NOVEMBER 2026 #406
DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL
OWNERDRIVER.COM.AU
SALT OF THE EARTH
Todd’s Transport’s dedication Page 18
MAGIC MOMENT
Queensland’s Mack Muster Page 42
KEEP IT KENWORTH
Macheda Transport’s legacy Page 48
TASTE OF AMERICA ANA Asphalt debuts Kenworth with US show truck vibe
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Contents #406
NOVEMBER 2026 18 SALT OF THE EARTH
Pinning down Todd Simpson of Todd’s Transport isn’t easy, with the operator constantly growing the business through a blend of hard work and dedication to customer service
20 A KLASSIC WITH A TWIST
While Warren Aitken is no novice at wandering the expanses of the Clarendon Showgrounds for the annual Kenworth Klassic, this year he introduced a first timer to the fields
24 CATCHING THE TRUCKING BUG
Glenn Sterle’s entire life has been dedicated to being behind the wheel. After receiving a major industry accolade in September, the owner-driver turned transportfocused politician chats to OwnerDriver about his life in the industry
28 BORN FOR THE USA
A combination of ingenuity and efforts from Lean Specialised Trucks and Tefol Transport Repairs has resulted in a unique Aussie truck straight out of the American show truck world. Warren Aitken headed to ANA Asphalt to check out this stunning purple beauty
38 FACING THE FUTURE
The broader supply chain and freight industry descended on Melbourne in September for a jampacked 2026 edition of MegaTrans
42 MAGIC MUSTER
As a self-labelled Mack devotee, Warren Aitken was among the hordes of people to descend on Archer Falls Airfield for the inaugural Queensland Mack Muster
48 KEEPING IT KENWORTH
As a third-generation family business based in Cobram, Macheda Transport has had a love affair with Kenworth spanning more than 50 years. It’s now expanding this with the delivery of the iconic brand’s latest technology
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Image: Macheda Transport
46 BUILDING THE FUTURE
For nearly 30 years, CNC Cartage has steadily grown into Brisbane’s leading crane truck hire company. A key pillar of this evolution has been the operator’s ongoing affiliation with a major truck brand
07 4693 1088 www.mooretrailers.com.au Find us on Facebook and Instagram
4 NOVEMBER 2026
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EDITORIAL
Editor Sean Mortell E-mail Sean.Mortell@primecreative.com.au Phone 0468 577 166 Contributors Warren Aitken, Frank Black, Warren Clark, Rod Hannifey, Simon Smith Cartoonist John Allison
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Owner Driver is published by Prime Creative Media 379 Docklands Drive, Docklands Melbourne VIC 3008 Telephone: (+61) 03 9690 8766 www.primecreative.com.au ISSN 1321-6279 OwnerDriver magazine is owned by Prime Creative Media. All material in OwnerDriver is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. Opinions expressed in OwnerDriver are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.
BEHIND THE WHEEL Sean Mortell
Christmas under threat One transport association has raised the alarm as ongoing fuel price rises threaten Australia’s summer holiday period
T
here’s nothing quite like Christmas morning. The excitement in the air as children arise early from restless sleeps and race to the tree. The ripping of wrapping paper, the laughter of delight. Bleary-eyed breakfasts and quickly cleaning, finishing the preparations of mountains of food before family arrive for a day of chatting, clinking glasses and constant noise. For many Australians, Christmas is a lot of hard work, but it’s also a highlight. A time to unwind from ongoing stress and pressure. However, this Christmas threatens to be a bit different. Rising fuel costs and the strain on transport operators is creating an issue arriving very quickly, according to the National Road Transport Association. “Christmas is expensive already, but higher freight costs will find their way onto the price tag,” NatRoad CEO Warren Clark says. This threat of higher freight costs leading to an inf lated Christmas experience, and one laden with more stress on the fortunate few truckies who can take a day off to spend with the family, is an issue high on the transport industry’s agenda. Clark says the federal government made a smart choice to act when fuel prices threatened Australian businesses and households in April. “We know dropping the Road User Charge had a positive impact right across the economy. Canberra can’t control what’s happening in the Middle East, but it can control the tax it adds on top,” he says. “We’re asking the Albanese government to come to the party this Christmas and take the Road User Charge back to zero until the end of January while these extraordinary conditions continue.” He says road freight operators are already being squeezed by escalating diesel prices, with small and family-owned businesses particularly vulnerable. “We are heading into one of the busiest freight periods of the year at exactly the same time families are starting to travel more and household budgets are under enormous pressure,” he says.
“This isn’t just a trucking problem. It’s a costof-living problem.” From afar, it seems like a no-brainer to once again shed the Road User Charge and make a vulnerable time of the year easier for transport operators to navigate. This is only heightened when one takes into account the constant stresses that have been placed on these people and businesses over the entirety of 2026. We can only hope common sense prevails and truckies get some sense of small relief before a Christmas of stress descends on the sector. Instead of focusing solely on the negatives, this November edition of OwnerDriver looks to deviate and celebrate the many positives still occurring in the industry. A clear example arose in September when trucking-focused politician and well-known industry representative Glenn Sterle was awarded a prestigious achievement award at the Australian Freight Industry Awards. We caught up with him while he was in the chambers of Parliament to talk through his life from owner-driver to industry advocate. Head to page 24 to learn more about his intriguing tale. Warren Aitken brings all the coverage from the latest truck shows, including the Kenworth Klassic (page 20) and the Mack Muster (page 42). While he was out and about, he also found an incredible purple tinged truck with a fascinating story behind it for his latest Truck of the Month from page 28. We break down the latest truck news, including DAF’s New Generation truck range release on page 10, and recap what was an exciting few days in Melbourne at supply chain and freight event MegaTrans (page 38). All of this is surrounded by the usual feature stories from across Australia’s truck industry and our array of columnists. We hope you enjoy the read and relief is soon on the way.
“We’re asking the Albanese government to come to the party this Christmas and take the Road User Charge back to zero until the end of January while these extraordinary conditions continue.” 6 NOVEMBER 2026
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The Goods
NEWS FROM THE HIGHWAY AND BEYOND
What’s new on the roads Road works are in full swing across the nation as key projects are being announced and are on the move, especially along the eastern seaboard
NSW UNVEILS STONEY CREEK ROAD CORRIDOR PLAN The New South Wales government has started delivering on an election promise to remove trucks from the Stoney Creek Road corridor, with a new scheme underway to get up to 1,900 trucks each day off suburban roads and onto the M5 East and M8 motorways. In a move similar to the state’s NorthConnex program, heavy vehicles will be mandated to use the motorway network for through journeys rather than local roads, with cameras being installed along the corridor and fines of $241 in place for truckies. The new measures will be delivered alongside an assistance package for heavy vehicle operators that supports smaller operators and encourages more off-peak freight movements, including reducing the cost of tolls for trucks to the same toll as a car pays where they use the road overnight. “This plan will get up to 1,900 trucks a day off local streets and back onto the motorways built to carry them,” NSW Premier Chris Minns says. “We also know many freight operators are small businesses, so we’re providing targeted toll relief to help them make the switch. “This is part of the bigger job we’re doing on tolls – bringing prices down where we can and making the motorway network work better for the people who use it.” From February 2027, restrictions will commence on vehicles longer than 20 metres preventing them from using the Stoney Creek Road corridor with no valid exemption. The second stage, later in 2027, will see trucks and buses over 12.5 metres mandated to use the motorway network instead. Like the Pennant Hills Road scheme, there will be a grace period before penalties are enforced in the second half of 2027. Exemptions will be granted for local deliveries, recreational vehicles (caravans, boats, horse trailers),
8 NOVEMBER 2026
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Image: Queensland Transport and Main Roads
Key infrastructure and road work is at an all-time high across Australia ahead of the busy summer period, with a plan unveiled in NSW to remove 1,900 trucks each day from an important suburban road corridor. The Queensland government has delivered the first three kilometre section of an ongoing $500M road upgrade while overtaking lanes are on the way on another Queensland freight route.
servicing activities, transporting dangerous goods, and over-size loads. The state government will simultaneously introduce two new toll relief initiatives for heavy vehicles including a small operator heavy vehicle rebate that will assist small operators with an annual rebate of up to $1,000, delivered in quarterly instalments, to heavy vehicle operators who have one business toll account and three heavy vehicles or less. This will go live on July 1, 2027. The other measure is a replacement truck multiplier rebate for heavy vehicles travelling on the M5 East and M8 motorways that was first introduced in January 2024. This rebate will be amended so heavy vehicles will only pay the same toll as car pays if they use those motorways between 9pm to 5am, which will encourage freight movements during less congested periods. This will be introduced from January 1, 2027. QLD DELIVERS START OF BEEF ROADS UPGRADE The Queensland government has revealed the first early works as part of the $500 million Central Queensland Beef Roads program have been delivered. Construction is now complete on Clermont-Alpha Road north of Alpha, with the three-kilometre section of the key freight corridor being sealed to make journeys safer and more reliable for the beef industry. The Central Queensland Beef Roads program will progressively upgrade and seal priority sections of nine strategically important freight corridors across Central and Western Queensland, with this completed section forming part of the early works package which was announced in
2024 to bring forward delivery of the program. Construction is now continuing on Clermont–Alpha Road south of Clermont, Fitzroy Developmental Road north of Bauhinia and Alpha–Tambo Road south of Alpha, while design work progresses on May Downs Road west of Clarke Creek. Together, these upgrades are helping to strengthen supply chains, supporting regional jobs and building the infrastructure needed to support Queensland’s world-class beef industry into the future. The Central Queensland Beef Roads Program was advocated for by seven regional councils in central Queensland and is funded with $400 million from the federal government and $100 million from the Queensland government. Federal assistant regional development minister Anthony Chisholm says it’s an important milestone not only for the Central Queensland community, but for the agriculture and freight industries who use this road network every day. “The Albanese Labor government is proud to partner with the Queensland government to deliver the $500 million Central Queensland Beef Roads Program, supporting safer and more reliable freight connections across some of the state’s most important beef-producing regions,” he says. OVERTAKING LANES COMING TO PEAK DOWNS HIGHWAY The Queensland government has revealed construction has started on new overtaking lanes along the Peak Downs Highway to improve safety and productivity for heavy vehicles. The government is fixing a known problem section of the highway, with
construction underway on overtaking lanes between Nebo and Clermont. The new overtaking lanes, one in each direction, are set to provide safer passing opportunities, improved traffic flow and reduced risky manoeuvres along a corridor that carries significant freight traffic supporting Queensland’s resources sector. The Queensland government says a decade of inaction on upgrading the highway has left truck drivers travelling through the Bowen Basin with limited opportunities to safely overtake slower vehicles. The project is being delivered alongside wide centre-line treatments and culvert improvements, while planning is also underway for dedicated oversize-overmass pull-over areas to better support heavy vehicle operators. Acting Transport and Main Roads Minister Tim Mander says the project will deliver a more efficient highway Central Queenslanders deserve and help get Queenslanders home sooner and safer. “The Peak Downs Highway is one of Queensland’s most important regional roads and a vital connection for the workers, communities and industries that power our state’s economy,” Mander says. “People travelling on this road every day know the frustration of getting stuck behind slower-moving vehicles with few safe opportunities to overtake. “We said we’d deliver these upgrades, and the work is starting now as promised. These improvements will reduce risks, improve traffic flow, and help Queenslanders get home sooner and safer. “Whether you’re a worker heading home after a shift, a local family travelling between communities or a truck driver keeping freight moving, these upgrades will make a real difference.” Minister for Natural Resources and Mines Dale Last says the upgrades will support one of Queensland’s most important economic regions. “The Peak Downs Highway is a critical link for the Bowen Basin, carrying the workers, freight and equipment that support one of Queensland’s most important industries,” Minister Last said. “These overtaking lanes will improve safety and reliability on a section of highway where motorists have long called for better overtaking opportunities.
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
DAF launches new generation range Heavy vehicle manufacturer DAF Trucks Australia has unveiled its new generation range in Australia, reshaping its fleet capability. Far more than a styling update, the New Generation DAF has been designed from the ground up with all-new cab architecture, advanced safety technologies, improved aerodynamics and greater driver comfort, delivering a new level of transport efficiency. The New Generation DAF range is available now through DAF dealers across Australia. The journey began in 2024 with the introduction of the flagship DAF XG – the first New Generation DAF model built at PACCAR Australia’s Bayswater facility. Since entering service, the XG has received overwhelmingly positive feedback from customers and drivers, with operators reporting excellent fuel efficiency, driver satisfaction and productivity. Extensive local validation demonstrated that the all-new cab design and advanced aerodynamics deliver real-world transport efficiency benefits. Building on the success of the XG, DAF is now introducing the XB, XD and XF to complete the New Generation DAF line-up. The range comprises four models, each engineered to serve a broad segment of transport applications. The compact XB, powered by a seven-litre engine, is ideal for urban environments and city distribution. The versatile XD, equipped with an 11-litre engine, delivers flexibility across distribution and vocational applications. The XF, powered by a 13-litre engine, is engineered for interstate freight and
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Images: DAF Trucks Australia
DAF Trucks Australia has revealed its new generation range, representing the most significant transformation of the DAF product line in more than three decades
TOP: Four models make up the New Generation DAF truck range RIGHT: The vehicles include an all-new cab design BOTTOM: From the smaller XB to the flagship XG, DAF’s new range suits a range of applications
long-distance productivity. Leading the range is the Australianmade premium XG, powered by a 15-litre engine and designed to deliver the ultimate combination of long-haul efficiency, comfort and performance. Together, they provide an exceptional balance of capability, efficiency and productivity across almost every transport application. “The New Generation DAF range is a significant milestone for PACCAR Australia and demonstrates our ongoing
commitment to delivering innovative transport solutions for Australian operators,” PACCAR Australia managing director Damian Smethurst says. “The locally manufactured DAF XG and low-tare DAF XD, built at our Bayswater facility, combine global engineering excellence with Australian manufacturing expertise to deliver outstanding performance, efficiency and customer value.” At the heart of the launch is DAF’s global New Generation DAF theme ‘Powering your Success’. It reflects DAF’s belief that great trucks should do more than transport freight – they should help improve customers’ profitability through maximised uptime, reduced operating costs and the ability to
attract and retain skilled drivers. “The New Generation DAF range enables us to provide customers with a transport solution for almost every application, from urban distribution through to interstate linehaul,” PACCAR Australia Director Sales and Marketing Andrew Molnar says. “The result is that customers can choose the right DAF vehicle, support package and transport solution to power their business success. “The New Generation DAF cab proven in the XG is now shared across the XD and XF, so the same driver comfort, visibility and fuel efficiency we’ve heard from XG operators now extends across the range. That’s a significant advantage for Australian fleets.”
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
TIC elects new president
Image: Galumphing Galah/stock.adobe.com
The Truck Industry Council has unveiled its new president who replaces Isuzu Trucks Australia’s Andrew Harbison
The Truck Industry Council (TIC) has elected a new president at its recent Annual General Meeting. Hino Motor Sales Australia president and CEO Richard Emery has been elected as the new president at the recent AGM in Canberra, succeeding Andrew Harbison from Isuzu Trucks Australia. Harbison and Volvo Group Australia’s Tom Chapman
were elected as vice-presidents to continue TIC’s work with government, regulators and industry stakeholders to drive sector outcomes. The election comes after the TIC recently updated its National Truck Plan policy to deliver a safer, cleaner and more efficient truck fleet. Emery highlights the importance of advocating for a balanced Road
User Charge as a key priority alongside the plan. “I’m pleased to step into the role and continuing to build on the approach taken by Andrew over the last years,” he says. “The truck industry is dynamic and continuing to evolve to meet the various challenges of today’s freight task. “Beyond the Truck Plan, we will work to provide valuable input
to the government regarding the pressing need for a balanced Road User Charge in the future.” Emery has held senior roles in the automotive sector in Australia and South East Asia over the last four decades with experience across a range of brands and markets. He has previously been a Director of the Federal Chamber of Automotive Industries and Chair of the Importers Group.
by 80mm and then rounded off the face to reduce drag and cut fuel consumption. The ProCabin design removes unwanted gaps and joints and guides air either around the cabin or straight into the truck’s cooling system. This concentration of the airflow maintains the cooling effectiveness of the Actros. Based on the International Truck
of the Year (IToY) rules, the annual award is presented to the truck introduced into the Australasian market in the past year which has made the most significant contribution to road transport safety and efficiency. This judgement relies on several critical criteria, including technological innovation, comfort, safety, driveability, fuel economy, environmental ‘footprint’ and total cost of ownership.
2026 Australasian Truck of the Year crowned The 2026 Australasian Truck of the Year winner has been announced, with the Mercedes-Benz Actros ProCabin taking home the top prize. The judges for the award made the announcement at the NZ Road Trucking Hall of Fame in Invercargill, New Zealand. “We are proud the Mercedes-Benz Actros ProCabin has been recognised as the Australasian Truck of the Year for 2026,” Daimler Truck Australia Pacific Vice President Sales, Marketing and Operations Andrew Assimo says. “The Actros ProCabin was shaped to cut fuel consumption even further, delivering our customers an edge that is even more valuable as fuel prices rise. “We’re thrilled this focus on real-world efficiency, as well as our dedication to the most advanced safety, has been recognised by the Australasian Truck of the Year judges.” The judges praised the Actros
12 NOVEMBER 2026
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ProCabin’s state-of-the-art design and technology. “The launch of the ProCabin as part of the Mercedes Benz range builds on the great strides the brand has made, in terms of cutting-edge technology,” International Truck of the Year Associate Member for NZ and Editorial Director of New Zealand Trucking Media Dave McCoid says. Freelance truck journalist and IToY Associate Member for Australia Tim Giles says the launch of the ProCabin takes the Mercedes Benz range into new territory. “This truck is a step-change from other trucks on the market, and great to drive. The new cabin design houses an innovative air management system, and combining this with the latest state-of-the-art in Daimler safety technology creates a truck which is up for any task,” he says. Mercedes-Benz extended the front of the new Actros ProCabin
Image: Daimler Truck Australia Pacific
The judges announced the winner of the latest Truck of the Year at the NZ Road Trucking Hall of Fame in Invercargill
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Associations band together for sham focus Two Australian road transport associations have supported the latest Fair Work Commission action tackling sham contracting
“That is putting pressure on already tight margins and making it harder for reputable transport businesses to remain competitive. “We support the application moving forward through the Fair Work Commission and want to see a practical outcome turned around quickly that addresses deliberate sham arrangements without capturing genuine owner-drivers.” WATIA CEO Cam Dumesny says the problem is being seen across the country and couldn’t simply be
Now, sons Roger and Ben also operate the business, which welcomed its first Kenworth from Len Roberts and Tony Burton at Brown and Hurley Townsville.
