions and improving overall wellbeing,” Drew says.
The expanding Oz Truckers offers also reach the financial health space, with some of the service’s latest offerings helping to reduce stress through savings.
Drew acknowledges that financial strain is proving to be a significant stressor for many Australian truck drivers. To address this, Oz Truckers is offering substantial savings through discounts on fuel at more than 1,500 locations nationwide, as well as discounts on tyres, parts and servicing to help lower maintenance costs.
Also, savings on insurance premiums are available through the service to continue reducing overhead expenses for operators around the country.
“By alleviating financial pressures, these benefits contribute to better mental health and job satisfaction,” Drew says.
Tailored membership options are available, with flexible membership plans designed to suit both individual drivers and fleets.
The owner driver membership, now at $29 per month courtesy of the lowered prices, is perfect for individual truckies. It gives members full access to comprehensive discounts, rewards and monthly giveaways, helping owner operators to save big and stay connected at the same time.
The fleet memberships program is for businesses with multiple drivers, allowing fleet owners to receive the same great benefits that come with the owner driver membership but with reduced pricing per member for the more members that are added to the plan.
“It’s a smart way to support your team’s health, savings and wellbeing while keeping costs down,” Drew says.
“Both options are packed with value and are tailored to make life on the road better – whether you’re an owner-operator or managing a growing fleet.”
It’s these flexible options and wide range of benefits that is making Oz Truckers more than a discount program. While only a few months into its journey, the subscription service has already proven to be a comprehensive support system for Australian truck drivers.
“By addressing physical health, mental wellbeing, financial stability and community connection, it offers a holistic approach to the challenges of life on the road,” Drew says.
“For those interested in joining or learning more, visit oztruckers.com.au.”
Brisbane Truck Show recap
INTRODUCING S-WAY
IVECO has unveiled its latest tipper variant for local operators, with the model set to further broaden the S-Way range’s appeal
The Brisbane Truck Show tends to be the hub of all things new in the nation’s transport sector. With many OEMs unveiling their latest offerings at Brisbane in May, international manufacturer IVECO was no different.
At its Brisbane Truck Show space, the Italian manufacturer highlighted productivity increases. These were represented by a bodied S-Way tipper model at 90t GCM – an increase of 20t over preceding S-Way models.
The decision to offer a higher GCM on S-Way models follows months of local development, testing and customer feedback. Although showcased as an S-Way 550 AS tipper, the higher rating will be available on application across all S-Way 550 prime mover and rigid variants, providing added payload in certain applications. The S-Way 550 AS already has specifications that closely align with tipper and dog requirements, including a powerful 550hp/2,500Nm Euro 6 (Step E) engine and the responsive 16-speed
Hi-Tronix automated manual transmission.
IVECO says the Hi-Tronix is perfect for slippery and uneven construction sites with its ‘Rocking Mode’. This function enables a rocking motion with the clutch reacting directly with the accelerator, allowing the truck to rock back and forth out of a depression in low grip conditions. Also useful is ‘Creeping Mode’, which allows the truck to move forward at minimum speed during precise manoeuvring.
Other important features for tipping work include an off-road braking mode that optimises braking performance on poor traction services; availability of engine brake and hydraulic retarder, and ‘ON+’ set-up. ON+ is a factory option that increases ground clearance by up to 70mm through upgraded springs, protecting the vehicle’s underbody.
Combined with these benefits, the additional GCM broadens the S-Way’s capabilities to legally haul larger dog trailers, low loaders and similar. Along with application specific benefits, S-Way
is extensively equipped when it comes to standard safety equipment. All models feature Advanced Emergency Braking System, Brake Assistance System, Adaptive Cruise Control, Lane Departure Warning System, Electronic Stability Program with ABS (disc brakes all round) and ASR (Anti Slip Regulation), Hill Holder and Driver Style Evaluation plus Driver Attention Support (DSE + DAS).
Boasting one of the quietest and most ergonomically designed cabins available, IVECO says long days in the cabin on construction sites or quarries are also easier behind the wheel of an S-Way. Additionally, a low cabin floor provides improved pass-through within the cab and easy access to the sleeper compartment for AS models. The low floor also delivers in-cabin standing height allowances of up to 2150mm (for AS High Roof).
In the driver’s seat, operators are treated to a convenient multi-function steering wheel that provides all the vehicle’s key functions at their fingertips. Seating comes courtesy of ISRI driver and passenger suspension seats with exceptional adjustability to help find the perfect driving position – a lower seat and seat base height also provides extra space for the tallest drivers, while making it easier to enter and leave the cabin.
An ergonomically designed dashboard incorporates an integrated HVAC climate control system (parking cooler option available), with other control functions falling easily to the hand. For added convenience, visibility and lower current draw, interior cabin lighting is now also completely LED.
The S-Way also boasts a 7” LCD high definition Infotainment system with Apple CarPlay®, Bluetooth® connectivity and smart phone mirroring. Further features include in built satellite navigation by TomTom, multiple USB inputs and charging ports, 12V power socket and voice recognition. The system is reverse and side camera compatible and integrates with IVECO DRIVER PAL (powered by Amazon Alexa®), which is available as an option on selected models. This technology allows drivers to fully interact with their vehicles and operate all in-cabin controls through voice commands.
For fleet operators, IVECO offers ‘IVECO ON’ Telematics as a complementary service on all new S-Way (and ACCO) models, to help improve fleet safety and productivity while reducing operating costs.
Using S-Way’s connected on-board Driving Style Evaluation (DSE) system, regular reports are available to owners and fleet managers. The reports include detailed fuel consumption and driving style data, allowing changes to be made to improve fuel efficiency. The system can also provide live tips to further promote frugal driving on-route.
Boosting safety is another key benefit of IVECO ON, with the system monitoring and providing alerts on things such as harsh braking and acceleration, and more. Detailed reports can be downloaded for further analysis and consultation to cover any areas of concern.
IVECO ON can also assist to minimise fleet downtime by taking a proactive approach to vehicle maintenance. The program provides detailed insights into vehicle operating data including odometer readings, scheduled maintenance reporting and instrument cluster light alerts covering battery voltage level and engine coolant, engine oil and transmission fluid status.
Remote assistance servicing with remote diagnostics, teleservices and over-the-air software updates are further features of the system, which are available through the IVECO Customer Uptime Centre.
HITTING THE ROAD Brisbane Truck Show recap
ACM Bullbars brought its new-look team to the Brisbane Truck Show, combining experienced sales staff with its newly appointed general manager
National truck bull bar supplier ACM Bullbars may not have exhibited at the Brisbane Truck Show this year, but it doesn’t mean the brand didn’t have an impact at the major industry event.
The ACM team was out in full force at the 2025 edition of the truck show, connecting with customers and suppliers. ACM’s sales team at the show included Robert Scott, who brings more than 30 years of experience and knowledge of the industry to the business, and new team member Karyn Lodewyke (who has more than seven years of experience).
Outside of the sales side, design engineer Matt Bloomfield and newly appointed general manager Frank Alessio also attended the show, ensuring ACM was well represented in Brisbane.
“The Brisbane Truck Show has been a highlight on the industry calendar and, for ACM Bullbars, it’s an invaluable opportunity to strengthen relationships, discuss emerging trends and receive direct feedback on our products and services,” Frank told OwnerDriver
“ACM Bullbars is committed to ensuring every product is built to withstand the harshest conditions.
“Engaging with suppliers allows us to explore new materials, technologies and innovations that will drive the future of vehicle protection. Meanwhile, interacting with customers allows us to understand first-hand the challenges they face and to provide tailored solutions that ensure both safety and performance on the road.”
Frank joined the ACM Bullbars team in January 2025 as its new general manager. He has brought with him a wealth of knowledge and experience from his time in the automotive industry.
states, our ACM sales team is focused on helping our customers reach their on-road safety goals as well as even adding a bit of bling to their fleet of trucks along the way.”
