OCTOBER 2026 #405
DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL
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DIAMOND IN THE ROUGH 38
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The offers presented are available at Daimler Truck participating dealerships only and are subject to stock availability. Offer prices are valid for orders placed and paid for during the promotion period between 1/10/2026 – 31/12/2026. Dealer participation can be determined by calling 1800 033 557 or by contacting your nearest dealership. Parts listed may be VIN specific, parts advertised have been identified to suit the majority of the models specified. Part numbers should be checked against the VIN to ensure suitability. For assistance, please contact your nearest participating Daimler Truck dealership prior to purchase. Prices within this promotion are recommended maximum selling prices including GST, excluding labour and fitment costs from a participating dealer. All items have been included in good faith on the basis that they will be available during the promotion period. Photographs are for illustrative purposes only and may vary slightly from the actual product. Prototype samples are sometimes used for photography and production parts may vary slightly. We reserve the right to correct all printing errors. Where third party images and content appear, this has been done with the appropriate approval. Mercedes-Benz Trucks is a registered trademark of Daimler AG, Stuttgart Germany. Fuso is a registered trademark of Mitsubishi Fuso Truck and Bus Corporation, Japan. Freightliner and Alliance Truck Parts are a registered trademark of Daimler Trucks North America LLC. All products are distributed by Daimler Truck Australia Pacific Pty Ltd. ABN 86 618 413 282.
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Contents #405
OCTOBER 2026 18 FORWARD FOCUS
Having established itself in the quiet expanses of regional NSW, Divall’s Earthmoving and Bulk Haulage is now serving its local community with pride through a growing fleet of vehicles operating a unique blend of services
20 FILLING THE BUCKET
Warren Aitken took on Sydney traffic for an entire day behind the wheel of the latest range of Hino’s 700 Series trucks. Having gone some time between drives of a Hino truck, he was left impressed by the brand’s newest iteration
28 SHINING BRIGHT
With a penchant for limitededition anniversary trucks, Scott and Regina Harvey from SRH Milk Haulage have recently welcomed a Diamond edition Volvo to their growing fleet to pay tribute to multiple milestones
40 COMPLETING THE QUAD
The fourth edition of PACCAR Parts Australia’s evolving trailer catalogue provides a complete guide to the growing market from fifth wheels to safety triangles and electrical accessories
42 GRAND RETURN
Not content with one time, Warren Aitken booked his flights and headed back to Europe to put his favourite truck show to the test
48 BIGGER, BETTER
Fuso has added to its Built Ready Canter range, with two new models joining the ranks
42
55 ALL SYSTEMS GO
Smart operators are already getting their Icepack systems sorted before summer. The brand asks – are you?
Image: Warren Aikten
50 SLOWING SALES
The August truck sales data depicts a steadying market as sales were down for another month in 2026
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4 OCTOBER 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
Safety first With the industry always committed to safety, it may be time to look deeper at what lays underneath truck wheels around the country
Y
ou notice it very quickly into a road trip. Bump. A pothole sends your body lurching around, the seatbelt straining to hold you in place. You feel the tyre rattle against the uneven ground, struggling to stay on course without sustaining major damage. It can happen in a split second, your breath holding as you align your wheels away from the cracked pavement and wish for the best. These potholes of doom used to be a rarity on Australian roads, an oddity that had to be carefully tackled. Nowadays, the evolving nature of road maintenance means more and more of these anomalies are popping up across the country – at the local supermarket carpark, on a normal suburban street and, especially, on some of the busiest national freight routes. For cars, these potholes serve as an inconvenience, an unwelcome opportunity for your vehicle to have an issue. When these potholes are being driven over by trucks, they have the potential to destabilise loads, jolt vehicles and cause incredibly dangerous scenarios, all through no fault of the driver. In a modern world where safety remains paramount to the success of the transport industry, these road conditions form an alarming hazard. With many reforms focusing on compliance, when is it time to fix these roads? By the looks of it, we’re currently in this period as governments announce a raft of funding packages ahead of a busy summer of roadworks. Let’s hope this leads to less potholes and smoother, safer roads for all our truck drivers. This October edition of OwnerDriver does more than just look at the latest road projects coming soon – following our roads update on page eight, there’s a range of event and vehicle reviews as well as feature stories on leading owner-drivers and f leet technology. Warren Aitken’s month saw him take the latest Hino range for a day of
driving around Sydney (head to page 20 for more), while he found a stunning limited-edition Volvo for Truck of the Month courtesy of the team at SRH Milk Haulage. To cap it off, he also provides an entertaining recount of his time at the Truckstar Festival in the Netherlands – one of the biggest trucks shows in the world. Around this, we look at the latest deliveries from major suppliers to f leets across the country, deep dive a trailer catalogue courtesy of PACCAR Parts and find out more about some innovative truck technology, from filters to wheel alignment services. Throw in our latest range of columnists and it makes for another full edition of OwnerDriver as we move towards the busy but warmer months of spring and summer. I hope you enjoy the read, and remember to stay safe out there on the roads.