“Ben and Roger came on board, and 399 Kenworths later, here we are,” Blenners Transport says in a social media post. “Thanks to the Brown and
Hurley team for the partnership over all these years. Thanks also to every driver, mechanic and staff member who has kept the f leet moving.”
Image: jovannig/stock.adobe.com
Industrial Organisation (ARTIO), proposes new requirements covering the use of ABN workers, contracting practices and unpaid waiting time. RFNSW CEO Simon O’Hara says the issue is having a direct impact on transport businesses doing the right thing. “Operators who pay their workers correctly and meet their safety, tax and employment obligations are being forced to compete with businesses that avoid those same responsibilities,” he says.
addressed state-by-state. “Sham contracting is affecting transport businesses in Western Australia just as much as it is in New South Wales,” he says. “It distorts freight rates, shifts risk onto drivers and gives non-compliant operators an advantage over businesses that follow the rules. “There has been plenty of discussion about this issue and what is needed now is a coordinated response from government, regulators and industry.” The application follows a resolution passed unanimously at the Australian Labor Party National Conference in July calling for stronger action on sham contracting and greater use of the Fair Work Commission’s Road Transport Advisory Group. Both O’Hara and Dumesny have acknowledged Senator Glenn Sterle’s work bringing transport businesses, industry associations, unions and government agencies together on the issue. “The industry is largely united on the need to stop sham contracting,” he says. “The focus now should be on getting the detail right and delivering an outcome that supports legitimate operators and workers.”
Two Australian road transport associations have backed Fair Work Commission action on sham contracting, calling on the commission to act quickly. Road Freight NSW (RFNSW) and the Western Australian Transport Industry Association (WATIA) have both backed the application aimed at tackling sham contracting in road transport. The application, lodged by the Transport Workers’ Union (TWU) and the Australian Road Transport
Family operator welcomes 400th Kenworth
Australian transport company Blenners Transport has recently received his 400th Kenworth truck. The long-standing trucking operator became only the third family-owned company in Australia to reach the milestone with Kenworth after The Brown and Hurley Group handed over the milestone truck. Blenners Transport was founded in 1988 and has grown from a family-owned transport business into a trusted national logistics partner for the nation’s food and produce industry. The business is owned and operated by Les and Judy Blennershassett, who started the business by carting bananas around North Queensland in 1988.
14 NOVEMBER 2026
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Image: Blenners Transport
The popular North Queensland based company has become the third family-owned operator in Australia to reach the Kenworth milestone
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Wodonga operator sells highway business An Australian family transport operator has announced it has sold the majority of its highway business. Linehaul and forestry operator Greenfreight, based in Wodonga, has revealed it has sold this portion of its business to a “large national transport and logistics company”. The second generation of the Green family says the business will continue operating with a focus on its specialist transport services. “With more than 50 years of history behind our family business, this has been an incredibly difficult decision,” Greenfreight says. “It follows several months of careful consideration and planning, amid rising fuel costs, the impact of January’s devastating fires, ongoing pressure on freight rates and softer demand across the economy. “Over the coming weeks, we will work closely with the new owner and its supporting contractors to transition the affected operations, supporting our employees and customers through the process.
Image: Greenfreight
The second generation family business revealed the partial sale, saying it has sold to a “large national transport and logistics company”
“We sincerely thank our employees, customers, suppliers and the wider transport community for their loyalty and support over the years. The relationships we have built mean a great deal to our family.
“While this marks a significant change for Greenfreight, it allows us to focus on our specialist operations and the next chapter of our family business.” Greenfreight was founded in 1973 by Fred and Barbara Green when
Fred arrived in the Myrtleford region as a Mobil fuel agent and identified the need for a local LTL and contract cartage operation. The business continued to grow as the hops and tobacco industries expanded in the region, while the construction of the Australian Forest Industries Mill at Myrtleford saw the operator evolve into plantation timber harvesting, log cartage and distribution of finished products along the east coast of Australia. When major log haulage contracts were won to service the softwood transport needs of Australian Newsprint Mills at Ettamogah, Fred’s brother Geoff Green joined the business in 1980 to oversee the forestry division. Nowadays, with Fred and Barbara’s children Tony, Kate and Richard involved, Greenfreight has also expanded its range of transport services in the local region into food, beverage and retail.
NSW operator holds $2M equipment auction The major Pickles auction saw six prime movers and 14 trailers put under the hammer in the wake of recent new equipment deliveries
Image: Pickles
More than $2 million worth of trucks and trailers have been auctioned off from one of New South Wales’ most popular independent transport operators. Hannah’s Haulage put six quality Volvo and Mack prime movers and 14 late-model Vawdrey trailers under the hammer in an auction following new equipment deliveries. The standalone auction with Pickles ran from September 28 to 30, with the sale including flat top curtainsiders. Founded by Scott Hannah in 2000 with a single truck, Hannah’s Haulage has grown into a well-known Australian linehaul
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operation servicing customers across a range of industries. The distinctive Hannah’s Haulage fleet has become a familiar sight on Australian roads, while Hannah himself has become a prominent voice within the road transport industry. Pickles Sales Executive – Trucks & Machinery Judy Hill says the standalone sale represented a rare opportunity for transport operators to acquire equipment directly from a highly regarded fleet. “Scott and Hannah’s Haulage are very well known within the transport industry, and there will be plenty of operators who recognise
these trucks as soon as they see the livery,” Hill says. “What made this sale particularly interesting was the concentration of assets coming to market at the same time. We’re talking about six prime movers and 14 late-model trailers with a combined fleet value of around $2 million, from brands including Volvo, Mack and Vawdrey. “For operators looking to expand their fleet, replace existing equipment or secure additional capacity, it was an opportunity to assess a substantial group of transport assets from the one well-known operator.” Scott Hannah says maintaining
quality equipment has always been central to the way the company operates. “In transport, your equipment is your business. We’ve always taken the view that you look after your gear, invest in the right equipment, and make safety and reliability a priority,” he says. “We’ve been doing this for more than 25 years and there’s a lot of pride attached to the Hannah’s Haulage name and the trucks that carry it. “We knew there would be buyers out there who understand these brands, understand what these assets can do and were looking for equipment they can put to work. Pickles gives us the ability to take the sale to that national buyer market.” Hill says the standalone format also allowed Pickles to put the strength of both brands behind the campaign. “Hannah’s Haulage has a strong identity and an established reputation in trucking, so this isn’t a sale where we want the vendor disappearing into the background,” Hill says. “We want buyers to know exactly where this fleet has come from. Combining the Hannah’s Haulage name with Pickles’ national buyer reach made for a very competitive three days of bidding.”
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Foton appoints new truck GM Foton Mobility Distribution (FMD) has announced the appointment of a new general manager of trucks to help lead the Foton and DFAC truck brands. Geoff Carroll joined the business on September 23 and will be responsible for both truck brands under the FMD umbrella. Based in Sydney, Carroll brings the brands under a consolidated leadership structure as FMD prepares for the next phase of growth. “His focus will be on strengthening our truck business, supporting our dealer network and building productive relationships with our customers, suppliers and business partners,” FMD CEO Neil Wang says. “Geoff will work closely with me, Nathan James, Mike McCosker and our wider FMD, KRW Hydron and DFAC Australia teams to strengthen coordination
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Image: Foton Mobility Distribution
The new appointment allows the growing heavy vehicle business to consolidate its leadership structure for two truck brands
across the business and ensure we continue to deliver responsive service and support.
“Over the coming weeks, Geoff will spend time meeting our teams and external partners,
understanding current priorities and exploring how we can further support our shared success.”
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BUSINESS SPOTLIGHT
Sponsored by
SALT OF THE EARTH Pinning down Todd Simpson of Todd’s Transport isn’t easy, with the operator constantly growing the business through a blend of hard work and dedication to customer service
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t’s a Friday afternoon when I put a call in to Todd Simpson, the owner of Far North Queensland’s Todd’s Transport. As I chat to his warehouse manager Matt Day, who is also busy at work before the weekend hits, he searches the depot for Todd. It takes a few minutes of conversing about the humid and tropical weather of Innisfail before he locates Todd working away on a forklift. Todd has only a handful of minutes to chat about his life in the transport industry, which has been filled with countless hours dedicated to servicing customers. This burning reason behind Todd’s Transport’s ongoing success was made crystal clear by Todd’s busy Friday afternoon. “It’s all about lots of hard work,” he confesses to OwnerDriver. “There are lots of tiresome days and working for customers to keep them happy and be on top of it all. Once you do this over time, you build rapport and business builds as customers know they can ring someone at any time and talk to them to find out where their freight is. “I aim to always have an answer to our customers’ questions, I believe this has helped our growth through word of mouth and good service, not low prices.” Todd is part of the latest generation of hardworking transport industry members spurring the Northern Queensland operator onto greater heights. Todd and Kaylee Simpson first started the business 15 years ago after Todd decided to
go out on his own. Since the age of 20 he had been driving interstate for Haack’s Transport in Tully along Queensland’s Bruce Highway, spending five years behind the wheel until he “left the game” for another five years at the age of 25. It was then that Haack’s Transport made the call to sell the old truck Todd was driving, so Todd made the call to buy and begin working on his own. “I started by towing trailers before I then started buying some of my own,” he says. “It only grew from there, running out of Innisfail around the country.” Alongside the truck from Haack’s Transport came work – spending years driving freight for the hotel industry meant Todd had an array of contacts in the alcohol supply game. He admits he spent years completing “a hell of a lot of alcohol movements” around the country, allowing him to begin working out of Bathurst and Orange to wineries around Australia. “Alcohol was the backbone of the business, while we also took bananas south out of Innisfail into Woolworths, Coles and markets down south,” he recalls. “We now tow fridge vans all around the country, to the likes of Sydney, Melbourne, Brisbane and Adelaide, all out of North Queensland.” With a constantly evolving f leet of Kenworth trucks and Maxi-CUBE trailers,
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Opposite top: Customer service and hard work are keys to Todd’s Transport’s success Above: The Todd’s Transport fleet includes roughly 15 pieces of equipment Below: Hendrickson is a prominent part of Todd’s Transport’s operations
HENDRICKSON AUSTRALIA
Hendrickson Asia Pacific Head Office 32-44 Letcon Drive Dandenong South Vic 3175 Phone: +61 3 8792 3600 Email: customerservice@hendrickson.com.au Images: Todd’s Transport
Todd’s Transport runs general and refrigerated freight services from the brand’s base in Mundoo, just south of Innisfail. The current f leet includes roughly 15 bits of equipment, including nearly 10 B-doubles and road trains alongside three local rigids and about three local semis, all run by 25 staff members under the Todd’s Transport umbrella. Todd says a defining moment in the f leet’s history was when the operator made the call to move to Hendrickson equipment roughly a decade ago. “I remember meeting with people from Hendrickson and we decided to give them a try – we haven’t looked back since,” he says. “It was all about the maintenance side of it for us, we’d had trouble maintaining some parts like airbags and bushes, so we immediately saw a massive difference in maintenance when moving to Hendrickson.” Todd also points to the weight component as another major factor, with the operator able to run with an extra 600kg of load on a B-double due to Hendrickson’s axles. He labels this “almost a whole load of bananas” when it comes to the additional productivity Todd’s Transport has been able to get out of its unique array of crane and general freight vehicles. “The combination of the weight component and
improved maintenance has made it an attractive package over the years,” he says. “The more we can put on, the more we make. It’s simple – everything Hendrickson has supplied us, including the HXL7 wheel end package, has matched our trucks, our drums, our brake components, even our wheel nut sizes. It’s all uniform to match Kenworth trucks. “We have about 90 per cent of our f leet running on Hendrickson and that won’t change.” This partnership came to the fore in recent years as the COVID-19 pandemic led to an uncertain time for all transport operators, with Todd’s Transport not spared. While Todd admits the period was “tough” for the business and the market, these quality vehicles and equipment, as well as a constant dedication to servicing customers, allowed the operator to not just survive, but f lourish. “While it wasn’t easy, as our drivers had it tough getting across borders, there was a lot of work available and we were able to capitalise on it,” he says. “The workload was relentless and didn’t end after the lockdowns. It’s only in the last six to 12 months that everything has started returning to normal. We have had COVID impact us, but fingers crossed that’s the most we’ll have to endure as a business for some time.” Barring any future issues arising out of the blue, Todd and his team are looking to continue their growth trajectory in recent years. With construction now underway on a $4 million depot in Innisfail to solidify Todd’s Transport as a North Queensland freight beacon, the hard-working leader has his eyes firmly set on the future. His characteristic work ethic and customer focus will be pivotal to this evolution. “We are hoping to move into our new depot during the New Year, with the space set to include six brand new cold rooms and a lot more space,” he says. “We’ll also start ordering a couple new B-double van sets from Maxi-CUBE, which will all run on Hendrickson INTRAAX with HXL7. We want to move into road train work in Melbourne, so we’ll definitely be expanding in the next one to two years.”
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truck show
A KLASSIC WITH A While Warren Aitken is no novice at wandering the expanses of the Clarendon Showgrounds for the annual Kenworth Klassic, this year he introduced a first timer to the fields
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ell, what a weekend! I swear every Kenworth Klassic, I commend Bruce Gunter, Dave Chapman and the small team of support workers for putting on an exceptional event and every year I question how they intend to raise the bar next year. Then somehow, I return and am blown away once again. Now, 2026 has continued that trajectory. This year I upped the pressure on Bruce and Chappo
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by bringing down a Kenworth Klassic first-timer to get a fresh-faced opinion on this humongous event. Although some may question her judgement when it comes to husbands, she has enough experience in transport and more than enough days spent by my side at truck shows, so there are some serious credentials behind her opinion. Yes, I brought my always enthusiastic wife along for her very first Kenworth Klassic and what an inaugural event for her. Picture perfect weather, a
record setting number of Kenworths and the very first customers through Chappo’s Chapel – my wife got the full-on Kenworth Klassic experience. Before I get into the show, we should delve into the Chappo’s Chapel reference. The Kenworth Klassic has had its share of engagements, probably more than a few consummations, but 2026 saw the very first wedding. A massive congratulations to Matt and Kylie Darcy from Retriever Towing who met and had their first kiss at a Kenworth Klassic and chose to tie the knot there this year. Big shout out to Gilbert & Roach for turning their sponsors’ tent into a wedding venue, Kristie Ford for doubling as a wedding co-ordinator for the show and everyone else that helped with this special occasion. It was a heck of an addition to my wife’s first Kenworth Klassic. We won’t beat around the bush when it comes to the rundown on this event, what makes the
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Images: Warren Aitken
TWIST
Kenworth Klassic such an experience is the fact it is an event, not a show. Yes, there are acknowledgements handed out by Bruce and his team. A handful of awards based more on personalities and contributions than the amount of tyre shine consumed over the weekend. Inside the hallowed Clarendon Showgrounds this year, there were officially 1160 Kenworths, arguably the largest gathering of the iconic brand in one location anywhere in the world. For every truck there were a plethora of micro fibres getting put through there paces as some people shined their trucks to within an inch of mirrorless perfection, but it was all being done for the love of the brand and the pride in their ride. The Kenworth Klassic has got to now be Australia’s largest truck show that isn’t actually a truck show, and that is exactly what makes this event so much fun. “It’s only just after lunch and I think everyone walking around has a drink in their hand already, and everyone seems just so relaxed and friendly,” my wife Michelle said in a Saturday afternoon observation. It was officially day two for her as I had dragged her along on the Friday to watch hundreds of Kenworths, from the T650 range (that was the focused theme of this year’s event) to brand-new 9ohs, classic cabovers and everything else you could imagine. Friday was eye-opening for her as the non-stop procession rolled in the gates, mixing it in with the early birds that were already
Opposite top: The Blackhurst Trucking Co in Sydney has been putting some pretty cool Kenworths out on the road and it is hard to beat this beauty This page from top left clockwise: The problem for the media shy GRS Towing driver Josh is that his truck was pride of place and looked amazing, so everyone wanted a shot of him and the truck, including me; It wasn’t all about the Kenworth bug – the Clarendon Antique Show runs parallel to the Kenworth Klassic and see a whole collection of other cool old trucks and cars; It’s a fantastic conversation starter as you head into the Klos Custom Corner; Dave Chapman oversees the background placement for the first event at Chappo’s Chapel; Norm Corte, with sixyear-old Dom and 11-year-old Anthony, were lapping up the show in style; The other fun part of the Kenworth Klassic is Sunday’s departure process. The paddock out the back becomes a hive of activity as trucks get transferred and loaded for the run home; Dave Chapman snaps a quick shot before the bride heads around to christen Chappo’s Chapel.