Frank says ACM’s bullbar range wouldn’t be where it is today if not for Matthew Bloomfield. ACM’s design engineer has worn a few other hats from time to time throughout his ACM career to date, having been in the industry for more than 15 years.
The truck industry is a dynamic place, with ACM being influenced to innovate its designs to meet the required modifications of what a truck manufacturer dictates. This challenges the industry to keep up, with Matt’s finger on the pulse allowing ACM to continue making intricate changes and stay up to date.
“His attention to detail, which stands alone, means ACM doesn’t fall behind,” Frank says.
“Matt’s passion and drive for ACM Bullbars and the industry to succeed are without equal and the ACM team are hanging on for the ride.”
As innovative leaders in extrusion design, ACM Bullbars’ research has led to a pipe that takes triple the force, yet only
“AT ACM, OUR CUSTOMERS’ SAFETY AND THE MAINTENANCE OF THEIR VEHICLES IS OUR MAIN PRIORITY.”
ACM Bullbars’ new general manager Frank Alessio
BELOW: The brand is focused on bringing some bling to Aussie trucks
As a mechanical engineer by trade, Frank’s career has included working at the once-prominent General Motors Holden facility in Port Melbourne for 16 years. After finding his feet in manufacturing, Frank moved on to product engineering and procurement supply chain management.
In a varied role that led to him living in South Korea and Russia while also travelling through Asia, Frank says he’s excited to embark on his new journey with the ACM leadership team.
“Many of our ACM customers and suppliers would already be well acquainted with our long-standing sales manager Robert Scott,” Frank says.
“Rob has been in the bullbar industry for over 30 years. ACM is appreciative of the immense effort Rob invests in knowing his customer’s needs and following through on getting the job done.
“We also welcome our new sales manager Karyn Lodewyke, who started with us in late 2024. Karyn brings with her seven years of industry experience, previously selling skip loaders, hook lifts and truck mounted cranes.
“With Karyn lending Rob a hand to look after the southern
bends one-fifth of the amount compared to a standard pipe.
Using high tensile aluminium, which is 25 per cent stronger than standard products, is an example of the many features that ACM includes in its products.
While it may not be visible to the naked eye, these features give ACM’s bullbars the ability to withstand greater impact and reduce the frontal damage to the vehicle in the event of an incident.
Frank says ACM Bullbars knows traffic accidents can happen at any moment, from vehicle collisions to animal impact. If it does happen, ACM Bullbars produces high quality products that ensure drivers have the best features on their side.
“At ACM, our customers’ safety and the maintenance of their vehicles is our main priority,” he says.
“After an incident, we focus on getting your truck back on the road, and the less damage to the vehicle, the quicker it can get back to work. Our high tensile aluminium bullbar pipe was tested with triple the load that was applied to the standard bull bar pipe and still had 80 per cent less bending.
“Let ACM Bullbars manufacture the most heavy-duty bull bar for your vehicle. We loved seeing everyone at the show!”
ABOVE:
SPECIAL CONNECTION trailer technology
The recent partnership of Townsville Mini Loads and Haulmark Trailers provides another instalment of the Australian transport industry combining to thrive
There’s nothing like a local partnership in Australia. Whether it be the bustling cities or the sparse rural towns that thrive around the nation, the ability for two businesses to collaborate in the one community has been a hallmark of Australia’s transport industry over the past century.
Yet the recent partnership between Townsville Mini Loads and trailer manufacturer Haulmark is a unique chapter in the ever-expanding pages of local business collaboration. While the pair’s bond may only have started recently when Townsville Mini Loads decided to trial and buy Haulmark’s latest trailer offering, the backstory to this purchase can be traced back to the turn of the century when the Shaw family decided to expand its empire.
“PJ’s Excavations has been going since 1991, led by my parents, Peter and Shirley Shaw,” Townsville Mini Loads transport and admin manager Mark Shaw told OwnerDriver
“They purchased Townsville Mini Loads in 2004 and merged my grandfather John Shaw’s soil business, Shaw’s Sand and Soil, in with it at the same time due to him retiring.”
The Shaw family first forged a living in the region completing truck hire earthmoving jobs, with John’s involvement seeing the family legacy in Townsville date back to the ‘70s. When he retired and the Townsville Mini Loads business was bought, the family was spread across both sand/soil and earthmoving jobs.
Then, water restrictions in the north Queensland region saw the family having to turn its back on earthmoving and diversify.
“We branched away and kept our landscaping supply yard, allowing us to return to doing truck hire jobs to keep us going,” Mark says.
“We merged the business to suit what was happening at the time and saw an opening in the asphalt laying game. We decided to give it a go with tippers.”
While this change gave the family an initial boost, they all soon quickly realised that tippers and the like wasn’t to be its future. So, they pivoted again, this time turning to live bottom floor trailers.
“We went to live bottom floors as we predicted they’d be the thing of the future,” Mark says.
It paid off – Townsville Mini Loads now runs nine trucks in its fleet, with two working in the landscaping yard full time, with five live bottom floor trailers being part of the business. With around 15 staff too, the family business now caters to construction work, roadworks and many more mini load tasks.
In recent years, the Shaw family’s growth in the live bottom floor trailer market meant it was keeping an eye out on the latest models. Of course, this catered to Haulmark, with Mark acknowledging that the family knew the brand “has always made a good trailer”.
When Haulmark then established a Townsville branch to serve the north Queensland region, the stars aligned and the Shaw family inquired about trialling Haulmark’s latest live bottom floor model. It started yet another successful partnership between two Australian transport businesses.
“The relationship between us began when Haulmark moved into Townsville with a new branch,” Mark says.
“We looked at their trailer models and decided to take a risk and trial their new live bottom floor trailer. While they were new to the local market, we knew they had a reputation of building high-quality long-term trailers.”
After going to “have a look” at the new model, Townsville Mini Loads received a demonstration unit to enjoy. Mark says the trial phase was a hit, with the business deciding the new Haulmark model was “better than expected”.
“The staff feedback we received was that it was a very good unit and it was a little bit easier to get material out of when compared to other brands that we’d had and tried in the past,” Mark says.
“We decided to buy the model after first trying it out midway through 2023. Over those couple of weeks of trialling it, we sampled it in a variety of applications before borrowing it again in 2024 to assure ourselves that we were making the right choice.”
The business decided to sign up to receive a road train version so that Townsville Mini Loads could expand once again to complete double road train work, meaning it wasn’t just limited to single trailers. Haulmark national sales and marketing manager Mark Johnston says the new live bottom floor trailer has been a hit since its release due to the “definite market” that wants the product.
“This interest is off the back of some safety benefits that we’ve built into it, giving the model an efficiency
benefit when compared to an end or side tipper,” Mark told OwnerDriver
“If you’re needing to get into a very enclosed space to dump your product, one of the major benefits of this model is that it doesn’t go up in the air or sideways, so if you can reverse the truck right where you need it, then you get perfect and easy access.”
Mark says customer feedback from a variety of businesses, including Townsville Mini Loads, has highlighted the speed of unloading as a major benefit. With a variable speed belt allowing the pace of unloading to be tweaked as you go, Mark isn’t surprised that the north Queensland market is relishing these features as Haulmark expands into the region.
“With our Townsville branch now running, we’re servicing north Queensland, from the coast and all the way to Mt Isa and beyond,” he says.
“From a service and repair perspective, our Townsville facility is very good for operators. It joins our network of branches in Adelaide, Brisbane and Darwin that sit along key transport locations and corridors.
“It’s certainly been a huge benefit for the whole business, not just particular trailer models.”