“In a modern world where safety remains paramount to the success of the transport industry, these road conditions form an alarming hazard.”
Image: Kevin/stock.adobe.com
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
6 OCTOBER 2026
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The Goods
NEWS FROM THE HIGHWAY AND BEYOND
What’s new on the roads From rest area upgrades to the Great Western Highway and Kwinana Freeway works, there’s plenty happening ahead of summer
LOCATIONS CONFIRMED FOR $9M REST AREA UPGRADES The federal government has announced locations across four states where truck stops will receive improvement works. The $9 million upgrade works seek to deliver new and improved facilities on key freight corridors in NSW, SA and WA while rest areas will be upgraded in Queensland. In NSW, funding will help deliver two rest areas on Ivanhoe Road in the Balranald Shire, one on the Dowling Track at Yantabulla in the Bourke Shire and the relocation of a truck stop on Albury Road in the Lockhart Shire. In South Australia, two new heavy vehicle rest areas will be built on the Stuart Highway, one at Gosse Range and the other at Five Mile. The rest area at Burra Range on the Flinders Highway in Queensland will be upgraded between Charters Towers and Hughenden, while multiple rest stops on the Gore Highway between Toowoomba and Goondiwindi will receive upgrades, as will an area on the Leichhardt Highway between Miles and Goondiwindi. Out west, eight new informal rest areas will be built across four major corridors in the Meekatharra Shire, including two new rest areas on each of the Ashburton Downs-Meekatharra Road, Wiluna Road North, LandorMeekatharra Road and Sandstone Road. $200M TO REBUILD GREAT WESTERN HIGHWAY Australian governments have announced a shared funding package to rebuild and future-proof New South Wales’ Great Western Highway at Victoria Pass. The federal and NSW governments will each provide $100 million to fix the popular freight route while also adding an additional eastbound climbing lane and permanently widening the road between the Blue Mountains and Central West. The road has been closed at
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Albanese government has listened, stepped up and matched the Minns government’s funding commitment. “This will help ensure that the highway is not only repaired, but widened with a climbing lane and future-proofed against long-term structural issues. “However, the clock is ticking. The highway is the lifeblood for freight movements between the Central West and the Blue Mountains and its prolonged closure is continuing to place further financial strain on RFNSW members. “It’s imperative that this combined funding package results in a safe, efficient engineering solution for the highway, allowing it to re-open on schedule without delays.”
Image: Prime Creative Media
Road upgrades are in full swing as spring begins, with various governments getting the latest round of road safety projects underway. From a variety of rest area upgrades and new projects across four states to funding the Great Western Highway rebuild and laying out a timeline for the Kwinana Freeway upgrade, there’s plenty to prepare for ahead of the summer period.