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This page, top left clockwise: The Antique Show on the eastern side of the grounds has plenty of odds and ends to entertain as well; Muscat Haulage had several of their outstanding Kenworths at this year’s event and once again they were on point; They start the training young at Sydney’s GRS Towing; The Ares team had some pretty cool trucks on hand, but this old girl really looked the best. I bet it has some cool stories; Sunday’s thank you and auction saw the Kenworth Klassic team get up and spread the love among the thousands of attendees; Always reliable when it comes to a show stopping display is the Schaeffer’s Transport team Opposite, top and bottom: Scotty Taylor’s display looked just as impressive when the sun went down; As if Klos Corner didn’t include enough lights, let’s add a Vegas style sign and a few light up palm trees
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pitching swags, firing up the smokers and settling in. When we returned on the Saturday, the numbers had more than doubled and most folks were already staged up. The smell of diesel, polish and barbies filled the air and the relaxed vibes were engulfing the showgrounds. “Everyone is just having a ball, people are so happy to be here and love talking about their trucks,” Michelle stated as the smile on her face grew accordingly. Laying eyes on the legendary Kenworth Klassic Klos Custom Trucks Corner display was an experience in itself, with this year’s set-up being ramped up a notch as Klos Custom Trucks celebrated 25 years in the ‘building damn cool trucks’ business. I am sure that’s not the official description of their operation, but when you wandered around the island of trucks at their elaborate stand, it is a pretty good summation. There were so many niche areas that deserve a shout out, from the Blackhurst Trucking Co rigs to the GRS Towing front porch swing set, the Winston Express Corner to Schaeffer’s Transport with a stunning B-triple on display. Big ticks also went to the guys and girls on the Scott Taylor Motorsport team who had an impressive set-up showing off the incredible fleet that Scott Taylor runs – just so much going on.
As much as the shiny tanks and stainless additions distracted my wife, she also loved seeing the variations available to enjoy. Club and Historic Rego classics mixed in with state-of-the-art modern workhorses, it made for so many interesting stories and eclectic characters. Over the course of the three days that I dragged that lovely lady around the Clarendon Showgrounds, we racked up over 50,000 steps, and if you ask Michelle, she’ll probably say just as many conversations. That, however, is exactly what the Kenworth Klassic is all about – catching up with old friends. Chewing the fat with new friends. Debating the legendary tales of yesteryear or downloading the stresses of the current conditions. You leave your ego at the gate and your wander in with a willingness to mingle. There are thousands of old school truckies out to enjoy the history of a bygone era. There are thousands of modern-day truckers finally getting a chance to catch up with mates they spend the year winding up on the two-way and of course there are thousands of future truckies enjoying the opportunity to get up close to some of Australia’s finest Kenworth branded big rigs. And don’t even get me started on the weather. I admit I had been looking forward to throwing on a hoodie and trying to keep warm in the NSW weather, but instead Bruce and Dave ordered picture perfect conditions. I didn’t see a single cloud over the entire event. Temperatures peaking around 35 degrees, and the only thing more prevalent than the Kenworths was the little tubes of sunscreen. It was a fantastic weather weekend, a reward for all of those that spent hours prepping for the show. I know it is a little petty to complain about the weather, but with a show that ticks all the boxes when it comes to an all round event I had to find something. I will wrap it up now, I realise this article is really just the pre-amble for everyone to go check out the photos but I will leave the last word to my sunburnt, well-walked and thoroughly exhausted wife, who also had to endure a two-hour flight delay and 1am return home on Monday morning, but still had her hand up already for Kenworth Klassic 2027. “It was an incredible event, amazing people, incredible atmosphere, I thoroughly enjoyed it and can’t wait to go again,” she said.
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“Everyone is just having a ball, people are so happy to be here and love talking about their trucks.”
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feature
CATCHING THE TRUCKING BUG Glenn Sterle’s entire life has been dedicated to being behind the wheel. After receiving a major industry accolade in September, the owner-driver turned transport-focused politician chats to OwnerDriver about his life in the industry
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hen Glenn Sterle’s father got home it was cause for celebration. His truck would come rattling down the street in East Fremantle, parking up before he would walk through the front door to be greeted by his wife and children. For his two sons, including Glenn, it also meant it was time for a special opportunity inside the collection of metal and grease that his father had just emerged from. “My first clear memory of trucks was my Dad hardly coming home, but when he did it was great fun,” Glenn told OwnerDriver. “When he did arrive, my brother and I would get to go in the truck with him to make local deliveries. It was the ‘60s and we’d be driving Mum nuts while Dad drove interstate or bush, so Mum made him take us for the local work. “I remember sitting in the hump of one of Dad’s ancient trucks and that’s where I got the trucking bug.” This bug was caught early in Glenn’s life, with there being no chance of it relenting as he grew older. Through decades of driving, working as an owner-operator and then venturing into political work, the trucking bug has driven him forward each and every day, culminating in recently being presented the Industry Champion Award at the 2026 Australian Freight Industry Awards. “I always wanted to be a truckie – there has been
not one fleeting moment outside of it in my life,” he says. “I was often sat at school, looking out the window and thinking how I could get out of the place.” Doing so back in the ‘70s wasn’t necessarily easy. Glenn recalls any young person couldn’t get a go in the trucking industry if they didn’t have some form of licence, so he spent a month as a labourer before pushing his way into the sector through the removal industry. “My old man was driving trucks and moving furniture, so I followed him into the game,” Glenn recalls. “That industry didn’t care how old you were – as long as you could lift heavy things and keep going then you had a job. “I officially started as an offsider at age 15 in my school holidays, I used to work every Christmas and Easter, all the holidays, sweeping the depot, getting lunches and completing all the important tasks at the depot without annoying the drivers too much.” The teenager soon made an impression, being allowed out on the trucks by age 16 to learn more about the industry. A slight roadblock formed and dissipated when Glenn’s parents made him return to school for the last few years of his formal education, but it all meant nothing when at age 17 he could be fully unleashed on the road freight sector in Western Australia. By 17 he could drive, but until then he would hitch
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Images: Glenn Sterle
a ride with his Dad from Langford in Perth’s eastern suburbs to the depot in Fremantle before hitchhiking the 15 kilometres home. The freedom of getting one’s driver’s licence meant Glenn could get creative when it came to avoiding the dreaded school day and instead heading to the truck yard. “I remember I would tell my parents I was on school holidays, but then the phone would ring at the old man’s yard and school was looking for me,” he says. “I was quickly frogmarched out of the depot to school and boy did I cop it that day. “By the time I was done with my schooling and I couldn’t be convinced back, I stayed on with removalists Wridgways and became a permanent offsider for about two or so years.” A defining trait of many aspiring truckies in the late 20th century was their persistence to overcome obstacles in their way. Glenn was no different. After getting his rigid licence at age 19, he had to find a way around Wridgways’ policy that prevented anyone under the age of 25 from getting behind the wheel due to the high insurance premiums associated with it. The quick thinking youngster soon came across a sub-contractor who brought him onboard as a co-driver to teach him the lay of the land in a prime mover. “We ran interstate and up to Darwin, I remember learning to drive a semi when I still couldn’t get my licence for it as I was too young,” he remembers. “I had a Learner’s permit for it and I recall getting behind the wheel a bit when I was allowed to by the subby. I turned 20 years old on the way to Darwin and we soon became stuck between Fitzroy Crossing and Halls Creek. “We were at Mary River for three days and when everything opened again we came into Halls Creek and everyone had formed
“I always wanted to be a truckie – there has been not one fleeting moment outside of it in my life.” a bond while waiting, so we did the right thing and headed to the Kimberley Hotel to celebrate. “I was itching to go for my licence, so I asked my mate who owned the truck to go past the cop shop so I could get it before going to the pub. The big, burly sergeant told me in a nice way to nick off and come back later in the arvo as he was too busy, so off we went to the pub and I couldn’t have a beer for a few hours. “Four hours later I grabbed the keys off my mate and drove myself down to the cop shop in the Scania cabover prime mover as he couldn’t drive. The sergeant took one look at the truck and asked how it got there, I explained the story and I was allowed to go for and get my semi licence.” This chance encounter deep in the Kimberley allowed Glenn to return to Wridgways and work for them with his licence. At that time the removalist company was still owned by Ansett, with the latter deciding shortly after to sell their company trucks. Glenn was one of many who snapped one of them up and started a life as a sub-contractor and owner-driver. From the age of 20 until 31 Glenn Sterle was one of many sub-contractors traversing the wide expanses of Western Australia and the entire nation. He labels this decade as the most thrilling period of his life to date. “It was a crazy, fantastic and magnificent time – I wouldn’t swap it for the world,” he recalls with a glint in his eye. “I went from being an offsider to a company driver to an owner-driver behind the wheel of prime movers, rigids and road trains. I ran from Perth to Darwin and interstate for 11 years, it was the craziest 11 years of my young life as I also got married
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Opposite: A lifetime of trucking continues for the Senator Above: Glenn in a range of roles over time throughout his ongoing career Left: A young Glenn upon joining the TWU
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Above: Glenn has become a popular face in the trucking industry Below: He’s been dedicated to helping a range of people in the community and wider sector Opposite: Glenn receiving his prestigious industry award in September
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and had a couple of kids in that time.” Sterle’s quick to admit driving through the west and north of Australia in the ‘70s and ‘80s was a bit different to how it is nowadays. No fatigue management nor accreditation focus, instead everything was learnt on the road and by making mistakes. While Sterle has spent decades fighting for a safer and more structured industry, there are elements of the past he misses. “The best part of those days was you always had old blokes willing to give a young guy a hand or a clip around the head if he deserved it,” he says. “You can’t go back to those days but I think we as an industry can certainly get halfway back so we can recognise the young people coming through the sector before they leave.” After 11 years of fun on the roads, Glenn and his family, which now included two young kids, decided enough was enough in the road freight game. By then Glenn admits he had “a gutful of running to Darwin and back”, spending 12 out of every 14 days away from his young family, and he simply wanted to get off the road and be closer to them. This spurred him onto his next phase of his career in the trucking industry, which started with the national union. “The Transport Workers’ Union (TWU) called me out of the blue and asked me to work for them, and it was simply perfect timing,” he remembers. “It was an opportunity to get off the road, sell my truck and learn more about the industry as a whole. With it came many things, such as holiday and sick pay, but most importantly it allowed me to become a father, not just a part-time one.” Glenn went on to spend 14 “tremendous” years at the union, starting as an owner-driver organiser for the TWU’s WA branch. He recalls how modernised the union was at the time
“I’d never thought about recognitions until I received life membership at the TWU about a decade ago and it was a real hoot.” when it came to recognising the rights of drivers, including owner-drivers. “The TWU, through leaders like Jim McGiveron and John O’Connor, recognised that subbies should be embraced as they do so much work and can often be discarded by the industry,” he says. “It was fantastic organising owner-drivers across the state, who mainly had limited rights. We were able to advance a new model through the WA road transport industry to provide owner-drivers with minimum rates, hours and protections, planting a seed for them to gain respect and momentum.” With this fulfilment at the TWU came an opportunity Glenn never would’ve predicted when he was just a young guy in his father’s old truck – politics. While he initially baulked at the offer to make the switch from rest areas to the houses of Parliament in Canberra, he soon gave in. “I had no political ambitions at all, and my view of politicians was no different to any other truck driver’s across the country,” he laughs. “The Australian Labor Party wanted an active TWU member to represent their industrial wing, and I remember saying we should use our voices to be heard. I was asked to run for state Parliament and I said no as I couldn’t think of anything worse. More years passed and I was asked to be put into the Senate and I refused again, but I spoke to my wife Fiona and other members of the TWU and thought I had nothing to lose. “In hindsight it’s been a hard journey but a very rewarding one, especially the past five years where we’ve been able to give the trucking industry a seat at the table in Canberra to be listened to and respected.” While a key challenge came earlier this year with the sudden rise in diesel prices due to international conflict, Glenn also points to his time spent as the shadow road safety minister where he tried to help bring the nation’s numerous trucking associations together on common issues as a defining part of his political journey. “It was imperative to bring everyone together – it’s an old cliché but there was always far more that united us than what split us,” he says. “If we could get past issues from years gone by, I knew we could sit down and find plenty in common. Two important phone calls came my way when I became the shadow road safety minister – one from Gordon McKinlay at the NRFA and another from
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Warren Clark at NatRoad. At my time at the TWU we couldn’t work together, but hats off to them both, as they worked with me to forge a path where we now can openly hold conversations to better the industry.” While 2026 has been a whirlwind for Glenn, mainly due to ongoing truck industry representations in Parliament, the ongoing diesel price issues and his tireless work tackling sham contracting, the year also presented a career highlight in September when he was presented with the Industry Champion Award at the 36th Australian Freight Industry Awards. It came as a complete shock, but immediately settled as a crowning moment for one of the Australian truck industry’s biggest advocates. “I’d never thought about recognitions until I received life membership at the TWU about a decade ago and it was a real hoot,” he says. “To receive this award, which came out of the blue, is a magnificent moment, especially to be recognised by peers. I thank everyone in the industry and it’s so nice to be recognised.
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“Behind every good man is a good woman, and without Fiona I wouldn’t have got here. It’s the same for all of our trucking families. “I’m also so proud of my son Daniel who has followed in our footsteps in becoming a truck driver.” Representative of his career in the road transport sector to date, Glenn hasn’t taken much time to reflect on his accolade. He quickly turned from the award to the upcoming issues that he’ll continue tackling as Federal Parliament’s leading truck industry representative. I can’t help but marvel at how the trucking bug has still got him wrapped around its thumb all these years later. It’s these people that make the industry what it is.
“Going forward we have so much to do, from bringing sham contracting to the attention of lawmakers, which is like turning the Titanic around, to addressing fuel levies amid fluctuating diesel prices,” he says. “The industry is so mature – we’ve had so much thrown at us and we’re tested all the time. When the going gets tough, the transport industry is reflective of the people who live and breathe it – we’re tough and resilient and we love a challenge. “I’m so glad to be born into this industry, and now I encourage everyone to have a say through your appropriate industry body, to get involved and allow this sector to flourish for years to come.”
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truck of the month
BORN FOR THE USA A combination of ingenuity and efforts from Lean Specialised Trucks and Tefol Transport Repairs has resulted in a unique Aussie truck straight out of the American show truck world. Warren Aitken headed to ANA Asphalt to check out this stunning purple beauty 28 NOVEMBER 2026
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t’s fair to say the American show truck world is coming to Australian shores, and it is coming with a bang courtesy of this incredible build from the team at Lean Specialised Trucks and Tefol in Rutherford, NSW. As the crow flies, I was 16,000 kilometres away when Nick Lean and his team debuted their latest customer creation at the increasingly elite Casino Truck Show the other month – 16,000 kilometres away and eight to 10 time zones and it still stripped my attention from the clogs and cheese of the Netherlands. I was doomscrolling social media like an emo
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Images: Warren Aitken
teenager hunting reels, looking for every new photo or video, just dying to get a closer look at this incredible project. And there was no shortage of creative content. The Lean Specialised Trucks build for ANA Asphalts had garnered the attention of tens of thousands of Australian, and now international, truck fans. I wasn’t happy with just lapping up the online attention, so once I returned, I made my way down to the Tefol Transport Repairs workshop in the Hunter region of NSW to meet the man behind this build. Sorry, I should make something very clear first. While the young Nick Lean has leant his name to the company behind this truck, Lean Specialised Trucks incorporates not just his wife Sharece, but also a huge team of people. In his extremely humble way, Nick makes it clear that there is a massive team effort in all the work coming out of the Lean Specialised Trucks shed, and the Tefol Transport Repairs workshop as well, which is where he fills the workshop supervisor role as well. Oh yes, this mad truck loving Aussie wears a couple of caps in his day to day field. “I’ve grown up around trucks, my Dad, who also works here now, has always had trucks, he’s built trucks,” Nick says. “I’ve been a heavy diesel mechanic for about 12 or 13 years
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– my wife runs the office and technical side of Tefol Transport Repairs, so it was a no brainer to come across and work with her here. I have been here for four years now – I supervise the workshop along with my good mate Brendon.” Tefol was started back in 2004 by the Willis brothers and began with a strong focus on mining equipment and repairs. It has slowly incorporated and expanded into the road transport repairs, maintenance and fit-outs sectors over the years. With Nick and Brendon now overseeing the workshop, the company has built quite a reputation for their fit-out work on new trucks and now, with the official realisation of Lean Specialised Trucks, they are stepping it up another level. “Sharece and I have always wanted our name on something; we wanted to have a bit of skin in the game,” Nick says. “I had always wanted to build trucks, with Dad working here at Tefol, he had said the same thing – wouldn’t it be cool if we could get some trucks here to build – so we started with wrapping tanks, making visors, doing odds and ends and grew from there.” Lean Specialised Trucks technically only began earlier this year and is a separate identity to Tefol Transport Repairs, with its own crew, but the two outfits share not just a workshop, but
Above: A dash of purple really makes this Kenworth stand out on the roads
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also a utilisation of skills and workers. “We have our Tefol team that does all our repairs and servicing, and now with Lean Specialised we have a team that does all our builds,” Nick says. “But they all sort of work in together – you can’t build a custom truck without having mechanics and sparkies and such involved, so between the two companies we’re pretty versatile” Before Nick and Sharece put their name into the Australian Business Registry, the seeds had been well and truly planted for the Custom Truck wing. Not content with just wrapping tanks and designing visors, Nick was determined to put his money where his passion was (metaphorically speaking) and in 2025, with the support of Tefol, the team set about creating their first project truck. “Anyone can say they can build a truck, but until you do and showcase it, no one will take it on board,” Nick says. “So we bought a T600 to transform.” Like a good journo, I tried to uncover the deep emotional connections to the T600 model that drew Nick to this often dubbed ‘ugly duckling’ of the Kenworth catalogue. When I put the question to him, I got as honest an answer as you would expect from this young man. “It was cheap,” he says, though he also admits his good mate Scott Blackhurst helped by showing just how good the 600 series can look with his incredible T600. From January 2025 until the unveiling at Casino in August 2025, the Tefol team transformed the dead-in-its-tracks T600 to an incredible looking custom truck. True to form, it showed the work the guys could do, leading directly to an approach from ANA Asphalts for this project you see before you – EVELAN. Let’s jump to this big girl then. Angus and Kristen Walker sit at the top of the table for ANA Asphalts, a family owned company in Newcastle focused on road construction. The couple and their company are familiar with the Tefol team who have been repairing and servicing a load of the company’s
Top & above: An array of additions and sprinkles of purple (including the lights) provide a rig full of zing Right: A couple of different trucks that summarise ANA Asphalt’s diverse fleet Opposite: The internal layout is perfect for a young family
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“We have our Tefol team that does all our repairs and servicing, and now with Lean Specialised we have a team that does all our builds.” gear, along with adding some pazazz to some of the pristine ANA fleet already. EVALAN, however, was a next level undertaking. “It was a joint venture from the start,” Nick admits. Angus had witnessed the manifestation of the T600 Show truck and admitted when the time was right, he would love to get a show truck built as well. That time came in August 2025 when, still officially under the Tefol Transport Repairs banner, the team set about invoking Angus’s vision. “Angus wanted to do a large mini truck, he loved the low look of the mini trucks, but he wanted to do it with a big Australian truck,” Nick says. “We both went looking, he found one with an integrated sleeper, but it wouldn’t give us the look we wanted, so eventually we found a day cab down
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in Melbourne. It had a CAT in it – I’m CAT through and through, so it was a no brainer.” Nick and Angus popped down to have a look at the short wheelbase T908 and snapped it up. “We bounced our way back up from Melbourne,” Nick laughs as he recalls the uncomfortable nature of the journey home. “Once we got started, it definitely became bigger than anyone expected.” The truck was taken back to bare bones and everything from the chassis rails to the electrical system was overhauled. The challenge for Nick and the team was taking an Australian truck that is designed to be big and high and meshing that with the long low American look that he and Angus had foreseen. “To change one part for a certain look, you found you needed to change four parts by the end,” Nick says. “When we lowered the front, we thought that looked perfect. But then, because of the way the pitman arm is on a 908, when you went right hand lock the drag link was extremely close to hitting the swinging shackles at the back of the spring. So, we had to change it out with components from different models.” The retelling of these hiccups comes with more than a little enjoyment in the tone as you can appreciate how much Nick and his team enjoyed the challenges of bringing this truck to life.