Haulmark’s developing international relationship with Canadian based trailer manufacturer Gincor Werx has also helped the Australian brand develop its new models. With Gincor’s design legacy in the trailer game, Haulmark now has access to high-quality products.
“We’re not importing the whole trailer – our arrangement sees us receive the framework and fit out the entire trailer with all of the running gear,” Mark says.
“As far as we’re concerned, it’s a Haulmark trailer that’s Australian made, but we just don’t have to start from scratch.
“We were attracted to the Gincor partnership because they have a very similar philosophy to us in developing a live bottom floor trailer that really complements our existing business.”
These live bottom trailers that have impressed the likes of Townsville Mini Loads are available from all of its branches around the country, allowing Haulmark to enhance its reputation for providing a quality product.
It means Haulmark has another high-quality trailer model that can satisfy local businesses in the Townsville region. Much like its burgeoning partnership with Townsville Mini Loads and the Shaw family, Haulmark is excited to forge more relationships with transport companies that form the beating heart of Australia.
“I’m hoping that in future, when upgrading other models in our fleet, that we can get another model like this live bottom floor trailer from Haulmark,”
Mark Shaw says.
“There’s more changes coming from Haulmark in their trailer offerings and features as they continue to grow, so we’re interested to see what they come up with in the future.”
TOP: Townsville Mini Loads is loving its new Haulmark live bottom floor trailer
LEFT: The Townsville outfit first trialled the model in 2023 before deciding to buy one
MODEL MAN MARK
Sometimes you never know where a story is going to come from. Most of the time, I do the leg work and go hunting for articles and I often get leads passed to me on interesting people or cool trucks. Occasionally I stumble across a noteworthy opportunity by pure happenstance.
What you are reading here is not any of those – in fact this was never meant to be a story. What all of this started out as was me looking for a cool wedding present for my fiancée, but during the process of preparing my epic wedding present I discovered a whole community of amazingly talented truck fanatics with incredible skill and immeasurable patience. I am going to focus on the man that made my wife happier than me on our wedding day.
That could be interpreted wrong, I am going to focus on the man whose skills made my wife happiest on our wedding day. Nope, that doesn’t sound much better. I am going to focus on Mark Wikaira, the man who designed and
When searching for the perfect wedding present to give his soon-to-be wife, Warren Aitken came across Mark Wikaira and his eye-catching Drake Collectibles
constructed a one-of-a-kind Drake model for me to give to my beautiful fiancée on our wedding day.
My pathway to the young Kiwi dad’s Melbourne workshop began way back in the COVID era. Don’t worry, I won’t drag this out, I’ll stick to the cliff notes, but you do need to know a bit. When I met the amazing Michelle Williams, now Aitken, she was working in insurance. That role had little to do with trucks until she got a job with the country’s leading transport insurance specialist, NTI. Working for a company passionate about all things transport, and living with my overabundance of trucking fanaticism, it naturally started seeping into her life and, before you knew it, she’s shooting alongside me, joining me at shows and, most importantly, stealing my Drake model collection for her work desk.
Anyone who has purchased a Drake Collectible knows very well about the Pringles effect – ‘once you pop, you just can’t stop’. My lovely lady was no exception. Her NTI desk was becoming a Mecca for all things Drake. She even ended higher up on Bruce’s Christmas card list than I ever got.
Jump to March last year and Michelle was sympathetic enough to agree to my marriage proposal. It may have been the alcohol intake, but I held her to the yes. To lock
in my spot as number one hubby, I went and visited Bruce, Dianne and Mike down at Drake Collectibles to see if they had any really cool, hard to find models that would be great for a wedding day present.
Seeing as everything on the Drake Collectibles shelves classifies as really cool and often hard to find, it was a difficult choice, until Bruce showed me a special edition he had in the office – a custom modified Drake Collectible. This was an entirely new concept to me and opened me up to creating something really special for my beloved. Bruce put me in touch with another model maestro, Len Fletcher, who heard out my idea and he steered me towards Melbourne and the home of Mark Wikaira.
At this stage, this project still wasn’t registering as a story option. I was thinking about a couple of printed stickers on the side with our wedding date and, if possible, a picture of the two of us. Sure, it’s not fancy wedding jewellery, but I knew it would still win me brownie points. The idea of this becoming a story started to germinate when I had a phone call with Mark to discuss the project. He was bouncing around ideas that involved almost rebuilding a brand-new model. Spider rims, extra fuel tanks, recolour the chassis, different bull bars – the options he was throwing out was unbelievable. When I questioned him about how he did all these things and where he learnt it all, he quite simply said “I’ve just taught myself, with help from a whole heap of online model groups and other model makers”. When I asked if he works in the diecast industry, he informed me “nah mate, I work in railways signals as a supervisor, running projects, doing maintenance, that kind of thing”. Ok, now we have a story.
A railway worker who spends his time pulling apart
matching
sets are also in high demand from
clients; There are easier ways to design the detailed parts of Mark’s build, but easy isn’t Mark’s first choice. Even the spider wheels get broken down into multiply tiny parts, just to ensure they are accurate; While I didn’t have the time for the fullon modifications Mark is capable of, just the professional sign writing he applied is incredible
Opposite above: Who needs fancy flowers or perfume? You know you have the perfect woman when a one-of-a-kind Custom Drake model is her ultimate wedding gift. Mark’s design skills and attention to detail is evident everywhere on this diecast collectible
Opposite bottom: The smile rarely escapes Mark’s face when he is into a project. His love of trucks and building models has found a happy home in his Melbourne workshop
Images: Warren Aitken
From top: The SRV Kenworths with
B-double
Mark’s
already perfect diecast models and customising client specific single orders. with a 3D printer, a miniature spray-painting booth and the attention to detail required to assemble three-piece 1/50 scale spider rims and hubs. Yes, there must be a story there.
When I went and visited Mark, I was blown away by the level of dedication to what he attests is just a hobby. The Te Awamutu born Kiwi grew up around trucks and has always enjoyed making models.
“I get lots of offers for the trucks, some I do for people, others I just do because I love the trucks, like the SRV units.”
Collectible, he had all but used up the plastic kit options and Mark started looking at modifying a Drake collectible Kenworth.
“Everyone keeps saying to Drake, you should make this one, or make that one, but the money involved in doing different trucks means it’s not as easy as that for Bruce,” Mark says.
“So that’s why I decided to start doing small modifications, taking the stock models and turning them into custom ones. Bruce has been very supportive of guys like me that are able to customise them and start making our own parts, I’ve even done one for him.
“The second Drake I bought was a black 90h and I wanted to change it to three tanks rather than the two and box. So, I started investigating how to pull them apart – there are a heap of online group where you can learn all that stuff.
Opposite top to bottom: Mark’s first full project was this replica DRT K200, changing chassis and guards, as wll as a full respray and a custom trailer; Mark’s custom spray booth allows him to apply a professional spray to everything from the 3D parts to the sanded back Drakes themselves; Mark’s Kiwi affiliations shine through with some of his NZ modifications as well, like this JD Hickman
and matching B-double set
“As a kid I was always building the plastic model kits, I loved doing those,” he says.
“I did think I’d end up in a truck, but I shifted over here at 18 and ended up getting a trade with Queensland Rail.”
That job led to plenty of upskilling and enough work that the truck driving idea never eventuated. However the model building was still a huge part of Mark’s downtime.
“I think doing the trade work, the skills and patience that came with that transferred over to the model stuff,” he says.
By the time Mark’s wife bought him his first Drake
“Then I bought a 3D printer and taught myself Fusion 360 and creating my own CADs. I had thought it would be as easy as downloading the designs online, but it wasn’t –I had to do it all myself.”
Once he had some success designing and printing his own tanks and other parts, the world started to open up as far as ideas went. More tools were added to Mark’s workshop to ensure when he was making modifications they were as close to the Drake quality as you could get. In no time at all Mark was tackling full projects.