Mitchell’s Causeway and Victoria Pass since March due to serious cracking and movement, with Transport for NSW working to diagnose the site failure and design a permanent, safe engineering solution. In June, the NSW government entered an alliance contract with Seymour Whyte to construct a new road deck above the existing Causeway supported by piles anchored to the bedrock below. “For 194 years, the Mitchell’s Causeway was the key link between the Mountains and the Central West. The cracking has cut off communities, and made travelling through the region challenging,” federal transport minister Catherine King says. “The Australian government made an early commitment that we would work closely with the NSW government to reopen the highway as quickly and safely as possible. “This will not be a simple repair, but getting this done is a priority. That’s why the Albanese government is announcing $100 million in Federal funding.” While the governments work to reinstate access and open the Causeway, towards the end of the restoration, work will begin on adding an extra eastbound climbing lane to provide opportunities to safely overtake slow-moving vehicles and trucks. Major works for the reconstruction of Mitchell’s Causeway are underway with the Great Western Highway expected to reopen to traffic in the second quarter of 2027. “By delivering an additional eastbound climbing lane, we are taking the opportunity to improve the road
for the long term, giving motorists the opportunity to safely overtake slower-moving vehicles and trucks,” NSW roads minister Jenny Aitchison says. “We are looking beyond the immediate repair and investing in our Central West and Blue Mountains communities for the future.” Road Freight NSW (RFNSW) has welcomed the funding, but says more financial relief must be provided to struggling freight operators who continue to be impacted by the lengthy road closure. RFNSW CEO Simon O’Hara says the additional funding from the Commonwealth is “welcome news”, given the ongoing operational disruptions and costs experienced by transport operators. O’Hara says two recent accidents on the Darling Causeway have exposed the practical consequences of the detour. In one case, an RFNSW member’s truck could not be turned around and the driver had no option but to wait until the incident was cleared; in another, police escorted heavy vehicles back to an alternative route. “These disruptions are adding hours to already demanding trips, creating fatigue-management and compliance pressures through no fault of the driver, and leaving operators to carry extra fuel, overtime and vehicle costs. The closure of the highway is taking its toll on our members who use the highway,” he says. “RFNSW has been pushing for greater certainty and clarity around project delivery timelines, funding and resources, which is why we’re obviously very pleased that the
KWINANA FREEWAY UPGRADES TIMELINE UNVEILED The federal and Western Australian governments have announced construction on the Kwinana Freeway upgrade will begin early next year as a construction contract has been awarded. The works will see more than 29 kilometres of the Perth freeway upgraded between Roe Highway and Safety Bay Road. A contract to deliver the project has been awarded to a consortium comprised of CPB Contractors, McConnell Dowell Constructors, Arup Australia Projects and Jacobs Group. Detailed design will now begin on 11 kilometres of widening from Russell Road to Mortimer Road, an additional lane southbound from Roe Highway to Berrigan Drive, and an additional lane northbound from Russell Road to Beeliar Drive. New coordinated ramp signals will be installed on 11 northbound ramps, which will create 42 kilometres of continuous smart freeway from Safety Bay Road to the Narrows Bridge. The $700 million Kwinana Freeway Upgrade, jointly funded by the federal and WA governments, will ease congestion and improve safety across Perth’s southern suburbs. The project will increase capacity on Kwinana Freeway enabling a smoother flow of traffic and helping to reduce travel times while supporting up to 4,180 local jobs. Construction will begin in early 2027 when environmental approvals are complete, with project completion scheduled for mid-2029 and significant sections of completed widening to be opened by late 2028.
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Is your combination eligible for the new 20m length limit?
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Cane truck blitz shows non-compliance
The latest safety operation targeting Queensland’s sugarcane industry has resulted in a welcome non-compliance drop amid 140 intercepts
mechanical roadworthiness remains the most significant safety concern identified during the operation. “Our officers issued 86 defect notices relating to issues such as brakes, lights, reflectors and vehicle condition,” she says. “These findings reinforce a trend we have observed in previous sugarcane operations and highlight the ongoing need for stronger maintenance practices across the sector. “Many of these defects are preventable through effective maintenance planning, regular inspections and timely repairs before vehicles enter service. “We encourage operators to carry
out thorough pre-season checks and address defects.” CANEGROWERS CEO Dan Galligan says the improvements in load restraint demonstrate that growers, contractors and operators are taking safety messages seriously. “The vast majority of people involved in our industry want to do the right thing. They understand they are sharing the road with the broader community and take that responsibility seriously,” he says. “It is encouraging to see improvements in loading practices following the work that has been done with industry. Where issues have been identified, particularly around vehicle maintenance, the focus now needs to be on addressing those and continuing to lift standards.” Ready says the results reinforce the value of combining education, industry engagement and targeted compliance activities. “Most operators want to do the right thing and get everyone home safely,” she says. “Our role is to support industry to meet its safety obligations while taking action where risks remain. “The improvements seen this season show what is possible when operators take ownership of their safety obligations. Our focus will remain on reducing the risks that continue to contribute to serious road crashes and harm on Queensland roads.”
demonstrates our conviction in the role of private capital in supporting logistics infrastructure, security and resilience opportunities across the APAC region,” Satchcroft says. “We look forward to working alongside Qube’s world class team, leveraging our extensive experience in the sector to support the business through its next phase of growth.” Qube managing director Paul Digney says the finalisation of
the deal marks an “exciting new chapter” in Qube’s growth and evolution. “My team and I look forward to working with MAM and its co-investors on the next phase of growth and diversification for Qube, while continuing our strong track record of enhancing supply chains and delivering innovative solutions and outstanding service to our customers,” Digney says.