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Above: EVELAN was gleaming the day I arrived to shoot the exciting truck Below: Every single part of this truck has been carefully designed and executed Opposite top: Some finishes to encapsulate the beauty of this big rig
“Even the J brackets were off a different model to get the tanks to sit lower. The challenge was in making everything line up, which is super hard to do, but we wanted it right, we all enjoyed it. The fabricators had a ball.” “There wasn’t a lot bought off the shelf on this truck,” Nick laughs. “Even the J brackets were off a different model to get the tanks to sit lower. The challenge was in making everything line up, which is super hard to do, but we wanted it right, we all enjoyed it. The fabricators had a ball.” There may be a touch of sarcasm in the last part as Nick recalls all the work they did, and he is the first to confess he won’t take any credit for building it, admitting he isn’t a fabricator. He does commend his team of great fabricators that brought his and Angus’s often impossible ideas to reality. The colour and interior is all Angus though, but finding the 60’ bunk to go behind the truck came down to Nick’s American contacts. “We got the sleeper out of California, re-sheeted it all, got a new floor and had to add a new door as the American one was on the wrong side,” Nick says. “We redid the whole thing. Then the idea of putting two seats in was all so Angus and Kristen could take their girls for a ride. “Angus is a very family orientated person, and this is a bit of a legacy truck, he wanted something like a family cruiser.” All of that is personified in the truck’s name, EVELAN, a combination of his two daughters’ names in Evie and Lani. Colour-wise the purple chassis and influence is tied to ANA Asphalt and their purple themed equipment. The white, however, was definitely not where Nick saw the truck going. “That was a hard one for me to accept, I thought we could do such a cool paint scheme on it, but Angus was insistent he just wanted white. We agreed on a three-layer pearl white,” Nick says. He says when it all came together, he was glad Angus had put his foot down on the colour choice. The challenges and the lengths the team went to in order to
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keep them flat out went right up until the truck’s unveiling to Angus and Kristen just days before the Casino Truck Show. The reaction from Angus and the family when Nick drove it out of the shed still resounds with Nick, showing how passionate and invested he and the team are in their work. “Angus had asked for no updates as we started putting it all together, so when they came to the workshop and I drove it out for them, there is no better feeling than that,” Nick confesses. “You can’t put it into words, that satisfaction at delivering something like that to not just a customer, but a good friend – you can’t put a price on that. That’s what we want for every customer. Whether it’s tank trims, building a working truck or a show truck, you want them to have that same feeling.” I am not trying to get all emotional or sappy, but it is that level of passion and pride that allows teams like Nick, Lean Specialised Trucks and Tefol to produce such cool gear. And sharing the accolades is another big part of their success. Between Tefol and Lean Specialised they can cover all the auto electrical work, like the impressive sound system. As discussed, the in-house fabricators had their hands full designing and making the ideas work. The mechanical work was all done in-house. Credit for the fantastic paint work goes to local company B&M Designs, with Brad’s Custom Trim deserving the accolades for the interior work. Nick’s mate Scott Blackhurst played a vital role with the
American style front airbag system. Shout out as well to Silverback Armour and All American Custom Chrome for the exhaust system and classic American lights. Air Cans Australia helped finish off the style with their custom air cans and most people can spot the Lelox guards for a finishing touch. There are so many people to thank and commend for such a stunning show truck, you can see why Angus and the ANA Asphalt crew are over the moon with their family cruiser and I can’t wait to see what rolls out of the Lean Specialised Trucks workshop next. Nick makes it very clear he and the team are open to everything, even spruiking the idea of a European show truck concept if anyone is so inclined. I, for one, would love to see how this team of machinery magicians go with that.
MAKE THE
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REDUCE DOWNTIME
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NATROAD Warren Clark
Real-world work NatRoad’s Warren Clark details why the transition to lower emissions vehicles must coincide with a real-world justification for owner-drivers across the country
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model and availability. If you are already up to your eyeballs in debt, most people would tell you to keep driving your reliable old sedan around rather than buy a sports car. This becomes especially important when there are question marks over whether the infrastructure exists to keep those shiny new trucks operational outside of metropolitan areas. Government investment in charging and alternative refuelling infrastructure still has to reach the places trucks actually travel. At the moment, suitable and reliable charging sites are too few and far between.
WARREN CLARK is CEO of the National Road Transport Association (NatRoad).
“We want to support the technology that will reduce our reliance on diesel without pretending we can stop relying on diesel tomorrow.” Image: parameestock.adobe.com
he transition to electrification has become a popular topic for politicians talking about Australia’s road freight future. But there’s a big difference between policies which look good on paper and policies that work on the road and for business. We know that every freight task which can viably move to electricity, hydrogen or another lower-carbon fuel will reduce pressure on our diesel supply and strengthen Australia’s fuel security. In my years in the industry, I haven’t met many operators who would turn down a solution that is cheaper and cleaner. But it’s also far too simplistic right now to say “just go electric”. The reality is that decarbonisation currently adds cost to operators rather than mitigating it, making it difficult to justify the outlay. This year, we have seen diesel prices surge, delivering an immediate hit to cash f low to businesses and leaving many businesses fighting just to stay on the road. With cash tight, it has to be acknowledged that upgrading to electric trucks is very expensive – six to seven figures easily depending on the make,
If there is a broken charger at one stop, there is rarely contingency in place so trucks can recharge safely somewhere else without worry. Then, there’s the technical expertise. Electric trucks are giant, complex computers. The skills and services needed to maintain this new technology need to be available wherever trucks are, when, not if, something goes wrong on the road. It’s why diesel will remain essential for many freight tasks for the foreseeable future. Trucks doing predictable metropolitan runs have very different needs to an owner-driver travelling thousands of kilometres through regional and remote Australia with constantly changing conditions. Particularly during emergencies and in rural and remote areas, the alternatives on the table simply aren’t as practical as good old diesel yet. That’s why NatRoad is advocating for a Clean Transport Fund and net zero transition strategy to support alternative fuels, alongside electricity and hydrogen, as well as low-emission trucks. We can’t put all our eggs in one basket if we are going to see real progress on decarbonisation. There is no one silver bullet to fixing this. A transition must be fair, practical and commercially realistic for operators. Looking ahead must consider where we are right now and get the balance right. We want to support the technology that will reduce our reliance on diesel without pretending we can stop relying on diesel tomorrow. NatRoad is also asking government to consider the immediate option of blending renewable diesel with diesel to offer cost relief and decarbonise without crippling business. This is common practice overseas. Other countries have found diesel blends to be reliable and more affordable. Blends can be used with existing infrastructure and the set up doesn’t require the purchase of a whole new vehicle. While there’s work to be done here, blended diesel is shaping up as a practical solution which deserves real thought and exploration. NatRoad is taking our transition strategy to government, but we know it’s vital to keep supporting our members at the same time. Our Decarbonisation Hub has resources owner drivers can use today to make practical changes and become more fuel efficient today. Visit our website to find out how you can Get Fleet Fit. And we’re making sure the people designing the transition hear from you – the people who will have to implement it. If Australia’s road freight industry is going to make this transition successfully, the numbers have to stack up. Trucks must be able to get the job done on the road, not just on the whiteboard.
NatRoad communications are intended to provide commentary and general information. They should not be relied upon as legal advice. Our advisers are available to clarify any questions you have and provide the right advice for your business and workforce. Contact NatRoad on (02) 6295 3000.
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NHVR Paul Daly
HVNL in action The NHVR’s Paul Daly takes us inside the updated Heavy Vehicle National Law and what the regulator is focusing on as the industry adapts to changes
KEEPING INDUSTRY INFORMED
Over recent months, the NHVR has invested significant effort into ensuring operators understand what has changed and where they can find reliable information. Our HVNL awareness campaign has been viewed more than 7.6 million times across social media and generated more than 443,000 visits to HVNL content on the NHVR website. At the same time, our subject matter experts have continued engaging directly with operators at conferences, forums and industry events across Australia. These conversations have been invaluable. They provide insight into how the reforms are being applied in practice, where operators are adapting successfully and where additional clarification is needed. That feedback is helping shape the next phase of implementation, with guidance material continuing to evolve in response to the questions and experiences being shared by industry.
ANSWERING COMMON QUESTIONS
One area that has attracted considerable attention is the increase in penalties under the HVNL. It is important to understand that the figures often referenced publicly
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are maximum court-imposed penalties intended for the most serious offending, including deliberate breaches, repeat non-compliance and conduct that creates significant safety risks. They are not the same as roadside infringement notices. For operators doing the right thing, the fundamentals have not changed: understand your obligations, manage your risks and ensure appropriate systems are in place to support safe and compliant operations. As operators continue adapting to the reforms, the NHVR is receiving a steady stream of practical questions about what the changes mean in day-to-day operations. One of the most common is: Do I need a new Written Work Diary? The answer is no. Drivers can continue using their current Written Work Diary until it is full. NHVR guidance outlines the new recording requirements that will apply when operators transition to a new diary – this can be found on the NHVR website. Another area generating interest is Alternative Compliance Accreditation – Fatigue (ACA-Fatigue) under the new Heavy Vehicle Accreditation scheme. For operators considering an application, the starting point is a safety case that explains the alternative hours being sought and how fatigue risks will be managed. A Fatigue Risk Management System must also be provided. Recognising that this may be unfamiliar territory for some businesses, particularly smaller operators, the NHVR has developed templated tables of hours based on common arrangements previously used under NHVAS. Operators can use these templates or propose hours that better suit their operation.
Paul Daly is the NHVR’s Director Strategic Policy.
ENSURING COMPLIANCE WITH THE 20-METRE LENGTH LIMIT PROVISIONS
Image: Serge/stock.adobe.com
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he heavy vehicle industry has now had time to settle into the changes to the Heavy Vehicle National Law (HVNL), which came into effect on August 1, 2026. For the National Heavy Vehicle Regulator (NHVR), this marks a transition into the next phase of implementation: listening to industry, addressing areas of uncertainty and providing practical guidance and support. The early response has been positive, with operators across the country taking steps to understand and implement the changes. However, understanding a new requirement in a fact sheet or webinar is one thing; applying it during day-to-day operations is another. That is why our work does not end at commencement. The NHVR remains focused on helping industry build confidence in the new requirements, answering questions as they arise and ensuring operators have the information they need to meet their obligations and continue operating safely.
Another recurring question is what a Safety Management System, or SMS, actually means, particularly for smaller operators. It is important to clarify that operators do not need a formal SMS simply to operate under the HVNL. However, all operators should be able to demonstrate that they understand the safety risks associated with their business and have measures in place to manage them. For small operators, this can be simple. Make sure you have: • A short statement outlining your commitment to safe operations • Clear responsibilities for safety decisions • A process for reporting incidents, defects and near misses • Records showing how you identify hazards and manage risks Even though an SMS isn’t mandatory for non-accredited operators, adopting these practices strengthens your safety management and reduces risk. For those considering accreditation under the new HVA scheme, an SMS becomes an important part of demonstrating ongoing safety assurance. To support operators, the NHVR has developed practical tools, including the Risk Register Builder. Designed around the NHVR’s Master Code of Practice, the tool helps operators and other Chain of Responsibility (CoR) parties identify hazards, assess risks, select controls and create a business-specific risk register that can be maintained as a living document.
The new mass, dimension and loading provisions have also generated considerable interest, particularly the ability for eligible combinations to operate at up to 20 metres. Importantly, the additional length allowance does not remove the need to comply with other vehicle requirements. Operators must still ensure their vehicles meet applicable requirements relating to dimensions, wheelbase, braking performance, side underrun protection, mass and axle loadings. For combinations operating between 19 metres to 20 metres, trailers with a Gross Trailer Mass exceeding 10 tonnes must be fitted with ADR 38/05 (or later) compliant brakes powered by the towing vehicle. The NHVR is continuing to refine guidance material to help operators understand how the provisions apply to their specific vehicles and operations. The implementation of the HVNL reforms is not a single event. It is an ongoing process of education, engagement and continuous improvement. The questions being asked by drivers, operators and businesses are helping shape the next phase of support by identifying where further support and clarification are needed. As the industry continues to adapt, I encourage operators to keep asking questions, sharing feedback and seeking clarification when needed. Those conversations will help ensure the reforms deliver their intended outcomes: safer roads, more consistent regulation and a stronger, more productive heavy vehicle industry.
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events
FACING THE FUTURE The broader supply chain and freight industry descended on Melbourne in September for a jam-packed 2026 edition of MegaTrans
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egaTrans 2026 was held in Melbourne in September, facilitating two days of discussion, debate and networking as industry leaders tackled the pressures reshaping Australia’s freight, logistics and supply chain sectors. Held at the Melbourne Convention and Exhibition Centre, the event brought together operators, manufacturers, technology providers, government representatives and industry associations to examine issues ranging from freight decarbonisation and industrial land availability to automation, technology adoption and the competitiveness of smaller logistics businesses. A total of 5,113 attendees walked through the doors at MegaTrans, with just under 70 per cent being decision makers within the supply chain sector. Across the conference program, a recurring theme was the need to turn broad ambitions around sustainability, productivity
and technology into changes that work at an operational level. Prime Creative Media Chairman John Murphy said the event was designed around those real-world pressures. “This year’s theme is the Sustainable Supply Chain of the Future. It is about decarbonising without undermining what works, automating without losing our people, building networks that serve our operators. It’s about increasing safety as well as productivity,” he said. He added that much of MegaTrans’ value came from “the conversations that will take place” and bringing freight and logistics supply chains together under one roof. He pointed to the introduction of the new Operator Hub, presented by Geotab, as a dedicated meeting space for operators and suppliers. The Hub brought together organisations including Amazon, DP World, UPS and Maersk, creating another focal point for industry discussion and networking. He said the broader conference program had been built around the pressures facing transport and logistics, including decarbonisation, automation, safety, workforce challenges, cybersecurity and resilience. Those issues came through clearly across the panel program, where speakers examined how they are playing out in different parts of the supply chain. The pressures facing smaller logistics businesses were brought into focus during the Reinvigorating mid-tier logistics session. ASCLA’s Steve Ballerini highlighted the importance of helping mid-tier operators remain competitive in a market characterised by rising costs, tight margins and long payment terms. Panellists explored where technology can provide an immediate return without requiring enterprise-scale investment, how smaller businesses can differentiate themselves from large national networks and the role collaboration could play in helping operators gain scale while retaining their independence. The event also recognised achievements across the industry, with Coca-Cola Europacific Partners named winner of the Sustainable Warehouse Award and Norman Carriers receiving the Fleet Excellence Award. Both awards were sponsored by Jialift. Decarbonisation remained one of the dominant themes as MegaTrans moved into its second day. The Alternative Fuel Summit 2026, presented by the Victorian Transport Association and supported by CMV Truck & Bus and Viva Energy Australia, brought together industry leaders, researchers, fleet operators and technology and infrastructure specialists. VTA Commercial Manager David Ritchie said the Summit was focused on the practical realities of the transition. “We’ve assembled an outstanding programme that brings together industry leaders, researchers, government representatives, fleet operators, technology and infrastructure
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Image: Prime Creative Media
specialists to examine the practical realities of freight decarbonisation,” he said. “Throughout the day, we’ll explore electric and hydrogen vehicle pathways, the economics of fleet transition, infrastructure requirements, risk and insurance considerations, emissions management, alternative fuels and the latest technology developments shaping our industry.” Sessions throughout the day reinforced that the pathway to lower-emission freight will not be driven by a single technology. Discussions examined alternative fuels, electrification and hydrogen alongside the commercial realities facing operators, including vehicle and infrastructure costs, charging and refuelling availability, reliability and the need to select technologies suited to individual freight tasks. Beyond the Alternative Fuel Summit, Day Two continued the wider MegaTrans conference program, with operators, industry bodies and supply chain leaders examining challenges across freight, logistics and warehousing. Representatives from organisations including CEVA Logistics, Asahi Beverages, Coca-Cola Europacific Partners, the Australian Logistics Council and a range of road freight operators took part across the day.