“I’d been doing small modifications and stickering, but
Top: It’s not just the Drake models in Mark’s collection – the stunning Iconic Series trucks have also supplied projects for the model maestro
Above: The magical manufacturing plant. I don’t understand how a 3D printer works, but it does
Legend
the first one I fully pulled apart and re-did was the DRT one, I designed all the decals from photos and had a guy in Brisbane print them,” he says.
“Now I can do my own. I also stripped the cab back and resprayed that in the DRT Blue. The Drake Fat Cabs are on a longer chassis with heavy haul diffs, so I had to mount the cab onto a highway chassis. I had to 3D print new guards as well.”
After that first one started to leak out online, requests for Mark’s services started to skyrocket. When photos come out of the SRV trucks that Mark created, B-double sets and all, he was getting plenty of requests.
“It has been difficult because they do take a while, especially as I am still working and have a family, but I love doing it,” he says.
“I get lots of offers for the trucks, some I do for people, others I just do because I love the trucks, like the SRV units.”
When he says it takes a while, he means the quality takes time.
“My printer is set at 0.2mm layers, just to avoid any lines, so it can take about four hours to print a fuel tank,” he admits.
It was amazing to look around Mark’s workshop, which resembled an old school toymaker’s lair, with a production line from tear down, to finishing school.
However, it isn’t just replicating on road rigs –Mark’s skills and attention to detail in creating ideas is also impressive. When I gave him what I thought was a simple request, he took it and ran, customising the truck with separate ‘laser cut’ wings down each side, Nikon on mine, along with the Kiwi flag and a signpost displaying the distance to my hometown. On the other side of the truck, the sleeper wings show Canon and it’s the Australian flag and signpost to Michelle’s hometown. The B-double set – well you can see for yourself how personalised he made the entire unit. It went above and beyond what I envisioned and with such skill and detail.
As a kid who would try and assemble my Italeri trucks in less time than it takes to read the instructions, I can’t help but admire the work of folks like Mark. My models rarely
ended up resembling the front cover images, yet guys like Mark are replicating some of the coolest gear on the road, down to the coloured spider hubs.
As I mentioned, this whole undertaking was not intended to give me a story to share. I was just happy to have an amazing woman who gets excited by a model truck on her wedding day. However, once I started to learn about the capabilities of model modifiers like Mark, and the passion and dedication they have for their craft, I just had to share.
And before you ask, yes, he is taking orders, but you’ll need to wait. I’ve got my list in already. Well, I should say, Michelle has her orders in.
truck technology
Load Logistics, which can be accessed at loadlogistics.com.au, is quietly establishing itself as a go-to platform for shippers and transport providers across Australia. Designed to connect businesses with verified carriers in just a few clicks, the platform is building strong momentum, and it’s only getting started.
In April, Load Logistics reached a key milestone, with over 70,000 kilometres of freight requested through the platform in a single month. This figure highlights the growing demand for flexible, technology-driven logistics solutions, particularly from regional operators and small to medium enterprises that form the foundation of Australia’s freight and transport sector.
While still a new player in the market, Load Logistics is seeing consistent growth and attracting new users every day. The majority of transport providers on the platform are small businesses: owner-drivers, rural operators and family-run freight companies. These are the businesses that keep Australia moving, and Load Logistics is helping them find and secure consistent work without relying on traditional intermediaries or brokerage systems.
GOING MOBILE
The platform is also resonating with shippers. Businesses from across the country log in regularly to post transport jobs, receive quotes and track job progress. According to Load Logistics data, most shippers return to the platform weekly, which is a strong indicator of value, usability and trust.
To further support its growing user base, Load Logistics recently launched a mobile application available for both Android and Apple devices. Since its release, the mobile application has seen steady adoption, with many users now relying on it to manage freight jobs, submit quotes and communicate.
One of the standout features of the mobile application is its streamlined onboarding process for carriers. New users can create an account for free and set up their business profile in just a few minutes.
What makes Load Logistics stand out is its focus on efficiency, transparency and fairness. The platform is built to reduce friction, speed up job matching and ensure clear communication between parties. Every carrier is screened and verified, giving shippers peace of mind when selecting a provider. Built-in tools handle quotes, messaging and payments all work together to streamline
what has traditionally been a manual and timeconsuming process.
Another key strength is Load Logistics’ support for small businesses, who make up the majority of users. Load Logistics gives them a level playing field through direct access to customers, fair competition and the ability to grow their operations sustainably.
As the platform continues to evolve, the Load Logistics team is focused on expanding its reach across Australia, improving core features and supporting the needs of both shippers and carriers. The goal is to build a nationwide logistics network that empowers small businesses, improves freight efficiency and keeps goods moving smoothly –regardless of distance or destination.
With strong early results, a growing user base and a clear focus on innovation, Load Logistics is poised to become a central hub for freight and transport across Australia. For shippers seeking a simpler way to move goods, and for carriers looking to grow their workload, now is the perfect time to join the platform.
Load Logistics is continuing to expand as a trusted freight platform in Australia WITH OVER 30 YEARS OF EXPERIENCE SUPPLYING TO THE HEAVY TRUCK AND BUS BULLBAR AND BUMPER BAR INDUSTRIES.
ACM can recommend a bumper or bullbar to suit your specific requirements. With a huge range on offer, we can match a product to your vehicle that will not only perform to the highest level but is backed by quality materials and manufacturing processes in the industry.
TOP:
TURNING CHALLENGES INTO OPPORTUNITIES
Recent changes to Australian tax laws makes running a small transport business difficult. This is where Chevron Equipment Finance steps in with creative problem solving and expert strategies
Running a business has a lot of different aspects that need constant attention.
Especially tax. It’s all a lot, and if it was easy, everyone would do it.
Nowadays, owner operators and business leaders need their finger on the pulse with any changes being implemented by the Australian Taxation Office (ATO) and various governing bodies that directly impact businesses. Throw in the ongoing challenging trading conditions that have occurred since the COVID pandemic and there’s plenty for operators to worry about.
With unpaid ATO debt in the small medium enterprise (SME) space now starting to grow at an “alarming rate”, Chevron Equipment Finance (CEF) partner and Queensland assistant finance manager Keith Clearihan says many businesses are doing their best to chip away at their outstanding ATO obligations. Despite this, there appears to be no end in sight.
“The unfortunate thing is the government is getting more aggressive in their efforts to recoup unpaid amounts from businesses with higher interest penalties and even defaulting a business on their company credit file,” Keith told OwnerDriver
“This results in the government disqualifying them from further lending to grow their business.”
He says the ATO is stepping up compliance measures, with stronger enforcement targeting underreporting, overclaimed deductions and poor separation of personal and business finances. From CEF’s perspective, businesses with outstanding debts should also be aware of the ATO’s renewed push to recover over $15 billion in historic debts, including those previously placed on hold.
As was first published on The Guardian last year, this tax office plan may involve withholding future refunds to settle old liabilities, impacting as many as 1.8 million individuals and entities in Australia.
“As we are aware, the ATO applies interest on any outstanding unpaid obligations and, from July 1, 2025, Australian SMEs will no longer be able to claim tax deductions on interest charges for overdue tax debts, such as the General Interest Charge (GIC) and Shortfall Interest Charge (SIC),” Keith says.
“This change increases the cost of carrying tax debt, making it more important for businesses to stay on top of their tax obligations.”
Another issue that arises is the big banks’ aversion to funding businesses with ATO debt. For many businesses, Keith says it can feel as though there is no light at the end of the tunnel and that they are forced into second tier lending and paying more than they need to.
“The good news is that there are options
available to help with a small shift in perspective,” he says.
“Many business owners don’t realise they can unlock equity in unencumbered assets like trucks and trailers within the business to solve this problem. By raising capital on the asset, you convert the locked up equity into cash to pay off the ATO debt.”
He says the big benefits of this are “the tax man is off your back” and a business’ ATO obligations are paid in full. On top of this, a secured loan isn’t condensed into one or two years with huge monthly payments, which is what the ATO prefers. Instead, a business’ secured loan is structured over a term more suitable to cashflow needs, meaning operators can once again become eligible for big bank funding.
In addition to this, Keith says due to it being an equipment finance loan, businesses can also use the interest paid as a tax deduction to further offset their tax liability for the year. All of these little boosts are part of CEF’s focus on transport businesses around Australia.
“We are experts in complex and challenging scenarios,” Keith says.
“If you currently have an ATO debt that needs to be addressed leading into the end of financial year, which is fast approaching, please reach out to the team for a chat about how we can help you save thousands of dollars.”
NRFA Kerryn Woods
Costly corner cuts
The
NRFA’s
Kerryn Woods talks about the need to properly train and show newcomers the ropes so that the industry is a safer and more productive place
For all of us involved in the transport industry, whether it be as an owner, driver, mechanic, yardie or an office worker in management, we have all seen someone cutting corners and have probably been complicit in the way it manifests itself in just about everything we as an industry try to achieve. We have all seen the results which sometimes are minor or even regarded as humorous.
Yes, it may get a few laughs or candid comments like “ya fool, what are you doing?” or “what are you thinking?”. It may even end up plastered all over some sort of social media when someone stuffs up and doesn’t get it quite right. However, sometimes it can be extremely dangerous or life threatening with high consequences for all involved and can be very spectacular when being brought to the attention of everyone and reported through mainstream media like A Current Affair or nightly news as a major issue or concern.
But why does it happen? To me, with a background in training and education, it is simple – it all comes down to the education and training of individuals. That includes all of us, no matter where we fit into the big scheme of things. If you have never seen good, or have not been shown what good is, or what the standards are, then you are only guessing and most likely it is caused by not being properly educated or trained in what is required to successfully complete the task.
I personally see it all the time, where a person is casually going about their allotted task, not realising that what they are doing could be done better, more safely or in a way that could reduce the risks of something going wrong with potentially severe consequences. A lot of the time, when picked up on, they say they didn’t know or had never been told.
It is not what we do, it is how we do it. The most important part of the statement is also knowing why we do it that way. It must be explained that there are probably easier ways to complete a task, however, the reasons why we don’t do it that way are ‘such and such’.
It is really like looking at a map or nowadays, Google Maps, and thinking that taking the shortest route will get someone to where they are going. You may find that the shortest distance has you going on minor roads with steep grades and sharp corners that are really not suitable for your vehicle. Maybe going a little longer route might be safer
and involve a lot less risk. I totally understand that the freight task is increasing exponentially and encouraging new staff or employees is a challenge with low margins and rising costs. I get that, but compromising safety by not allowing for or taking the time to properly train and educate an individual that you want to help you complete the task is really just false economy.
Unfortunately, the numbers stack up that having an individual doing a task that may have the basic credentials for the job doesn’t mean they’re automatically right for it. Even though it is still happening, the days of handing some new guy the keys and saying, “Melbourne is that way, why are you still here?” are not viable in any sense. When that same person manages to stuff something up and ends up costing us all money, time or wasted resources, ask yourself why? Using the ‘Five Why’s’ method or a root cause analysis will always bring it back to the safety, education and training of the individual, or more likely the lack of it. Don’t think that training just involves watching a video and answering a few randomly chosen multiple guess questions. Once again, anyone can just guess their way through this type of training. But do they really learn anything unless the time is taken to properly explain why the answer is correct?
When I am out on the road with a new driver, one of my favourite things is to take them to somewhere where we get the sign ‘trucks use low gear’. I ask them “what does that sign mean to you?” and get them to explain it. Honestly, I am sometimes quite shocked when a licenced heavy driver can’t explain what it means and has no idea of the requirement under the law. I then either continue to coax the
“Using the ‘Five Why’s’ method or a root cause analysis will always bring it back to the safety, education and training of the individual, or more likely the lack of it.”
Image: Rafael Ben-Ari/stock.adobe.com
correct answer out of them or explain in detail what using the appropriate gear actually means and get them to practice it. I also get them to explain the repercussions of not doing the right thing and the likely consequences, both physical if there is a loss of control caused by excessive speed, which could be caused by lack of brakes, caused by overheating, or just the monetary cost if they’re caught by an officer who is generally a local in the area and knows the law.
Most of the time I get a thanks and told that nobody has ever explained it to them. That’s correct, because it isn’t mentioned or tested when obtaining their heavy vehicle licence. Education, safety and training are the keys to a lot of the problems experienced in our industry. Don’t get fooled into the false economy!
KERRYN WOODS J.P. is a Board Member of the National Road Freighters Association
EYES ON THE ROAD Rod Hannifey
Protecting truckies
Rod Hannifey has a question for all Australian truck drivers – how do you view yourself and what you do for a living?
Goodaye all. How do you see yourself? In conversations over the years, I have had many drivers refer to themselves as “just” a truck driver. I have always replied, don’t ever say “just” a truckie. We are castigated and blamed for every crash we are involved in and yes, with carnage on the road and the immediate reporting available to all now, no one really knows the cause of any event until well after it is all cleared up.
We know the stats, the media however too often happily go down the “trucks are overrepresented in crashes” path and yes, if you only look at the number of vehicles, that is correct, but is it a true representation of the facts? We know the media would not let that get in the way of a better and more sensational story.
I truly believe we are not recognised for the lives we save simply by driving to the conditions and maybe more than should be the case. We also do well in expecting some idiot motorist to do something stupid in front of or around us and being ready, or anticipating such events and acting accordingly to mitigate or prevent yet another crash. They have probably never been taught to share the road with trucks unless they have family in the industry, or they may simply not be focused on the traffic around them.
Yes we have stupid truckies too – none of us are perfect – but I keep saying I don’t know a single driver who goes to work to get involved in a crash. We simply want to get home to a family that we don’t see enough of. In any other area, if you had stats that suggests around 80 per cent of a problem was due to a lack of education or awareness, then you would act to change and improve that, wouldn’t you?
With our rising road toll, what have the government done to educate the average motorist to share the road with more and bigger trucks? Not much or, in truth, bugger all. I did write to all states and complain there was only one question in a hundred about trucks and some then made a big improvement and took it to two! Wow, that will help! I will give credit to the NHVR – they are trying – but is it too little too late and is it enough?
If you see yourself as “just” a truck driver, how will others see us? I have been involved with nearly all industry associations over the years and more
so and to a much greater extent with the NRFA for over 10 years now. A few years ago, with the approval of the then president Tony Hopkins, I tried a new group with little cost and no effort, no requirement to be involved to really take part.
We tried the “TRUCKTHAT Australia Drivers Club” and a few joined, but not enough. Tony had agreed that even after nearly 10 years, the NRFA did not have enough members.
It is said there are over 200,000 licensed truckies in Australia and yet, we have a shortage. Most say it is due to many things – fines, scrutiny, more and more cameras, untrained and or unskilled new drivers on the road and car drivers risking our lives every day, yet we still too often get the blame. Of those 200,000, I imagine less than five per cent are involved in any of the associations and that means they all struggle to be heard at a government level.
ROD HANNIFEY, a transport safety advocate, has been involved in raising the profile of the industry, conducting highway truck audits, the Blue Reflector Trial for informal parking bays on the Newell, the ‘Truckies on Road Code’, the national 1800 number for road repairs proposal, and the Better Roadside Rest Areas Group. Rod is the current president of the NRFA. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au
In the past week alone, four car drivers have overtaken me when they could not possibly see and risked not just their lives and that of their passengers, but mine as well. Yet in the press, it would have been deemed a truck crash.