Technology was similarly prominent throughout MegaTrans, with discussions examining the progression from basic vehicle tracking towards connected systems incorporating AI-enabled cameras, fatigue and distraction monitoring, fuel analysis and other operational insights. Closing the Alternative Fuel Summit, the VTA acknowledged that substantial work remains as the freight sector navigates its transition, while pointing to the industry’s history of adapting to change. “The freight industry has never shied away from change or a challenge. We’ve always adapted to new technology, new regulations, and new customer expectations,” the VTA said. “The transition to lower emissions transport will be no different.”
ABOVE, L TO R: Plenty of people soaking up the show floor and the new-look conference program OPPOSITE: The latest truck technology, networking and awards summarised a busy two days in Melbourne
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events
ENDEAVOUR MANUFACTURING AWARDS RETURN
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Australia’s manufacturing industry is being called on to nominate its leading businesses, innovators and professionals as the Endeavour Manufacturing Awards return for 2027
resented annually by Manufacturers’ Monthly and held in collaboration with Australian Manufacturing Week, the Endeavour Manufacturing Awards are the premier celebration of excellence and innovation across Australian manufacturing, recognising the individuals and organisations driving the industry forward. The 2027 awards will once again bring together manufacturers, industry leaders, innovators and emerging talent to celebrate the achievements helping shape the future of Australian manufacturing. Nominations are now open, providing businesses and individuals with the opportunity to showcase their achievements and recognise those making a significant contribution to the sector. This year’s program will also expand with three new award categories, highlighting some of the key priorities and opportunities facing Australian manufacturing. The Apprentice of the Year Award will recognise an outstanding apprentice who has demonstrated exceptional commitment, technical ability, initiative, and contribution to the manufacturing industry. The SME of the Year Award will celebrate an Australian small or mediumsized manufacturing enterprise that has demonstrated strong business performance, innovation, resilience and commitment to the industry. Meanwhile, the Excellence in Sovereign Capability Award will spotlight a manufacturing business strengthening Australia’s sovereign manufacturing capability through the development, production or delivery of critical products, technologies, systems or capabilities. The new categories join existing
awards categories including excellence in sustainability, outstanding start-up, innovation in food and beverage manufacturing, health technology, aerospace and transport, leader of the year and advanced manufacturer of the year to provide greater opportunities to recognise the diverse achievements and contributions of individuals and organisations across Australia’s manufacturing industry. Prime Creative Media’s Head of Awards and Conferences Caitlyn Douglas says the additional categories in the 2027 program are vital to the development of not only the awards but industry recognition as a whole. “Introducing these additional categories is an important step in the growth of the 2027 program and ref lects the evolving nature of Australia’s manufacturing industry. They provide more opportunities to recognise the diverse businesses, individuals and achievements contributing to the sector, ensuring that more of the industry’s success
stories have a platform to be celebrated,” she says. Returning as platinum partners of the awards is BDO Australia, RSM Australia, Weld Australia and Manufacturing Industry Skills Alliance, while Australian Manufacturing Technology Institute Limited (AMTIL) and Australian Manufacturing Week continue as the awards collaboration partner for 2027. With nominations now open, manufacturers across Australia are encouraged to put forward the individuals, businesses and initiatives they believe deserve industry recognition. The awards will culminate in the Endeavour Manufacturing Awards gala dinner in May 2027, held in Melbourne during Australian Manufacturing Week, bringing the industry together for an evening of networking, celebration and recognition. Head to the website at https:// endeavourawards.com.au/nominate/ and start your nomination.
TOP & RIGHT: The Manufacturers’ Monthly Endeavour Awards is back in 2027
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truck show
MAGIC MUSTER
As a self-labelled Mack devotee, Warren Aitken was among the hordes of people to descend on Archer Falls Airfield for the inaugural Queensland Mack Muster
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B
efore I begin this arguably biased, positive leaning summation of the inaugural Queensland Mack Muster, we need to get a few things straight. I appreciate that my role as a running commentator of truck shows requires that I remain fair and impartial, which I always strive to do, even in this summation. But make no bones about it, I have been a fully-fledged card-carrying Bulldog fan since my uncle first terrified me, then hypnotised me with the air start on his old R Model Mack for Freight Haulage back in New Zealand. I was hooked with every Mack he pulled up outside my house in and school be damned, all I wanted was to spend the day ‘looking up a ddog’s A#@e’, as the saying goes. At primary school I wasn’t the tallest chap and climbing up into his FR, I felt like I was replicating Sir Edmond Hillary’s summit of Mt Everest. By the time he had his hands on a 350hp day cab Ultra-Liner I thought I was the duck’s nuts sitting in the passenger seat, eating the sammies Nana had made and pen in hand ready to fill in Uncle Geoff’s logbook if we got wheeled in. It’s childhood memories like that that sway me to the Bulldog brand, it’s memories like that that sway thousands of people to the Bulldog brand and it’s memories like that that ensured when Trevor McLeod decided a little over six months ago to put on a Queensland Mack Muster, that surprise, surprise people jumped on board. Now with my impartiality in full display, we shall get down to the nitty gritty of this snowballing event. As mentioned before, it began a little over six months ago when Woodford Lions Club member Trevor McLeod approached his fellow club members about the idea of hosting a Mack Muster to raise money for a couple of very important charities. First, the ‘Get Yourself Checked’ Foundation, a Queensland based charity that focuses on raising awareness for prostate cancer and promotes regular testing and early dedication of the disease. Then the Jackson Hepner Foundation, which is another Queensland charity. The Jackson Hepner Foundation supports young people battling cancer and also supports their families. While the Woodford Lions Club was aware of the charities, the concept of a Mack Muster was the baffling part to them, but they let Trevor run with the idea. Trevor, who has a deep passion for pretty much everything with an engine, knew how deep the Mack machismo is among the die-hard fans and was able to tap into that to advertise and promote the event. With the help of a little social media, AI or SI, if you’re that way inclined, Trevor soon got the interest rolling. Raising the profile of the event was helped by a couple of things – number
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Images: Warren Aitken
one; we all love a Mack and number two; as the saying goes – ‘Location, Location, Location’. Trevor had organised for the event to be held at the Archer Falls Airfield near Mount Archer in Queensland. It is one of the most scenic backdrops available for a truck show and pretty much sells itself as an ideal place to spend your Saturday. In six months, the plan grew from a tiny seed to a full blown bouquet of Bulldogs, from a truck show to a convoy and truck show, then to a Gala Dinner followed by a convoy and truck show. The event plans took off like a V8 Super-Liner. It was a massive project to undertake, and Trevor went into it like a, well I guess like a V8 Bulldog, so let’s look at how it all unfolded now. First the format. With all the marketing and media, the interest in the show was immense. In the end, Trevor had to cap the entrants at 300 as it was the first event and although he had spent the previous weekend marking out 350 parking spots at the Airfield, Trevor was still erring on the side of caution when it came to the location’s capabilities. He was also intent on parking the vehicles up in positions perfect for photographing and appreciating the trucks rather than just cramming in as many as possible. While the cap limit meant more than a few missed out, it was a strategic move and pretty smart for a first event. The decision was also made to limit the convoy to 150 trucks, making both traffic management and parking on site a much more manageable task. Before all of that, however, was the first ever Queensland Mack Muster Gala Dinner. Now I cannot attest to the experience of the Gala Dinner – while I had donated a framed print for the Charity Auction, I wasn’t able to purchase a ticket to the three-course dinner held at the Woodford Memorial Hall. The sold-out event feed 240 guests with a three-course meal well above that seen at the local truck stop hotbox. I heard positive feedback about the guest speakers and the charity auction racked in over $40,000 for the charities. The bidding for lead Dog in the convoy was about as intense as the AFL Grand Final with North Queensland Mack man Garth Lambert pipping Bernie Tobin at the post.
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Opposite top & bottom: Garth Lambert fought hard to take the lead for the first ever convoy and his 89 Super-Liner did the job perfectly. While you can see the smoke, trust me that it played second fiddle to the sound of this beautiful beast; Drivers flocked together under the bridge at the Caboolture Showgrounds, avoiding the rain and enjoying the conversation as they wait to hit the road Clockwise from top left: Peter Goldspring had several of his collections there from NSW, but this ‘89 Value-Liner was my pick of the bunch; Anywhere Truck and Machinery Heavy Towing had a couple of iconic Macks participating in this year’s convoy. This off-road behemoth is used to do the work all the pretty kids are scared to get to; John Bock with his immaculate 1963 B-61 out of Theodore in Queensland; There is some history to tell among the 300 trucks that attended the event; The Mactrans team heading west towards the show. Mother Nature may have had her say, but the Mactrans fleet still shone with pride
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Clockwise from top left: The Neil Mansell fleet showed off the Mack heritage that is part of their company on the convoy to Archer Falls; The advantage of holding the show at a small town airfield was the flight options – be it fixed wing or helicopter you could get a scenic view of the show and the area for a small fee. And no, my cameras don’t operate at that height; I spent more than my allotted time talking to Mark Richardson out of Maitland NSW and it was awesome. Pictured here with his 1972 Mack Flintstone; For those a little tired of the two step, you could always catch the train around the Mack Muster. It looked a little tight for me though; It was a picture-perfect day for a truck show once Mother Nature packed the rain away and it doesn’t get any more relaxing than the Archer Falls Airfield Opposite, clockwise from top left: A mix of historic and modern took part in the first ever convoy and it really hit the spot for all those that lined the roads to enjoy the show; As I have gotten older, my appreciation for the R-model has just grown and there were some immaculate examples on display; The convoy included the broad range of Mack legends seen here in Australia; The crowds just loved the set-up of the Queensland Mack Muster – plenty of room to walk around and enjoy the history on display
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All up another $54,000 was raised in the race to lead the black smoke brigade the following day. The Saturday is where I finally got my fix – the two-hour drive from home made all the easier knowing the gluttony of gorgeous trucks awaiting me at the Caboolture Showgrounds, the staging point for the convoy. My lovely wife and I made a quick stop on the way to Brisbane’s north side to pick up my uncle, the man I mentioned at the start of the story and the man who ignited my Mack passion – I thought it only fitting I dragged him along to enjoy the event. When we arrived at the Caboolture Showgrounds, there were already a massive amount of Mack fans wandering among an amazing array of Macks – it was Mack Mecca. What made things even cooler was the fact the Caboolture Showgrounds sits directly below the motorway leading out towards the Archer Falls Airfield and the trucks that weren’t in the convoy were singing the songs of the Mack people as they tore overhead, with deep throated V8s roaring like an eloquent choir. Throw in a blanket of black smoke as the boys and girls put the boot into it and it was like being wrapped up in a blanket of history and nostalgia. Mother Nature tried to dampen the atmosphere with some liquid gold but as it sizzled off the smoking stacks, so did it roll off the shoulders of us Mack fans. We headed towards the show, ahead of the convoy, aiming to find a quiet spot to park up and enjoy the 150 Macks, but much to our surprise we had to pretty much complete the 37km convoy route before we could find somewhere to park. Trevor’s AI advertising blitz, with help from the AI theme song that roared on social media, ensured that the entire route was full of people out to enjoy the convoy. Again, the weather tried to dampen enthusiasm but fell well short. It was an incredible turn out. Eventually we found a spot to snag some photos and just sit back and enjoy the sound of so many Super-Liners (apparently over 100) and so many V8s (apparently well over 100), it was an awesome scene and by the amount of black smoke being shared you could tell the drivers were loving it as well. Finally though, I get to have a complaint. It’s taken over 1,000 words to get there, and I attest I couldn’t find anything to complain about after this, but I did find a small hiccup in an otherwise faultless first event – getting into the show. Once the convoy got through, we joined the line-up of traffic trying to get into the show and it was a bit painful. I did here tell of many people that gave up and turned around as the one road
“When we arrived at the Caboolture Showgrounds, there were already a massive amount of Mack fans wandering among an amazing array of Macks – it was Mack Mecca.”
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into the event was bumper to bumper for kilometres. Having an abundance of attendees trying to get in and parked is a good problem to have, but I am sure it will be something that will be looked at for the next event. On to the show itself, how do you sum it up? There was plenty of food, and good food at that. There was plenty of merchandise and market stands, and again good ones at that. There was nonstop entertainment, even some that followed you around all day. There literally was something for everyone. I’m pretty sure my wife came away with more Mack merch than even me, but I think what made this show was the people. Everyone there had a Mack story to share or a Mack question to ask and everyone there was willing and obliging in sharing. It was a 300-truck event that felt like sitting down with a mate sharing a beer. When I spoke to Trevor after the event, he commented to me that he didn’t have to do any clean up the day after the show. Many had camped on site and when everyone left the place was as picture perfect as when they had arrived. I think that is a reflection of the type of people and the atmosphere this event enveloped. There were brand new trucks and trucks that had done more kilometres than I’ve had hot dinners. There were guys starting their trucking careers mixing with guys that had long since retired and had no idea how to Bluetooth their phones to the truck’s radio. There were kids there that will one day be behind the wheel of these big monsters, mixing with the guys that will one day be overseeing their MC training. It was a real family feeling event, set among the most picturesque location and surrounded by history makers and history breakers. Yes, I sound a bit starry eyed, and yes, my Bulldog prejudice is shining through. But full credit to Trevor, the Lions club and all of those involved. This six month project was a knock out and I for one will be looking forward to round two.
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feature
BUILDING THE FUTURE
For nearly 30 years, CNC Cartage has steadily grown into Brisbane’s leading crane truck hire company. A key pillar of this evolution has been the operator’s ongoing affiliation with a major truck brand
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here are many people who have helped shape the Australian truck industry over the past century. Some are doyens, some unwittingly make the current make-up of trucks and operators what they are today by making the time-honoured bold call of buying their own truck and starting their own business. Chad Brown is one of these people. In 1998, he kicked off CNC Cartage with the sole truck and an appetite to take on everything and anything in southeast Queensland. Nearly 30 years on, the founding director and owner has created a crane truck empire that is helping build major infrastructure projects across a region preparing to host the 2032 Olympic Games. “We were lucky to fall into a niche area with crane trucks,” he told OwnerDriver. “From there we’ve just kept buying crane trucks, we’re about to have our 80th truck in the fleet at one time, which is a special milestone for us.” The growing CNC Cartage team nowadays visits 1,000 sites each and every day, creating what Chad admits is “a ridiculous amount” of work for the transport business. While the Queensland-based operator still has customers from every sort of industry, from moving and lifting reo steel to concrete and everything in between, the construction and hire industry is the brand’s bread and butter. The construction and hire industry, particularly in south-east Queensland, knows who to call for heavy items that need picking up, moving and lifting off a truck, with all roads often leading to Chad. How does
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one grow to become Brisbane’s leading crane truck hire company? Chad, as humble as ever, says this reputation has come from a mixture of good fortune and high-quality service. “I tell myself sometimes that this constant growth has come from being lucky over a long stretch of time,” he says. “We’re lucky we offer a product that people need, but I also think it’s about the hard work we’ve put in behind the scenes to get the job done. We have always strived to be the best that we can, and through that we’re lucky to only have the one salesperson onboard and no sales team as we don’t need to chase work, it manages to come to us. “I think that’s because we have a good presence on the roads and we pay high attention to detail and quality with everything we do.” Vehicles, whether it be their quality or their branding capabilities on Queensland’s major highways, have been critical to CNC Cartage’s emergence since its foundation in the late ‘90s. With customer satisfaction being a critical factor for the operator in the booming field of building and construction, Chad has always placed a heavy emphasis on buying the very best trucks for his fleet. This can be traced all the way back to 1998 when he joined forces with Sci-Fleet Hino to buy his first second-hand truck. “We started with a second-hand truck and very shortly after bought our first new truck from the Hino dealer,” he recalls. “Just the other weekend we serviced all of our
vehicles in-house and a subby came in for a service with that very first new Hino truck. It’s still in our fleet, despite being sold multiple times, showing its quality.” Back in the late 1990s, Chad says Hino presented itself as a good and reliable product, with not much changing in his eyes over the resulting decades. “I can’t put my finger on why I loved Hino so much at the time, but it was a place of right place, right time and I’ve enjoyed Hino ever since,” he says. “We started with single-drive Hinos, like the FG model, but as we’ve grown over time, we’ve evolved our truck sizes and various models. “Hino has been our product of choice but it’s simply lasted so well at such a high quality for more than 20 years. We have a number of different Hino vehicles – originally we only bought Hino and we’ve only had to diversify over time due to product availability over the years – and the badge has been a major presence in our fleet for so long.” At a guess, Chad says 50 per cent of trucks in his growing fleet are Hino models. These trucks vary from the FG, GH and FM models to the newer 500 and 700 Series vehicles, including the very latest 700 Series FS. What makes this even more impressive is CNC Cartage’s fleet requires particular crane truck models to deliver building products and specialpurpose cargo across greater Brisbane. All trucks are fitted with nine-metre trays for maximised cargo space, with the Hino cranes ranging from the HMF 910 for smaller lifts right through to the HMF 1520 for medium-heavy lifts. The operator
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Images: Hino Australia
“WE ARE PROUD TO HAVE PLAYED AN IMPORTANT PART IN THE GROWTH OF CNC CARTAGE AND LOOK FORWARD TO EVOLVING WITH THEM INTO THE FUTURE.”