So how do we get all those truck drivers to do more to recognise that how they are seen and how they behave on the road affects us all? If we can’t get them to join an association (and I have asked you all to consider it enough times) then either we simply let them live on saying the industry is shit, not like it used to be and so on, or we find a way to see them better recognised and to see themselves as a highly skilled driver who deals with so many different factors, loads and conditions. For them to see themselves as more than “just” a truckie. How do we change this? I would welcome your thoughts.
I will conclude on the cost of the new inspection station on the Golden Highway which will be covered in more detail elsewhere in this edition. If you can see or justify $11.9 million there, can you please explain it to me? No wonder we can’t get the roads fixed – the last bit from Mudgee to there is abysmal. That money could have been spent to improve that road and maybe save some lives, instead of in the middle of nowhere, where it gives them the chance to ping us for a broken shockies or such caused by the road you just travelled on to get there.
We need inspection stations and it would be nice to be able to check weigh there and again – credit to the NHVR for listening and making two sites available for a trial. I will follow them up now to see how that has gone. But $12 million! I wish I got paid like that for so little. Safe Travelling, Rod Hannifey.
“So how do we get all those truck drivers to do more to recognise that how they are seen and how they behave on the road affects us all?”
HIGHWAY ADVOCATES Rodney Boyd & Robert
Bell
National standards
In early May he became the first Australian Prime Minister to win two consecutive elections in nearly two decades. But did you know Anthony Albanese also played a key role in forming the HVNL?
With the 2025 federal election delivering a landslide victory to the Anthony Albanese-led Labor Party, it is perhaps pertinent to examine another Albanese achievement from years ago. Albanese held the federal infrastructure and transport portfolio under the leadership of Julia Gillard from September 2007 through to September 2013.
It meant he was the architect of the Heavy Vehicle National Law (HVNL) as we know it today.
In a press release dated July 31, 2012, Albanese, along with the Queensland transport and main roads minister Scott Emerson, proudly announced that the passage of the Bill in the single-chamber Queensland parliament would establish the National Heavy Vehicle Regulator (NHVR) in Brisbane and allow for the appointment of the five-member board and the CEO.
“This important reform replaces the confusing array of eight separate regulators and nine pieces of state, territory and Commonwealth legislation with a national regulator and a single national law,” he said.
“Complying with multiple jurisdictions when travelling from one state to the next will become a thing of the past under the new regulator.”
Queensland transport and main roads minister Scott Emerson said the NHVR would improve productivity for the heavy vehicle industry.
“The regulations will make it easier for business to operate as there will be a one-stop shop for registration
renewals, logbook queries, access permits and a host of other services,” he said.
They also claimed the NHVR would support growth in the transport sector, projecting up to $30 billion in national benefits over 20 years, and $1.5 billion in local economic benefits for Queensland, with the added promise of more jobs.
THE SITUATION TODAY
Some of what they claimed now seems a little ambitious. A “one-stop shop for registration renewals”? Not quite. Registration and licensing remain firmly entrenched in state-based systems. Yet, some states – notably NSW and Victoria – have extended the regulator’s powers beyond what was originally intended, even including registration and licensing offences. And those economic benefits? That might leave many scratching their heads.
One striking example is the Heavy Vehicle Safety Station (HVSS) on the Golden Highway, 5.5 km east of Ballimore in western NSW. Originally budgeted at $7 million, the project blew out to almost $12 million.
For what, you might ask? A single
demountable building, a single axle weighbridge and some lighting. Someone benefited – that’s for sure.
LEGAL MACHINERY
We’ve all heard about NTC reviews and HVNL 2.0, but how many truly understand how the HVNL works?
Here’s the reality: the federal government doesn’t have jurisdiction over road transport under the Commonwealth Constitution –it’s a state-based issue. The NTC (National Transport Commission) is a Commonwealth entity, but it doesn’t have legislative power. So how does it work?
• The NTC drafts the model legislation.
• Queensland’s unicameral parliament enacts it.
• Other states and territories then apply or adopt it, sometimes with amendments.
It’s an elegant workaround for a constitutional limitation – but it also means around 50 per cent of Australia’s landmass doesn’t apply the HVNL. Albanese got it right this election, but was he effective back in 2012?
Despite all the grand statements and policy papers, the reality is that drivers and operators are left struggling with complex legislation, heavy-handed enforcement and harsh penalties for often minor or accidental breaches.
But there is a beacon of hope. Founded in 2021 and based in Goulburn, NSW, just down the road from Marulan HVSS, Highway Advocates has been achieving unheralded results in courts across Australia.
Our legal team has secured thousands of successful outcomes, defending clients charged under the HVNL in every participating jurisdiction.
Our recent outcomes in the Goulburn Local Court include two false and misleading entries charges being dismissed without conviction and seven critical risk fatigue
“Complying with multiple jurisdictions when travelling from one state to the next will become a thing of the past under the new regulator.”
offences also being dismissed without conviction.
Multiple fatigue breaches, ranging from minor to substantial and severe, were also all dismissed without conviction. Down south in Albury, eight critical risk and four severe risk cases were dismissed without conviction.
With massive fines, demerit points and even licence disqualification on the line, you need experienced legal support.
Call 0488 01 01 01 today or email at info@highwayadvocates.com.au. We keep you on the road, where you belong.
KEEPING TRUCKIES HEALTHY - Healthy Heads
Sharing better choices
Healthy Heads is continuing to develop its information offerings that allow truck drivers to make healthier food choices from behind the wheel
Following the release of targeted nutrition resources for people working in transport, warehousing and logistics by Healthy Heads in Trucks & Sheds (Healthy Heads) late last year, promotional materials have now been developed to help promote the information packages, posters, infographics, recipes and social media tiles created in collaboration with the National Nutrition Foundation. These materials include copy designed for easy sharing online, helping to educate, raise awareness and inspire everyone in the industry – including colleagues, mates and even family – to make healthier food and drink choices.
These resources are especially valuable for truck drivers and warehouse team members, who are no strangers to long hours, varying shifts and hard work, which can make it tempting to eat and drink whatever is quickest to grab – like a pie, some chips or a sugary snack. One important message in our nutrition program and promotional resources is that grabbing a ready-made sandwich or wrap with lean meats and salad from the servo fridge is not only healthier, but just as easy. This is an important message to share because not only will it remind you and your workmates to grab healthier food choices even when you are on the go, but healthier choices also help everyone stay energised, alert, safe and performing at their best.
The promotional resources and social media assets aren’t just about swapping fatty foods and sugary treats for healthier alternatives. Some of the key lessons you’ll learn from these resources are the things you can do to create a tea room that supports healthy eating, how
to read food labels to ensure you are actually making a healthier choice and tips for reaching your hydration goals which can help fight fatigue on the road. Even better, the social media tiles and the copy provided break the information down into bite-sized, easy-to-understand pieces of advice that you can follow the next time you’re looking at a fridge, freezer or shelf. Then, if you want more information, readers can simply click the link in the copy, which directs you to a more in-depth poster.
Don’t forget that Healthy Heads also has a bunch of other great nutrition resources. One of these is the bp Healthier Choices Menu, which you’ll
ABOVE: Healthy Heads wants drivers to make the best food choices possible
BELOW: Choosing vegetables or healthy snacks can make a massive difference in overall wellbeing
find at 32 bp sites. It’s perfect for truck drivers on the go, offering freshly cooked meals 24/7, all rated green based on the Victorian government’s Healthy Choices food guide. And the best part? If you’re using the Healthy Heads app, you’ll get an instant $5 discount on selected items from the menu. So, next time you pull into a participating bp truck stop, why not grab a healthier choice instead?