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also runs a number of tray-expander trucks with a double-decker style set-up, almost doubling the amount of cargo the Hinos can cart. “The most exciting part is the expanded range of 700 Series Euro 6 compliant models that we have five of in the pipeline being built right now,” he says. “I think they will be a really good product – we’ve had the 700 Series in a prime mover spec for a couple of years and it’s been a solid performer. “We get extra axle weight added to them, which really helps with getting more weight onto the truck with our cranes. We traditionally couldn’t go to Hino for a twin-steer crane truck, but with the newest spec of the 700 Series FY3036 we can now do this, it’s changed the game.” Outside of the product, Chad says his ongoing partnership with Hino through the Sci-Fleet Hino dealership has been a critical part of his affiliation with the badge. He says this partnership spanning nearly three decades has achieved such longevity through a combination of constant quality product and a flourishing bond with the Sci-Fleet team.
“There’s a lot of stuff coming into the market that’s different, but Hino remains a tested and tried product so we know everything will always be good,” he says. “I see our work with Hino and Sci-Fleet as more of a partnership. I know whenever I need trucks I can call them and I’ll get a high quality vehicle. It’s a partnership where I know the vehicle will always be there and we can continue growing without restrictions.” The love is shared across all sides of the partnership, with the Sci-Fleet valuing CNC Cartage as one of its most pivotal customers over the years. “Sci-Fleet Hino has been working in close partnership with CNC Cartage for 30 years now, starting at the very beginning when the business started as a one truck operation, led by Chad and Chelsea,” Sci-Fleet Hino General Sales Manager Nathan Murdoch says. “Over the years, we have worked closely together as the CNC business changed and evolved into the large fleet that it is today. We are proud to have played an important part in the growth of CNC Cartage and look forward to evolving with them into the future.” The arrival of the latest 700 Series trucks comes at another crucial juncture for the CNC Cartage team. Chad says more growth is on the cards as he continues trying to provide the best quality construction and building supplies transport in southeast Queensland with a rising number of reliable vehicles in the fleet. “We need to continue growing – we’ve got a brand new depot opening soon, with the roof going up as we speak,” he says. “We’re comfortable now and Hino continues to come to the party and supply what we need. “It’s exciting to know what the future looks like for both Hino and us, I don’t see our partnership changing at all.”
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feature
KEEPING IT KENWORTH
As a third-generation family business based in Cobram, Macheda Transport has had a love affair with Kenworth spanning more than 50 years. It’s now expanding this with the delivery of the iconic brand’s latest technology
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now being continued through his three kids Sophie, Nicholas and Samuel as part of the third generation to run the family operations. The business continued to grow, with more Kenworths coming into the fold as Macheda Transport solidified itself as an integral part of the Cobram and wider community. Despite its evolution over the decades, the family business maintains its personalised service style while growing its transport and storage solutions for a growing customer base. The operator changed its make-up in 2010 when Frank’s parents made the call to step away from the business and the industry. With this came Frank and Debbie’s chance to grow the company in his own way, with their family continuing to evolve the operator from Cobram. Kenworth remained consistent to this. Having grown up around the iconic badge, Frank was never going to stray far from the brand as he began adding more trucks to the f leet. “We’ve been with Kenworth for all of our life, to be honest,” he says. “I remember when we were kids, I would’ve only been 12 years old and Dad bought a second-hand Kenworth from Bryan Thomson Motors at the time and we’ve never looked back – we can’t fault the product and we’ve been with Kenworth ever since.” Frank says Macheda Transport currently
has 16 trucks on the road, with 15 of them sporting the Kenworth logo. Out of the f leet of 16, 14 of these have been purchased brand new from Graham Thomson Motors. Through a mixture of tautliners and fridge vans, the Images: Anna Sullivan Photography
M
onday mornings are typically renowned as the most painful time of the week. Bleary eyes, heavy heads. The ever-present tiredness that doesn’t dissipate until the first sip of coffee hits the lips. Weary recaps of the weekend past and the plans for the week. This isn’t the case the morning that we chat to Frank Macheda of Macheda Transport. Instead of the usual slow start to the week, the leader of the Cobram-based family transport operator is excited about a special delivery planned for the Monday. “The Kenworth team are on the way to drop a new truck off,” he told OwnerDriver. “It’s the latest Kenworth in the T620, and we’re very excited to begin driving it.” The delivery continues a legacy for the Victorian business – Macheda Transport knows all too well about history and legacy. While the f leet has always been predominantly Kenworth, the latest delivery enhances the business’ ongoing presence in the Cobram community. Macheda Transport was first established in 1970 when Frank’s parents decided to get into the transport game. With the delivery of their first truck came the commencement of services from their Cobram home base, then on to interstate runs. With the emergence of Frank in the industry came his presence at the business, which is
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“OUR CORE VALUES ARE RELATIONSHIPS, SERVICE AND RELIABILITY. WE’VE BEEN ABLE TO GROW OUR BUSINESS THROUGH THESE, AND IT’S WHAT KENWORTH DO FOR US.”
business predominantly carts refrigerated goods from its Cobram base. Traditionally this collection of Kenworths were Aerodynes that came accompanied by refrigerated and ambient B-double and single combinations. Featuring the latest GPS tracking systems, the vehicles can be monitored via the technology. The Macheda family’s affiliation with Kenworth is so strong that there’s only one truck in the f leet that’s not a Kenworth. “We’ve been fortunate to work for reputable companies – we’ve concentrated on the dairy side of operations for two of the bigger dairy factories. We’ve been very fortunate to land where we are doing what we do.” Following the initial inf lux of Aerodynes into the f leet, Macheda Transport has evolved alongside Kenworth to
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TOP: A range of Kenworths over time fill Macheda Transport’s fleet BELOW: The family operator is continuing to serve the Cobram community and local surrounds
welcome their latest models. After the Aerodynes were an array of heavy duty T610 prime movers, with the Monday morning culminating in the transition to the latest T620s. “Kenworth has always made a good truck that’s been wonderful all-round for drivers,” Frank says. “They’ve got great comfort and reliability. We’ve found you just can’t fault the Kenworth truck. “Our core values are relationships, service and reliability. We’ve been able to grow our business through these, and it’s what Kenworth do for us.” These Kenworths will continue to run key services for Macheda Transport as the operator has branched out to offer warehousing and storage in Cobram. This modern facility includes an undercover loading bay and offers both short and long-term storage options with 24-hour surveillance. On the other end of the popular run to Melbourne is a receiving depot that can also offer storage solutions. All of this is coordinated by the Macheda family, with Frank and his family having no intentions of slowing down. “It’s an honour to have three kids in the business who all play an active role and have been so well supported by a great team,” he says. “Sophie looks after the general management side, while Nicholas looks after f leet and maintenance and Samuel does warehousing and logistics. I’m still actively involved in day-to-day operations, so between the four of us we get it done.” When it comes to a Kenworth highlight in the growing f leet, Frank points to the Legend SAR that’s been done up to look like an older SAR model they had from the mid 1980s. He says it’s the business’ “pride and joy”, leading a pack of Kenworths that continue to impress while out on the roads. “With this new 620 coming, we’ll continue to grow, but it’s important we grow in the right direction,” he says. “We can’t just grow for the sake of growing, so we’ll prioritise continuing to do what we do well.”
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NEW TECH FOR THE TROUGH
With a storied history in livestock transport over the years, Gray’s Transport has added a new Freightliner to continue innovating its services
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he pigs have been good to us,” Trevor Gray Junior of Gray’s Transport says. “They’re a good animal to cart.” Based in Stanhope in northern Victoria, the Gray family’s transport operation all came down to fate. Trevor Junior’s Dad (Trevor Senior) didn’t initially follow in his father’s footsteps in the trucking industry, instead starting with jockeying and working a tyre place. The bug soon got him though and t ahe started delivering furniture with a petrol TK Bedford and then a Mercedes-Benz 1418. The foundations of what has become an iconic family transport operator were rocky – in 1988 Trevor Senior sold up everything and moved to Stanhope with his wife Margaret and three
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kids to run an 80-acre beef farm. “He’d had enough of trucks, he wasn’t going to drive them anymore,” Trevor Junior says. Another 1418 Benz kept Trevor Senior in the game, but it all changed for good when a local pig carter wanted to retire. The end result saw Trevor Senior begin carting livestock full-time with his brother Chris. Trevor Junior was much the same as his father, trying his hand at jockeying and working with pigs without getting into the transport side of the equation. After working in a piggery for eight years, where he learnt a lot about looking after pigs, he decided it was time for a change. “I was getting sick of the pigs in the sheds and Dad told me to come and drive for him –
23-years later I’m still here,” he says. With this intimate knowledge of the animal, Trevor Junior helped grow the transport business. While evolving the business, this innate family knowledge of handling pigs and what works best for them has given the operator a point of difference. “We bought a second-hand trailer and they had this ‘eco’ material for the f loors, which was plastic with some fibres in it that was supposed to be lighter or something,” he says. “It worked fine, until the pigs started eating it.” This voracious appetite probably helps explain how the pigs go from ‘birth to bacon’ in five months and weigh about 100kg when they climb aboard one of the three-level livestock
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Images: Daimler Truck Australia Pacific
trailers in the Gray’s Transport f leet. You read that right – zero to 100kg in less than six months. That should make you feel a bit better about putting on a few extra kilos over winter. The Grays have been driving trucks for three generations, starting with Kel Gray, Trevor Junior’s grandad, out in Bendigo. Through this history, handling animals is intertwined with wrestling the wheel. “Kel Gray was a timber carter, cutting timber for the goldmines, and he was a livestock carter,” Trevor Junior says. “You never had loading ramps on the old Dodge trucks. You’d have to back up to a dirt mound and get the cows in that way. “He’d go down the back, lift the cows front legs up and give them a shove and get them into the back of the crate. Amazing really.” Around 17 years ago Gray’s Livestock acquired some other livestock haulage companies and began running B-doubles. Trevor Junior says people were happy for him to haul their pigs because he knew the industry and how to ensure all the animals were delivered alive and well. The business has since developed a reputation for reliable animal transport, with one piggery owner commenting “they might be a bit dear, but they don’t have dead ones”. What’s the secret to more than 300 pigs at a time? “You just have to have patience – once you get upset, they get upset,” Trevor Junior says. Trevor Junior says it is important to load them when it is cool (in summer) and hose them down. “They just lie down and go to sleep,” he says. Gray’s Transport runs a range of different trucks and recently decided to take delivery of a Freightliner Cascadia 126 with a 600hp engine and a 60-inch bunk. The truck and the Truck Art Trailer, with its electric ramps, is a world away from the gear used a couple of generations ago. The delivery came courtesy of Kevin Mutton at Daimler Trucks Shepparton and Giulio Mascioli at Daimler Truck HQ. Trevor Junior says the truck has enough stainless steel on it to look smart, but not so much to make it look like a truck show special. The rig features the orange and grey of the Gray’s f leet, which gives it presence and means it is recognisable out on the road. As a small detail, Trevor Junior had ‘Pop’s last ride’ written on the sleeper, meaning that it would be the last truck Trevor Senior added to the f leet before retiring. Upon seeing it, Trevor Senior laughed and said: “What does that mean? Are you trying to knock me off?”. Trevor Junior says it’s a fitting tribute to his father, who is adamant he’s trying to retire but keeps finding himself in the yard. “Dad’s trying to step out of it,” Trevor Junior says. “He’s a bit tired of it, which is fair enough after 50-odd years.” Gray’s chose the 126 version of the Cascadia, the 16-litre model with 600hp linked to a 12-speed Automated Manual Transmission (AMT). Trevor Junior says the Freightliner is delivering great fuel economy for a livestock truck. “Most B-doubles with (livestock) crates on you are
OPPOSITE TOP: Transporting animals is in the blood for the Gray family ABOVE: Gray’s recently received its latest Freightliner Cascadia
probably only doing 1.5km to the litre, whereas this is exceptional at 1.75 to 1.8km to the litre,” he says. “This has only done 35,000km so it hasn’t really opened up yet and we can probably get even more out of it.” The Gray’s Cascadia has the biggest sleeper you can get from Freightliner in Australia in the cavernous 60inch version, which means there is plenty of space when he is out on the road. “It’s got space, it’s got comfort,” Trevor Junior says. “I love this thing. It does everything you need, it’s comfortable, it’s great on fuel and it costs less to start with. “After all, a truck is supposed to make you money, not cost you money.”
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13/10/2026 7:59 pm
Images: SINOTRUK
feature
CELEBRATING GROWTH Global heavy vehicle brand SINOTRUK combined the latest heavy vehicle technology with full service capabilities at its IAA Transportation 2026 stand
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s the premier transport and logistics industry global event, IAA Transportation provides the industry with the latest updates in heavy vehicle technology. The 2026 event, held in September, was no different, with a range of new systems and innovations displayed across the halls in Hannover, Germany. Among the many stands was SINOTRUK, who presented a range of battery electric trucks, electric powertrain technologies and integrated energy solutions spanning long-haul logistics, construction transport and urban distribution. The centrepiece of SINOTRUK’s display was the SITRAK 4x2 battery-electric tractor for longhaul logistics. Featuring a curb weight of 10.1 tonnes and a gross combination weight of up to 44 tonnes, the truck features greater payload capacity without compromising transport efficiency. The model, with a 600kWh battery, supports megawatt-level charging through a 20 to 80 per cent charge that takes approximately 23 minutes and also includes an optimised aerodynamic design, energy management and recovery to ensure the truck consumes as little as 1.1kWh per kilometre. The vehicles come with a long-haul cab, digital rear-view mirrors and a range of smart driverassistance functions based on multi-sensor fusion. Outside of the 4x2 battery electric tractor, SINOTRUK presented an integrated wind-solarstorage-charging-swapping solution aimed at supporting the needs of new-energy commercial vehicle operations. The solution combines renewable energy, energy storage, grid and back-up power with charging and battery-swap infrastructure. It supports both grid-connected and off-grid operation, depending on local conditions, helping to address challenges such as limited grid capacity, fluctuating loads and highpower charging of commercial vehicles. The solution is already being applied in different markets and operating scenarios
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around the world, supporting the deployment and operation of new-energy commercial vehicles. SINOTRUK has sold more than 100,000 battery electric vehicles, with its products now operating in more than 50 countries and regions. Drawing on experience from these markets, SINOTRUK develops vehicle and energy solutions adapted to different transport applications and local operating conditions. Outside of these primary attractions, SINOTRUK’s commercial vehicle line-up at IAA Transportation 2026 included the SITRAK 4x2 battery-electric light truck for urban distribution, the SITRAK 8x4 battery-electric tipper for heavyduty construction applications, a 6x2 batteryelectric rigid truck for full-trailer transport and the SITRAK 4x2 diesel tractor for long-haul and cross-border logistics. Dispersed among the brand’s many key electric technologies and vehicles was an electric axle and CTP battery systems. With these intelligent technologies displayed all aiming to enhance vehicle safety and operating efficiency across different transport scenarios, the growing global brand used the event to showcase its full-service capabilities. SINOTRUK’s life-cycle support was another core pillar in Hannover, with the space showcasing the brand’s service planning, technical training, talent development and operational assistance offerings. For major customers and projects, the company can also provide customised service packages and service contracts to support service efficiency and more predictable maintenance and operating costs.
ABOVE: SINOTRUK’s latest technology on display in Germany BELOW: Hordes of attendees got to check out the brand’s newest truck models and plans for the future
As SINOTRUK’s high-end brand, SITRAK’s fullrange new energy commercial vehicle solutions deliver tangible benefits for Australian operators. BEV and hydrogen fuel cell models fit diverse local freight scenarios, helping Australian fleets cut exposure to volatile diesel prices, lower maintenance costs, access government decarbonisation incentives and meet tightening emissions rules. Beyond vehicles, bundled services including infrastructure consulting, telematics, local aftersales and financing remove adoption hurdles. Customised TCO analysis proves financial viability, reinforcing SITRAK’s premium positioning. This secures first-mover advantage in Australia’s emerging zero-emission heavy truck market and expands SINOTRUK’s regional high-end footprint.
ownerdriver.com.au
13/10/2026 7:55 pm
EYES ON THE ROAD Rod Hannifey
Question time Rod Hannifey recaps his day trip spent in the cabin with NHVR CEO Nicole Rosie and what he learnt about plans for the industry’s future
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I give her credit in making the effort, in being genuine in her responses and there was never any intention to have anything fixed or changed, surely none of you can honestly say any trip, whether a day or a week, could make that difference. One industry friend I spoke with before the trip even made the observation that what may be much more important than the trip are the opportunities that may come months down the road, where perhaps some snippet or comment, or even one of the questions offered, could play a role in the future. Nicole has said that such a trip should be for others as well, so we will see where that goes and again, no one will spend a week in a truck – they do mostly know the problems, it is the answers that they are missing and it is up to us to supply them. Many made comments on Facebook, some good and fair, others that offered little more than mouthing off. To those who made those comments, do you not think the NHVR, Nicole and/or her staff will not follow up? Yes, the NVHR issues fines. Are they all perfect? No, but neither are we.