Our Nutrition in Sheds pilot program is designed to bring healthy food options into sheds and warehouses, ensuring that wherever you work, you have access to meals that fuel both your body and mind throughout the day. Additionally, we’re collaborating with Be Fit Food, offering a discount code following the results of an eye-opening trial, which showed that access to pre prepared, dietitian-designed meals can help truck drivers and warehouse team members lose weight as well as improve their health and quality of life. These meals and snacks are simple to pre-order, can be delivered to home and taken on the road or packed for easy healthy meals at work.
The reason for this focus on nutrition in the sector is that Healthy Heads is all about supporting people to make better, healthier food choices for themselves and their businesses. The link between food and mood is clear – good physical health, of which nutrition is key, is critical to good mental health. That’s why we partner with the National Nutrition Foundation, bp, and Be Fit Food, who all care about making a difference when it comes to the food and drink that people in the industry have access to and consume. We want everyone in the sector to feel good, both physically and mentally, which is why we ask that you share these resources with your friends, family and workmates. When you’re on the road, it’s easy to feel disconnected, but by promoting our resources on social media, you’ll not only connect with your mates, but also help drive positive change in the industry.
To access our social tiles, accompanying copy and other nutritional resources, head to the ‘Nutrition Resources’ section on the Healthy Heads website.
Healthy Heads in Trucks & Sheds is dedicated to improving mental health and physical wellbeing in Australia’s road transport, warehousing and logistics sectors.
truck sales
RETURNING TO THE NORM
Australia’s truck sales numbers continue to cool after a rampant two years, with April’s figures showing a steady market returning to normal
The Truck Industry Council’s (TIC) T-Mark truck sales data has landed for April, with the Australian market recording more than 3,000 units sold yet again. While the final total of 3,416 heavy vehicle sales in April didn’t reach the heights of March (4,125 sales) and April last year (4,043), it still signals a steady stream despite the market cooling.
Total trucks
A total of 3,416 sales were made in all truck segments in March, with Isuzu continuing to be a clear leader in Australia’s truck sector. While it fell narrowly short of four figures this month, finishing on 992 sales, it still sits nearly three times more than the next best brand in Hino (340). Kenworth’s heavy vehicle dominance has paid off as it sits in third with 271 sales, while Fuso sits not far behind with 242. Volvo wraps up the top five with 184 sales, leaving the likes of IVECO (88), Scania (70) and Mercedes-Benz (69) in its wake. The usual assortment of brands remained consistent in April, including Fiat (59), Mack (53), DAF (47), Renault (41) and UD Trucks (40).
Heavy duty
The heavy duty truck sales sector saw 1,110 units sold in April, down roughly 200 from March’s numbers. Kenworth continued to be the leader in the heavy market, recording 271 sales for the month (down from 302 in March). The constant jostling between Volvo and Isuzu for second place finally settled into a more consistent rhythm as Isuzu confirmed its current spot as number two for a second straight month with 208 April sales, while Volvo rounded out the top three with 183 units sold for the month. A clear gap was filled by Hino with the 70 sales, narrowly beating Hino (69), with Mercedes-Benz (56), Fuso (54) and Mack (53) all surpassing the half century.
Medium duty
An even 600 medium duty sales were recorded in April, giving the sector 2,264 sales for the year to date. Isuzu extended its dominance in the market, securing 297 sales for the month. Hino remained consistent in second with the 213 sales, meaning it sits well clear of the third placed Fuso (65). From there, dribs and drabs came through, with Hyundai (10) being the only other brand to record double figure sales. MAN (five), UD Trucks (four) and IVECO (three) all stayed ahead of a trio consisting of Mercedes-Benz, Volvo and DAF, who all recorded the solitary sale.
Light duty
The light duty market dropped in April, with 872 sales recorded for the month. It was down from March’s 1,177 sales, and means the year to date sales figure is an even 3,800. Isuzu was once again the clear leader, but its own numbers have dropped from March, with 487 April sales recorded following its
March number of 579. Fuso was once again second, this time with the 123 sales, while IVECO rounded out the top three despite halving its numbers from March as it dropped to 61 sales in April. Fiat (59) and Hino (58) were hot on IVECO’s heels, while Renault (41) stayed ahead of the final pack that included Hyundai (13) and Mercedes-Benz (12).
Vans
The van market recorded 834 sales in April, slightly down from its March efforts of 962. Mercedes-Benz confirmed its status at the top with 318 sales for the month, with LDV slotting into second with 156. Renault (129) narrowly beat Ford (125) to claim third, while Fiat (53), IVECO (30), Volkswagen (21) and Peugeot (two) wrapped up the small market for April.
Despite the drop, Isuzu is still comfortably ahead in the total truck sales market
Image: Isuzu Australia
THE LEGAL VIEW Sarah Marinovic
How to save your licence
Sarah Marinovic discusses how truck drivers can respond if they’ve been caught by changed traffic conditions or a new camera
At least a few times a year
I receive a panicked call from a truck driver who’s been caught out by changed traffic conditions or a new camera. They receive multiple penalty notices arriving in the mail within a couple of days. Quickly the points add up, and even drivers with otherwise exemplary records can find themselves out of demerit points and facing a suspension.
I’ve seen an increase in this lately around Sydney with additional cameras installed to enforce the minimum distance between trucks in Safe-t-Cam zones, the seatbelt cameras and several new speed cameras combined with lowered speed limits in some sections of the Sydney tunnels.
The frustrating thing with this situation is that the delay between the offences and the fines arriving means the driver doesn’t have a chance to correct their behaviour. All
of the offences have happened before the first notice arrives.
If you find yourself in this situation, there are still options to save your licence. Below are the main options to address this situation if you’re in NSW.
Firstly, you can request a review through Revenue NSW. If you meet their criteria, Revenue NSW may agree to issue a caution. Revenue NSW does have strict guidelines that they follow when deciding whether to issue a caution. You can read these on their website to help decide if this is a good option in your case. Given it is a low risk option, it’s often a good starting point.
If Revenue NSW won’t withdraw the fines, your next option is to take the fines to court. If you agree that you committed the offences, you can still plead guilty and request leniency. The magistrate will give you the opportunity to explain the situation. They’ll consider a range of factors including your previous
SARAH MARINOVIC is a principal solicitor at Ainsley Law – a firm dedicated to traffic and heavy vehicle law. She has focused on this expertise for over a decade, having started her career prosecuting for the RMS, and then using that experience as a defence lawyer helping professional drivers and truck owners. For more information email Sarah at sarah@ainsleylaw. com.au or phone 0416 224 601
driving record and the circumstances around the offences.
Many magistrates are sympathetic to this situation where multiple fines have arrived before the person has a chance to correct the situation. In these circumstances, they will sometimes agree not to record a conviction for some of the offences, meaning the driver doesn’t receive a fine or demerit points for those offences. This can be one way of still paying a fine in recognition of having broken the road rules, but still keeping you under your demerit point limit.
It’s really important to speak to a lawyer before you take your case to court. There are some risks of taking a traffic fine to court, including receiving a criminal conviction, an increased fine, court costs and losing your driver’s licence. The chances of winning the case also vary depending on your personal circumstances and which courthouse the case will be heard. It’s important to understand your chances and the pros and cons before making your decision.
Finally, if you’re ultimately not able to avoid the demerit points, you may still have options to avoid the suspension. In NSW, professional drivers with unrestricted driver’s licences can be eligible for an extra demerit point. Unrestricted licence holders will also usually be offered the option to go on a ‘good behaviour licence’ for 12 months instead of serving the suspension. These can be good back up options to keep you on the road.
As always, keep in mind that this is general information about options. It’s important to get legal advice tailored to your situation. If you do find yourself with multiple fines, our team at Ainsley Law are always happy to help you understand your options.