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 former president of the NRFA. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au.
“I have said and still believe we need both driver and industry representation on the NTC. At the moment, they hold sway, they report to ministers and the ministers decide.” Image: ssmalomuzh/stock.adobe.com
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oodaye all. Well I imagine many of you may have seen that Nicole Rosie, the CEO of NHVR, did a trip with me from Dubbo to Brisbane in September. I invited her and was given a couple of dates and we made a plan and it worked out, as always with thanks to Rod Pilon Transport. I have read many comments about how I chose the wrong road or it should have been an overnight or a full week. Nicole is the CEO, she could have sent someone else or not made the effort. No, there was no chase car and there was a long list of questions I had written out. We got through most of them during the trip, among other discussion points and general conversation, and Nicole has kept the list and I am hoping she may be able to come back to me with some suggestions to get more done and some guidance on who to try and pursue further, or who she may be able to talk with, to push some items from her position. Many of the things on the list are not directly within NHVR control – licensing of young drivers or us too, rest areas and the like, all of which the NHVR has no control over. But Nicole is the CEO of the government authority, given the role of regulating the heavy vehicle industry, so she attends many forums and has input into other government departments that will not listen to just a truckie. We left Dubbo just before 7.30am, having brought a load from Melbourne for Brisbane, getting in the day before. I did my pre-trip and fueled up before she was due to arrive to be ready to go. We stopped at Narrabri for a coffee, lunch at Goondiwindi and a quick stop at Captains Mountain, to see the big and small of roadhouses and to give Nicole a break from the road. Yes, I hit most of the bumps, yes, she felt them, yes, she had spent time in trucks before in her previous roles, so she was not really surprised by the impacts, but did comment on some, as did I. I doubt few CEOs, even in similar roles to that which Nicole has held previously, would have made the effort. To those who simply think it was a PR exercise, Nicole did not have to give up a day to spend with me as part of her job. I doubt others would bother, but
Yet as the CEO, I want to thank Nicole for her time, her honesty and her passion for drivers getting home safe each trip. She also has a passion for Australia doing well, she recognises the role transport plays and that it mostly, if not nearly always, is the best transport for door-to-door freight and, while we all know rail, sea and air have their roles in certain freight and corridors, they cannot do it all. We did get a few calls on the UHF, a couple asking for her to fix the roads. The NHVR does not have any role in the roads nor rest areas and they have been given the current law to dispense. The NHVR did not write the law, the NTC did most of the work, then the transport ministers signed off and then the states themselves do their bit. Is it a perfect system? I don’t think it is. Did the NTC honestly listen to those on the road? I don’t think they did. Did they listen to those who have a certain view about drivers? Seemingly that we are all bad, perhaps. Can we change that? A lot of work and effort and even then, we may again be ignored. So do we give up? Hell no. I have said and still believe we need both driver and industry representation on the NTC. At the moment, they hold sway, they report to ministers and the ministers decide. Do we need to get the NTC people in trucks? Yes and I will be pursuing that again. When Paul Retter was the CEO, he did a trip with me and fought and gained the eight-minute tolerance for the EWDs. He told me the police were not very happy with that at all, wanting us not to have a second tolerance and that is perhaps where the problem lies. So do your comments on Facebook help us, or do they make it harder to get a fair go? Thank you Nicole Rosie for making the effort and thank you for listening. I hope we can make things safer and better for truckies on the road. I will keep trying. Safe travelling.
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NRFA Kate Beck
History repeating NRFA secretary Kate Beck takes a dive back through the history of licensing and training standards in Australia’s heavy vehicle industry to analyse what has really changed
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hen I first started with the transport industry, it was through my husband as a local driver doing mud carting. Apart from concerns about fatigue, the impact on his body and his pay depending on whether it rained, as contractors don’t get paid for rain days, I didn’t have much else to do with the industry. Fast forward to today. Through our driving school, I have become more involved in advocacy, focusing on the ACT industry, wrapping my head around HVNL, Master Codes and government policy. In February this year, I also took on the role of Secretary for the National Road Freighters Association and, with the encouragement of the board, started looking at the history of training and licensing in the industry. I have always been interested in how we got here and love a bit of history and research. But that led me to older government documents that raised some bigger questions. For more than four decades, Australia’s transport industry has been telling much the same story. Drivers need better training. Licensing needs to mean something. Ownerdrivers need commercial conditions that allow them to operate safely and sustainably. Rest areas need to reflect the reality of long-distance work. Rules should be nationally consistent. Responsibility should extend beyond the driver at the roadside. In 1954, the Hughes and Vale case became a major turning point for interstate road freight. State governments had been using licensing and charging arrangements to control long-distance road transport, and the decision effectively prevented NSW from applying those arrangements to interstate freight in the same way. By 1977, the Commonwealth Parliament had conducted a dedicated inquiry into Heavy Vehicle Safety. In 1979, the Razorback Blockade put owner-driver viability, freight rates, road charges and national regulation squarely in front of governments. Around the same period, national bodies were examining driver licensing, driver improvement, heavy vehicle standards and road-user rules. By 1980, the Australian Transport Advisory Council had endorsed national
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guidelines dealing with driver licensing and driver improvement. Then, in 1982, another Commonwealth Parliamentary report on driver education, training and licensing pointed back to the 1977 Heavy Vehicle Safety report, noting that heavy vehicle driver training had already been considered. Then came the 1984 National Road Freight Industry Inquiry. It described governments as dealing with road freight on an “ad hoc and reactive basis”. It called for “more co-operation and urgency” between governments and for a ministerial commitment to greater uniformity, backed by a timetable. It recorded that long-distance owner-drivers felt exploited by both governments and commercial interests. It also recognised something we continue to debate today: safety cannot
KATE BECK is the director at Beck’s Transport Training and the current National Secretary of the National Road Freighter’s Association (NRFA).
inquiries, committees, meetings between state and federal ministers or recommendations. What it has been short of is consistent implementation. Across these inquiries, industry has not been silent. Drivers, owner-drivers, operators, associations, unions, businesses and industry representatives have made submissions, appeared at hearings, sat on committees and met with governments for decades. People within the industry have repeatedly given their time and experience to explain what is happening on the ground and what needs to change. But consultation creates responsibility on all sides. Industry has a responsibility to put forward workable solutions, challenge poor practice and support higher standards. Associations must represent their members while also looking at the long-term sustainability of the industry. Regulators need to ensure the rules are practical, consistent and properly enforced. Governments need to do more than receive submissions, table reports and announce another review. At some point, recommendations have to become measurable action. Every generation seems to inherit the same argument. We change the names of departments, create new regulators, rewrite legislation, launch another reform program, establish another working group and hold another consultation. But the core questions remain. What level of experience should someone have before progressing into a heavier vehicle? Who should be qualified to train and assess them? Why should competency standards vary depending on which state issued the licence? What minimum commercial conditions are
“Industry has a responsibility to put forward workable solutions, challenge poor practice and support higher standards.” be separated from the commercial environment. If a driver is operating under financial stress, excessive hours, demanding delivery expectations or rates that barely cover the cost of the truck, that pressure does not disappear when the truck enters the highway. In 2011, Parliament was again examining the relationship between safety, pay and working conditions through the Road Safety Remuneration Bill. The Road Safety Remuneration Tribunal had become one of the most divisive issues the industry had faced. The Tribunal was abolished in April 2016, and another government inquiry followed, this time examining what the minimum payments order itself had done to owner-drivers and small transport businesses. Then, in 2019, the Senate commenced another major inquiry into the road transport industry. Its final report, tabled in 2021, carried a title that every Australian should understand: Without Trucks Australia Stops. Australia has not been short of
necessary so an owner-driver can run a safe and sustainable business? Why does the availability and standard of heavy vehicle rest areas continue to return as an issue? And when road freight is national by nature, why do we continue to accept fragmented state-by-state solutions? I am not suggesting nothing has changed. It has. Vehicles, technology and regulation have changed considerably. But too many of the fundamental policy problems remain recognisable. That is why these old reports matter. They are not museum pieces. They are evidence. They show that governments, regulators and industry have been told, repeatedly, where the problems are. They are unfinished business passed from one generation to the next. The question should no longer be whether another inquiry is needed to tell us the same things again. The harder question is this: How many generations are expected to have the same conversation before someone finally finishes the job?
ownerdriver.com.au
13/10/2026 8:07 pm
truck technology
SCANIA WELCOMES FLEETLINE RANGE
TOP: Three new trucks form the new-look Fleetline range RIGHT: The latest Scania technology has been built into the models
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cania Australia is adding three fleet-oriented 2026 model year trucks to its range offering the twin conveniences of a fixed specification and imminent delivery. The three new additions are the Day Cab Fleetline, Sleeper Cab Fleetline and V8 Fleetline. “We have tailored the Scania Fleetline specification to be able to be sourced from any Scania global production facility, giving us the agility to meet the market in a timely manner, in order to take advantage of customer demands that require short lead times,” Scania Trucks Director of Sales Benjamin Nye says. “Scania Fleetline is a further expression of our commitment to being a proactive and customer-focused supplier, bringing to market a solution that is not only value optimised but also backed by a significant national network of experienced captive Scania and independent workshops to provide maintenance, repair and genuine replacement parts. These will ensure maximum uptime, the most vital element sought by the logistics and transport industry.” Nye says the new Fleetline models will offer “excellent value” for selected fleet customers and those looking for an entrée into the premium Scania ownership experience, bringing the very latest fuel-saving engine technology and safety systems to a wider audience. Fleetline maintains Scania’s core product attributes while providing a practical solution tailored to operators focused on reducing their total cost of ownership. “The Australian heavy truck market is becoming crowded with an increasingly diverse array of competitors,” he says. “We see the Fleetline models’ standard specification as a way to simplify the specification of a truck for transport operators, one that is equipped with all of Scania’s cutting-edge Advanced Driver Assistance Systems to deliver a safe and cost-effective business vehicle.” The Fleetline model range is powered by Scania’s Super 13 six-cylinder engines in a variety of outputs and one 590 hp V8
Images: Scania Australia
The heavy vehicle brand has announced the introduction of the new Fleetline range of models for imminent delivery in Australia
16.4-litre. The Super 13 engine delivers industry-leading fuel savings to operators in Australia in real world applications, often well above the Scania promise of an eight per cent fuel burn reduction. The 13-litre CP-17 Day Cab Fleetline prime movers feature a choice of 420, 460 or 500 hp six-cylinder Super 13 Compression Release Brake-equipped engines, teamed with a G33 Gearbox with Opticruise gear-changing. In P-series XT Fleetline guise, it’s suited to tipper and dog applications, with any of the three 13-litre six-cylinder engine outputs, with the 500 hp versions fitted as standard with a Scania Retarder. All 13-litre versions use the new RB756 rear axle with 2.85 final drive, steel rims and 640-litres of fuel capacity. The interior is fitted with the Scania digital dashboard with 12.9-inch screen and ‘Medium’ grade seats. The 13-litre CR20H high roof Sleeper Cab Fleetline features the most powerful version of the Super 13 engine at 560 hp, teamed with the G33 Gearbox with Opticruise gear-changing, and the option of 2.85 or 3.36 final drive ratio for the RB756 axle. The standard 795-litre fuel capacity can be swapped for the locally developed 920-litre Hilton tank package, while the R-cab rides on brushed alloy Alcoa wheels. In addition to the digital dashboard and ‘Medium’ grade seats, upper and lower bunks are fitted. The 16.4-litre V8 CR20H high roof Sleeper Cab Fleetline features a 590 hp output V8 engine driving through the G33 Opticruise gearbox with the choice of 2.85 or 3.36 final drive ratios in the RB756 axle. It shares the specification of the 13-litre R-cab with the addition of standard 875-litre fuel tanks, or the optional 1000-litre Hilton tank package. “Compared with the seemingly limitless options list Scania offers through its marketed range, the Fleetline models come with a slimmed down features list, although all of our safety features are included as standard,” Nye says. “Naturally our industry-leading dual side curtain roll over airbags are standard and continue to save lives and reduce injury severity in serious accidents in the real world on Australia’s road network. “For fleet customers looking for a high quality, high-value, safe and frugal fleet specification, we believe the Scania Fleetline is the standout pick in an increasingly crowded and confusing market. “With operating-cost pressures affecting all operators, there’s never been a better time to trade up to a new Scania that can offer significant fuel savings over older trucks in an operator’s fleet. “A key added benefit across the Fleetline range is the inclusion of Scania’s renowned Repair and Maintenance programmes over five years or 500,000 km, providing complete peace-ofmind, while Scania Finance Australia can tailor a purchase plan that will deliver a range of appealing and affordable payment options.”
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• Rule 108(1): Disobey ‘Trucks & Buses Low Gear’ sign – 3 demerits
HIGHWAY ADVOCATES Rodney Boyd
Class B/C Vehicles in Safe-T-Cam or Average Speed Zones:
Tackling demerit points The Highway Advocates look at the current demerit point system for professional drivers compared to recreational drivers and analyse what needs to change
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he government treats a professional driver doing 180,000 kilometres a year across three state lines almost identical to a motorist putting 5,000 kilometres on the clock to pick up the groceries. It’s simple: the more hours you spend behind the wheel, the more demerit points you are likely to collect. But while losing your licence as a car driver is an inconvenience, when an owner-operator or professional driver has their licence suspended, they lose the ability to earn an income, putting extreme hardship upon them, their family and everyone who relies upon them. In the first part of our three-part series on demerit points, Highway Advocates will do a deep dive into demerit points, how they differ between the states and specific offences targeting heavy vehicle drivers. Over the next two issues, we’ll take this further. In part two, we’ll deal with what to do when you run out of points. In part three, we’ll set out our plan for wholesale reform to the demerit points system.
DEMERIT POINTS ACROSS THE STATES
NSW: Unrestricted licence = 13 points | Professional drivers = 14 points (over 3 years) QLD: Unrestricted licence = 12 points | Professional drivers = 12 points (over 3 years) VIC: Unrestricted licence = 12 points | Professional drivers = 12 points (over 3 years) SA: Unrestricted licence = 12 points | Professional drivers = 12 points (over 3 years) WA: Unrestricted licence = 12 points | Professional drivers = 12 points (over 3 years) TAS: Unrestricted licence = 12 points | Professional drivers = 12 points (over 3 years) As you can see, overwhelmingly professional drivers and recreational drivers are treated the same. The one extra point in NSW is so marginal it might as well not exist. It doesn’t get better from here. Regular drivers don’t have the NHVR breathing down their throats, checking every part of their vehicle, making sure you dot the i’s and cross the t’s. Not only are you on the road more days than not, you are subject to extremely complex and confusing legislation.
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I can’t fit all the states, but below I’ve listed some examples of offences specific to heavy vehicle drivers in NSW.
HEAVY VEHICLE NATIONAL LAW DEMERIT POINT OFFENCES
• Section 228(1): Duty of driver to avoid driving while fatigued or unfit to drive – 3 demerits • Section 250(1), 254(1), 258(1), 260(1): Severe fatigue risk – 3 demerits • Section 250(1), 254(1), 258(1), 260(1): Critical fatigue risk – 4 demerits • Section 529(a): Using heavy vehicle contrary to vehicle defect notice (Minor) – 1 demerit • Section 529(a): Using heavy vehicle contrary to vehicle defect notice (Major) – 3 demerits
ROAD RULES DEMERIT POINT OFFENCES FOR HEAVY VEHICLES NSW ROAD RULES 2014 Class B/C Vehicles in School Zones or Average Speed Zones: • Rule 20: Exceed speed over 10 km/h – 4 demerits • Rule 20: Exceed speed over 20 km/h – 5 demerits • Rule 20: Exceed speed over 30 km/h – 6 demerits • Rule 20: Exceed speed over 45 km/h – 7 demerits
Dimension & Location Rules:
• Rule 102(1): Proceed past low clearance sign (tunnel/bridge/structure) – 12 demerits • Rule 104(2): Disobey ‘No Trucks’ sign (Galston Gorge) – 12 demerits • Rule 106(2): Disobey ‘No Buses’ sign (Galston Gorge) – 12 demerits
Highway Advocates is a legal firm focused exclusively on dealing with offences directed at heavy vehicle drivers and operators, led by solicitor RODNEY BOYD. Email info@ highwayadvocates.com.au or phone 0488 01 01 01.
• Rule 127(1): Long vehicle failing to maintain required distance – 4 demerits • Rule 132(1): Failing to keep left of centre on two-way road – 4 demerits • Rule 132(2): Failing to keep left of dividing lane – 4 demerits • Rule 146(1): Failing to drive within marked lane on multi-lane road – 4 demerits • Rule 146(2): Failing to drive within single line of traffic – 4 demerits • Rule 147: Moving across continuous line between lanes – 4 demerits • Rule 150(1): Driving on/over continuous white edge line – 4 demerits • Rule 215-1(1): Driving during period of darkness without prescribed lights – 4 demerits
NSW Road Transport (Vehicle Registration) Regulation 2017:
• Cl 60(1)(a): Number plate not correctly fixed/displayed/obscured/defaced – 3 demerits • Cl 129(1) & (3)(b): Use vehicle with unauthorised number plates – 3 demerits
Road Transport Act 2013:
• Section 68(1): Use unregistered heavy vehicle on road/area – 4 demerits It’s clear how quickly 12 or 14 demerit points can disappear over three years. You don’t have to be a cowboy operator, you just need to be turning up to work every day. When those points start to stack up, you can’t afford to cop it on the chin. The rules might be stacked against you, but it isn’t completely out of your control when it comes to defending your licence and your livelihood. Next month we will take a look at what happens when you accumulate too many demerit points. We will break down your options under current legislation, including good behaviour licences, special hardship orders and suspension appeals. In part three, we will put forward Highway Advocates’ view on how the demerit points system must be reformed to reflect the reality of life on the road for professional drivers. Highway Advocates are Australia’s leading heavy vehicle lawyers, defending truck drivers and operators nationwide. Visit highwayadvocates.com.au or call 0488 01 01 01.
ownerdriver.com.au
13/10/2026 7:54 pm
truck technology
WHO WILL KEEP AUSTRALIA MOVING?
NextLoad Australia is continuing to march to the beat of its own drum with unique community support programs in place across Australia
ABOVE: NextLoad is all in on supporting critical parts of local Australian communities BELOW: Racing lies at the heart of the business’ sponsorship ventures
“WE AREN’T SIMPLY PUTTING OUR LOGO ON A BIKE OR A RACE CAR. WE’RE BACKING YOUNG AUSTRALIANS, THEIR FAMILIES AND THE VOLUNTEERS WHO GIVE THEIR TIME SO OTHERS CAN CHASE A DREAM.”
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Images: NextLoad Australia
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hen most people think about sponsorship, they picture the big names. The professional teams. The million-dollar budgets. The bright lights. NextLoad Australia has chosen a different path. The smart digital freight transport platform is proud to support grassroots sport because that’s where character is built. Whether it’s Jackson Noakes competing in the RX8 Cup Series, the dedicated team at Boyds Moto Racing or young riders lining up in the AMCROSS Series, what inspires NextLoad isn’t just the results. It’s the people behind them. The RX8 Cup is a grassroots motorsport championship where young drivers earn every opportunity through commitment, consistency and determination. The AMCROSS Series is another great example. It’s a fiveround inter-club motocross championship run by local clubs on natural terrain tracks. Families, volunteers and communities come together to create opportunities for young riders to develop their skills, build confidence and enjoy the sport they love. Then there’s Boyds Moto Racing – a family-run team from the NSW Central Coast that has built an outstanding reputation by developing young riders. From NSW State Championships and Australian Championship podiums to the Australian Supercross Championship, they’ve shown what can be achieved through hard work, commitment and believing in young people over the long term. “As we got to know these teams and competitors, something became obvious – their world isn’t all that different from ours,” NextLoad Australia co-founder Nicole Lewry told OwnerDriver. “Behind every race bike, every race car and every rider is a family making sacrifices. Parents travelling thousands of
kilometres, volunteers giving up weekends, sponsors digging deep to help keep dreams alive, and countless hours spent preparing equipment long after everyone else has gone home. Sound familiar?” She says the transport industry has always been built exactly the same way. Owner-drivers understand sacrifice better than most. Long hours, weekends away, missed family events and the determination to keep pushing forward have always been part of the job. Like grassroots sport, success doesn’t happen because someone hands you an opportunity. It comes from earning it. “Just like grassroots motorsport, Australia’s owner-driver industry has always been built by ordinary families willing to take a chance, work hard and support one another,” Nicole says. “That’s the Australia we believe in, and it’s one of the reasons these partnerships mean so much to Stuart and me. “We aren’t simply putting our logo on a bike or a race car. We’re backing young Australians, their families and the volunteers who give their time so others can chase a dream. “It’s also the philosophy behind NextLoad Australia. We built our platform around direct relationships between shippers and carriers because we believe the strongest businesses, like the strongest sporting communities, are built on trust, communication and genuine partnerships. Technology can help people connect, but it’s those personal relationships that create lasting success.” Grassroots sport and grassroots transport have more in common than people might think. Neither exists without hardworking people willing to support each other, believe in the next generation and give someone an opportunity to succeed. And for NextLoad Australia, that’s something worth backing.
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Rocking the Roads Simon Smith
Magic November Australian Truck Radio’s Rock’n’Roll Diary looks into some defining rock music history for the month of November
N
ovember is a fantastic month for the Australian Truck Radio Rock’N’Roll Diary. A collection of Aussie rock milestones, international anniversaries and birthdays make for some significant moments in November.
NOVEMBER 22 1997: A tragic day in not just
NOVEMBER 1 1967: The birth of Tina Arena
NOVEMBER 28 1948: The iconic Beb Birtles was born
Australian rock music history, but also the legacy of all global music as Michael Hutchence passed away on this day. The INXS front man passed away aged 37 after becoming a titan of rock music.
happened on this day in Melbourne. Although she is associated more with pop, her career and voice intersected rock, stage and crossover styles.
on this day. Gerard Bertelkamp was a member of various Australian groups including Zoot, Mississippi, Little River Band and Birtles Shorrock Goble.
NOVEMBER 2 1951: It was on this day that
NOVEMBER 29 1946: Brian Cadd was born in Perth on
NOVEMBER 6 1983: Fast-forward a couple of decades
and you’ll find the date of birth for Evermore’s Jon Hume. The Aussie-born New Zealand musician, songwriter and producer has written plenty of songs for pop icons while also blending rock, pop and alternative music locally.
NOVEMBER 10 1979: It was on this day that Chris
Joannou was born. The MacedonianAustralian is best known for being the bassist for the Newcastle-based Aussie rock icons Silverchair, which was one of the nation’s key rock outfits in the 1990s and 2000s.
NOVEMBER 18 1947: This day marks the birth of
Aussie singer-songwriter, musician and producer Ross Wilson. He was the co-founder and frontman of longstanding bands Daddy Cool and Mondo Rock while also performing solo and joining various other bands throughout his stellar career.
1973: While there’s no specific date for this, it’s common knowledge that Aussie rock icons AC/DC was formed in November, 1973 by brothers Angus and Malcolm Young in Sydney. 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.
this day, with the singer-songwriter, keyboardist, producer and record label founder becoming a staple of local music and entertainment for over half a century.
1951: Iconic member of Cold Chisel Don Walker was born on this day. Credited
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1975: It was in November, 1975 that Queen released A Night at the Opera, featuring ‘Bohemian Rhapsody’ – many regard this album as a turning point in rock pop. NOVEMBER 30 1965: Paul Wheeler from Aussie band
Icehouse was born on this day. He became an iconic part of the band before also contributing to other groups including the Choirboys.
This is just the tip of the iceberg in rock music history dates, with a suite of global stars also enjoying birthdays or anniversaries in November in what is a stellar month for rock music history.
“A collection of Aussie rock milestones, international anniversaries and birthdays make for some significant moments in November.” Image: v.senkiv/stock.adobe.com
Belinda ‘Lindy’ Morrison from The Go-Betweens was born. The inf luential drummer in Australian indie-rock/ post-punk circles is also now an activist and social worker after playing for both The Go-Betweens and Xero in her career.
for writing many of the band’s biggest hits, he’s a key part of the integral group in Aussie rock culture.
NOVEMBER 21 1955: In the mid ‘50s, Aussie music
was blessed with Peter Koppes. The guitarist was a founding and almost continuous member of The Church, who is highly inf luential in dreamy/ atmospheric/psychedelic-leaning rock and alternative music.
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industry focus
LOOK AFTER YOUR LUNGS
The Royal Flying Doctor Service is encouraging Aussies to access potentially life-saving lung cancer screenings to detect lung cancer before it claims more lives around the country
I
t doesn’t always start with a cough. While many people tend to think the signs of lung cancer are noticeable, the fact is the deadly disease can present in a range of ways, including not at all. “The most important thing for people to realise is you don’t need to have symptoms to have lung cancer,” Royal Flying Doctor Service’s (RFDS) South Eastern Chief Medical Officer Dr Shannon Nott told OwnerDriver. “At any age, if you have concerning symptoms like a cough, you should see your GP, especially if you have a smoking history.” The RFDS’s approach to keeping a range of people healthy, including truck drivers, extends to one of the world’s deadliest diseases. Nott says lung cancer is the most common cause of cancer-related death in Australia, claiming around 9,000 lives each year. With this comes a larger risk for people living in regional, rural and remote areas or constantly in the Outback who are more likely to not see a GP. “When you think about this higher risk, we want to do something to help these people keep their health front of mind, including truck drivers,” he says. “The good news is when found early, more than 65 per cent of lung cancers can be successfully treated.” This has led the RFDS to support ‘It’s Good to Know’, a national campaign dedicated to increasing awareness and participation in the Australian government’s National Lung Cancer Screening Program (NLCSP). The NLCSP was launched in July 2025, with more than 120,000 Australians having participated to date and more than 42,000 scans to date being completed in regional and rural areas. Peopled aged 50 to 70 with a significant history of smoking, who show no signs or symptoms of lung cancer, may be eligible for a free scan. To find out, they simply need to talk to their doctor or healthcare provider. Nott is imploring all truck drivers who fit into this
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bracket to consider taking a little bit of time out of their busy schedule to look after themselves. “This screening test gives us the ability to change the statistic around cancer-related deaths attributed to lung cancer in Australia,” he says. “Lung screening aims to identify lung cancer well before you have any symptoms. “That’s the point of programs like this – it involves a low-dose CT scan of your chest to look for early signs of lung cancer. It’s free and can save a person’s life. “For many people living in regional areas, that screening can occur at local CT scanners if fixed infrastructure is there.” The federal government has also partnered with Heart of Australia to deliver mobile lung cancer screening services in some rural and remote locations across Australia. These trucks have CT scanners and testing equipment to provide services from screening to results.
Over 800,000 kilometres of travel to alternate lung cancer screening sites has been saved for program participants. Find out more about the trucks and where they will be travelling to at www.heartofaustralia.com.au/lungcancer-screening. Getting started is easy. A GP can provide a low-dose CT scan referral through an in-person or telehealth appointment. Depending on where they travel, truckies may then be able to access a mobile screening service when it is available along their route, helping make screening more convenient. “We know the pressure owner-drivers feel to stay behind the wheel to keep their businesses running, but the reality is people need to see investing time into their health as an investment in business success too,” he says. “If you do fall ill when it could’ve been detected and prevented, the time spent away can be months or potentially years. “We know that people have multiple ways of preventing illnesses, but if anyone reading this is eligible, this simple low-dose CT scan may very well save your life and your business.” ‘It’s Good to Know’ is a national awareness campaign supported by the Australian government and delivered in partnership with Cancer Council Victoria, the Daffodil Centre, National Aboriginal Community Controlled Health Organisation, ACON, the Australian Multicultural Health Collaborative and the RFDS South Eastern.
TOP: The RFDS is part of the push to lower lung cancer rates among Aussie truckies LEFT: Mobile scanning allows more rural and regional people to get themselves checked
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WHAT’S ON upcoming events BRISBANE CONVOY FOR KIDS November 7
REDCLIFFE SHOWGROUNDS, QLD
This event will once again see a convoy of trucks and support vehicles travel from Larapinta to the Redcliffe Showgrounds. Once it arrives, the fun begins, with a complete Family Fun Day including a wide range of activities and entertainment for all, plus a truck show with participants competing in a range of categories. For more information visit https://brisbaneconvoyforkids.com.au/
CAMP QUALITY NEWCASTLE CONVOY
The Convoy for Kids is back in November. Image: Warren Aitken
ILLAWARRA CONVOY
November 8, 2026
MAITLAND SHOWGROUNDS, NSW
Camp Quality’s Convoy Newcastle is a fun way for anyone who drives a truck to help Camp Quality bring positivity, fun and laughter back into the lives of kids facing cancer – and their families. Supporters will cheer the Convoy on as big rigs rumble around a 38km loop starting and finishing at Maitland Showgrounds. There will also be a FREE Family Festival promising fun for everyone. It all kicks off at 8am, Sunday November 8. Sign up or come along and let all your mates know. Now, let’s get revved up and put the ‘fun’ back in ‘fundraising’! Phone 1300 662 267 for more details.
November 15 ILLAWARRA, NSW
Touted as the largest truck and motorbike convoy in the Southern Hemisphere, the Illawarra Convoy raises funds for individuals and families affected by potentially life-threatening medical conditions, together with charities that work with these people, and local hospitals. For more information visit https://illawarraconvoy.com.au/
CASTLEMAINE ROTARY TRUCK SHOW November 28-29 CASTLEMAINE, VIC
DANE BALLINGER MEMORIAL TRUCK SHOW November 14, 2026
BATHURST SHOWGROUNDS, BATHURST, NSW
This annual event is held in honour of truckie Dane Ballinger and is a chance for the trucking community to come together with their families and the local community to celebrate the trucking industry and show off some great trucks. For more information go to www.bathursttruckshow.com.au or search Dane Ballinger Memorial Truck Show on Facebook.
The 38th Castlemaine Rotary Truck Show will be held over two days at Campbell’s Creek Recreation Reserve. Saturday kicks off around noon with a Best on Ground trophy up for grabs. Sunday morning starts with a truckie’s brekky, then a parade through town, followed by a day of showing off glistening trucks while listening to great live music, working your way through the food stalls, and exhibitor sites before the trophy winners are announced around 3:30pm. Keep an eye on the www.rotarycastlemaine.org.au website for registration details as the event comes closer or email Castlemaine.truck.show@gmail.com with any enquiries or phone 0418 553 719 for more details.
To have an event listed free, phone 0421 299 963 or e-mail sean.mortell@primecreative.com.au
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FOR THE OWNER-DRIVER Frank Black
True champion Frank Black discusses the lack of true association representation for owner-drivers and what’s needed in the industry
A
ustralia’s long distance owner drivers have spent decades searching for a genuine representative body, someone who will stand up for the single truck operator without compromise, without dilution and without the usual political varnish. Yet after all these years, the uncomfortable truth remains: no organisation fully represents the lone truckie, and the industry keeps pretending otherwise. It’s not because associations don’t exist. It’s because every group claiming to speak for owner drivers is forced to juggle competing interests that cannot be reconciled. Instead of admitting that reality, they hide behind slogans, glossy brochures and vague claims of ‘industry representation’ that fall apart the moment you look closely. Take some that claim to be grassroots, practical and run by real drivers. They fight for better rest areas, fairer compliance and sensible productivity reforms. On paper, they look like the closest thing to a true voice for the single truck operator. But they not only do not have many real owner/drivers on the board, they also allow f leet owners into the tent, and that’s where the conf lict becomes impossible to ignore. A f leet owner and a single truck operator do not share the same economic reality. They don’t even play the same game. One has bulk fuel discounts, insurance leverage and the ability to spread risk across multiple trucks. The other is running one vehicle, often on retail fuel, absorbing every shock the market throws at them. When both groups sit at the same table, the loudest voice is rarely the one with the smallest business. The attached document puts it plainly: “An association cannot fairly arbitrate its own members fighting over the same dollar.” That is the core problem. The moment a f leet owner becomes a member, the association is structurally incapable of advocating fully for the single operator. The interests diverge too sharply. Then there is the Transport Workers’ Union with the Safe Rates campaign which is the only national push that directly targets predatory contracting and below cost freight. They are built to fight
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corporate power. But many owner drivers still see themselves as independent businesses, not employee like contractors. They fear union mandated minimums could push work toward large f leets and away from the lone truckie, so even the strongest industrial weapon available to owner drivers comes with political baggage many refuse to carry. NatRoad and the ATA bring political muscle, but their membership base includes major corporate f leets. That dilutes the voice of the one truck operator before the meeting even begins. When an association’s board includes operators running dozens or hundreds of trucks, the single truck operator becomes a token presence – useful for optics, but rarely for inf luence. And here’s the part nobody wants to discuss: there is no government requirement for associations to prove who they represent. No mandatory disclosure of membership numbers, voting structures, board composition, financial inf luence, conf licts of interest or how many members are actually single truck operators. Anyone can form an association, claim to represent “the industry”, and start lobbying government, even if they’ve never run a truck, never lived
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.
on the road, never paid retail diesel and never survived on razor thin margins. And many do. Some associations are run by people with little or no real long distance experience. Some are dominated by f leet owners who have every incentive to keep rates low and compliance burdens high. Some are stacked with corporate interests who want to shape policy in their favour while using the “owner driver” label as political cover. Yet they all claim to speak for us. Let’s be blunt: you cannot represent single truck operators and f leet owners at the same time. Not fairly. Not honestly. Not without compromise. Fleet owners want lower subcontractor rates, while owner drivers need higher rates to survive. Fleet owners benefit from economies of scale, while owner drivers absorb every cost directly. Fleet owners lobby against minimum standards, while owner drivers rely on minimum standards to avoid being crushed. These interests do not align. They collide. So when an association claims to represent “everyone”, what they really mean is that the single truck operator will be represented when it’s convenient and sacrificed when it’s not. Politicians love hearing that “the industry” agrees on something. Corporate lobbyists love pretending they speak for “the industry”. Associations love claiming they represent “the industry”. But the industry is not one group. It is a fractured landscape with large f leets chasing volume and low subcontractor costs, small f leets trying to grow without being crushed by compliance and corporate pressure, and single truck owner drivers fighting to survive week to week, kilometre to kilometre. Any association claiming to represent all three is either delusional or dishonest. Owner drivers remain the backbone of Australia’s freight network, yet they are still the least represented, least protected and least heard. They are used as political props, marketing slogans and membership bait, but rarely given true power. What owner drivers actually need is not another glossy association brochure. They need enforceable payment terms. They need fuel adjustment mechanisms tied to real pump prices. They need protection from prime contractors who squeeze margins while shifting risk down the chain. They need a voice that isn’t compromised by competing commercial interests. Until Australia demands transparency in association structures, verified membership numbers, clear separation of interests and genuine representation for single truck operators, the lone truckie will continue to be spoken about but never truly spoken for. The freight keeps moving. The bills keep arriving. But the people behind the wheel are still waiting for a voice that isn’t compromised before it even opens its mouth.
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