“There are some risks of taking a traffic fine to court, including receiving a criminal conviction, an increased fine, court costs and losing your driver’s licence.”
WHAT’S ON upcoming events
ALEXANDRA TRUCK SHOW
June 7-8, 2025
The Alexandra Truck Show is back on the King’s Birthday weekend in June this year, with a Sunday Show ‘n’ Shine on the town’s main street, as well as live music, a Victorian woodchop tournament, exhibitions, trade displays, kids’ amusements and a raffle. Come down on Saturday for the local markets, a convoy and truck drivers’ memorial.
LRTASA STATE CONFERENCE
June 13-14, 2025
The Livestock & Rural Transport Association of SA (LRTASA) is set to run its annual conference in June, with a conference, exhibition, goal event, Friday night deal and Saturday night annual gala dinner and auction all part of the fun in Adelaide.
GOLD COAST TRUCK SHOW
June 27, 2025
There will be
CASINO TRUCK SHOW
August 2, 2025
This year’s Casino Truck Show will be bigger and better than ever, with tens of thousands of people and
August 8-9,
To
August
August
NO BULL
TIME TO RUG UP
Unless you’re one of the lucky ones still soaking up the sun in Queensland, the territories or WA, the rest of us are inching closer to what can only be described as miserable weather. With rain pelting down in Victoria, and snow nudging closer, it’s time to whip out the firewood, bed socks and get to cosying up.
There’s no better way to deal with winter than with a good book. Give some of these truck-centred reads a try:
“The Long Haul: A Trucker’s Life” by Steve O’Donnell
A memoir from an Australian
trucker, offering a personal and humorous look into the life of long-haul trucking in Australia.
“Truckers: The Story of Australian Trucking” by David M. Wilkins
A comprehensive history of Australian trucking, detailing how the industry developed, the people who shaped it and its impact on Australian culture.
“Australia’s Trucking History” by Bob Hawke
A book that traces the roots of Australian trucking, detailing key figures, milestones and the stories behind iconic vehicles and transport companies that shaped the industry.
“King of the Road: The Truck Drivers’ Stories” by Peter R. D. Hayes
This book focuses on the personal stories of truck drivers, shedding light on the challenges and rewards of life on the road.
DIME DISASTER
It was raining dimes in Alvord, Texas at the end of April after an 18-wheeler flipped over on State Highway 287, spilling 800,000 dimes (approximately AUD $123,861) across the road. With the road looking like a busted piggy bank, crews were faced with a 14-hour
retrieval operation involving vacuums, shovels and even sewage trucks. Naturally, the incident drew jokes on social media, with people speculating whether this was a failed bank robbery by someone with a deep love of laundromats.
ON THE RUN
In the most adorable survival saga of the year, Valerie, the miniature
dachshund who vanished on Kangaroo Island in 2023, has finally been reunited with her family after a whopping 529 days. Escaping during a family holiday, Valerie went full bush dog, dodging dingoes and dining on who-knows-what. Rescuers finally lured her in using remote cameras, traps and a t-shirt that smelled like her owner.
FOR THE OWNER-DRIVER Frank Black
Keep the lone truckie
Frank Black responds to the federal election results and what it means for the thousands of ownerdrivers around the nation
There was a time not so long ago when the image of the Aussie long-haul truckie was iconic.
A single cab, a sleeping bag behind the seat and a well-worn route stretching from Sydney to Perth. He (or she) was their own boss, moving freight and fuelling the country’s economy with nothing but a diesel engine, a strong back and sheer grit.
But let’s not romanticise it too much –it was bloody hard work. Even with the improvement in roads and equipment, it’s getting harder – not because of the work itself, but due to the economic conditions drivers are put under by those at the top.
Today, single long-distance ownerdrivers in Australia are staring down the barrel of an uncertain future. Skyrocketing fuel prices, razor-thin margins and mounting regulatory pressures have turned an already tough gig into something bordering on impossible. If you add to that the squeeze from large corporations at the top of the supply chain with massive power and automated systems, you cannot help but feel that we have the makings of extinction, not just of a job, but of a whole way of life.
The owner-driver was once a symbol of independence, but independence doesn’t pay the bills when big corporations, who are the economic client at the top, can cut rates and demand 24/7 service. With increasing competition and an at times cut-throat industry, clients are constantly looking to trim costs where they can, meaning rushing from depot to depot, poorly maintained trucks and ownerdrivers constantly under pressure. To add to that, when we also have logistics companies with a rotating cast of poorly trained and underpaid salaried drivers who are willing to accommodate unscrupulous clients, the future looks pretty bleak. While a single ownerdriver has to rest, bringing their whole operation to a halt, a logistics company’s schedule never sleeps.
Then there’s technology. Telematics, fatigue monitoring systems and GPS tracking which are supposedly there to make us safer have added layers of surveillance and paperwork that burden the little guy far more than the big firms. The irony of this is those who feel micromanaged and burnt out the most are the drivers with the most experience and the safest records. They feel overburdened by the threat of the
big stick – massive fines dealt out by overzealous law enforcement.
Yet ask any small freight customer, rural farmer, niche manufacturer or outback supplier who they trust most, and they will say the same thing: “give me the operator with their name on the truck.” There’s pride in their work, there’s accountability, and there’s a hell of a lot of skill that doesn’t show up on spreadsheets.
So what’s the road ahead? If Australia wants to keep us independent ownerdrivers on the road, something has to give. Fairer freight rates, tax breaks on fuel for truck operators and simplified compliance processes aren’t luxuries, they’re lifelines. Without these, we risk handing over the freight industry entirely to mega-fleets and AI dispatchers. Efficient? Not until something goes wrong and you’re having a conversation with a machine trying to sort it out!
We should be asking ourselves what kind of transport industry we want. One that’s driven by profit algorithms, or one where real people with skin in the game still have a shot?
The lone truck operator might not be the industry’s poster-child, but we’re still a vital part of the transport industry and are more than just a nostalgic nod to the past. We deserve a fair go.
At least the issues caused by economic
clients putting pressures throughout the supply chains are being addressed at a wider political level. Owner-drivers and gig workers are at the forefront of the road transport industry reforms introduced by the newly elected Labor government. With new legislation aiming to enhance protections and standards, it’s crucial to understand what these changes mean for each sector, especially owner operators, and to clearly define who is classified as an owner-driver.
With a new Road Transport section of the Fair Work Commission dedicated to making trucking fairer for drivers and fairer payment terms for shorterhaul owner-drivers, Labor’s Closing Loopholes legislation marks a significant shift towards prioritising the rights and protections of owner-drivers in Australia. By implementing comprehensive reforms at both federal and state levels, the powers that be are aiming to create a more equitable and secure environment for truck drivers.
As with any legislative changes, as freight industry adapts to these changes, ongoing dialogue between stakeholders will be crucial to address challenges and ensure the continued success of Australia’s road transport sector. However, at least the government is doing something to address the issues caused by economic clients putting the squeeze on drivers. We do still have to contend with the steady creep of our technology into our lives, taking away the human element of our work and leaving us open to needless micromanagement, but this is another hurdle to address into the future.
With such a comprehensive election victory, Labor has a mandate to continue to follow through with their efforts to make road transport fairer and safer. I am optimistic that with the re-election of a Labor government that has been so supportive of owner-drivers and truck drivers, that the challenges we are presented with can be addressed and the sustainability of the owner-driver industry can be maintained now and into the future.
“With such a comprehensive election victory, Labor has a mandate to continue to follow through with their efforts to make road transport fairer and safer.”
FRANK BLACK has been a long distance ownerdriver for more than 30 years. He is a former long-term owner-driver representative on the ATA Council.
“Australian Truck Radio is my ‘go to’ when I’m on the road. The music is on point, and I never get bored!”