Image: NHVR
A recent heavy vehicle safety operation in Queensland’s sugarcane industry has found loading practices are improving. The National Heavy Vehicle Regulator’s (NHVR) Operation Humidity, conducted during this year’s crush season, recorded a non-compliance rate of 27 per cent during 140 intercepts across harvesting regions. This number is down from the 38.8 per cent non-compliance with the Heavy Vehicle National Law recorded during the 2025 operation. NHVR Director Northern Region Kelli Ready says the results demonstrate industry is responding to clear safety expectations and improving their practices. “These results show many operators are taking safety seriously and responding to the messages we have been delivering across the industry,” she says. “In the 2025 pre-season we ran a number of industry information sessions which included loading requirements, and these operation results show industry is starting to make these necessary changes. “Following our pre-season engagement activities, we are seeing more consistent loading practices, improved cane bins in some operations and greater attention to load restraint requirements. “Those improvements are encouraging but the operation also showed there is more work to do,
particularly in relation to vehicle maintenance and roadworthiness.” Operation Humidity was the first coordinated NHVR sugarcane operation conducted across all harvesting areas of Queensland, with 12 vehicles identified as exceeding mass limits during the period while seven load restraint infringements were issued during the operation. However, the operation identified noticeable improvements in load restraint compliance overall, including increased free space between loads and the top of trailers across many vehicle combinations. While the results highlighted positive progress, Ready says
Image: Qube
$11.7B Qube acquisition completed The global asset manager and its consortium of investors have finalised the major deal and will now work with Qube’s network A global asset manager has completed its acquisition of Qube, finalising its $11.7 billion purchase of the freight giant. Macquarie Asset Management (MAM), alongside a consortium of managed funds and co-investors including UniSuper and Pontegadea, completed the investment on August 14. MAM says the $11.7 billion investment is underpinned by long-term structural trends including demographics and rising demand for goods and services, as well as a growing focus on sovereign capability. MAM’s plan is to now work with Qube’s team alongside co-investors in the next phase of the company’s growth strategy, with a continued focus on investing across Qube’s
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network and pursuing new opportunities across the Asia Pacific region. “Our investment in Qube highlights MAM’s ability to execute complex transactions and source compelling investment opportunities that create long-term value for our clients and partners,” MAM head Ben Way says. “MAM has a long track record of identifying key thematics early, a capability reflected in the broad group of investors that have chosen to partner with us on this transaction.” MAM co-head of infrastructure for Asia Pacific Ani Satchcroft says Qube is well positioned to benefit from an increasing focus on supply chain capability. “Our investment in Qube
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Lindsay lands North Queensland contract Major transport operator Lindsay Australia has unveiled its financial results for the past year, exceeding $1 billion in revenue for the first time in its history. As its national network expands, the operator has grown its earnings while its underlying Earnings Before Interest and Taxes (EBIT) also rose 37.7 per cent. The results, highlighted by a group revenue of $1,072.7 million (up 26.2 per cent), ref lects Lindsay Australia’s multi-year period of strategic execution to deliver a more comprehensive and scaled network that includes investments in f leet, facilities and targeted acquisitions. The business says the first full year of SRT Logistics, which was acquired in July last year, alongside organic growth in its transport and rural sectors, have all led to the growth. Highlights of the past year include integrating SRT Logistics and securing a five year, $30 million to $36 million secondary freight contract with Primary Connect, with progressive roll out to begin this month. The contract will see Lindsay supply transport services to roughly 40 Woolworths stores from Mackay to Cairns in North Queensland, marking Lindsay’s first scale position in the mainland secondary freight market. Lindsay’s entry in the local market is supported by $20 million in dedicated capital investment and includes two new greenfield
Image: Lindsay Australia
The operator has surpassed $1 billion in revenue for the first time while also winning a key Primary Connect contract in North Queensland
sites in Townsville and Cairns. “I am pleased with the performance of the business in difficult and uncertain trading conditions,” Lindsay Australia CEO Clay McDonald says. “Rural has again performed well, and the addition of SRT Logistics to the transport network has created immediate opportunity and value for our customers and EPS accretion for shareholders. “FY2026 completes a significant period of investment for Lindsay. The connected network, infrastructure, capability and scale we have developed has taken seventy years to build and is difficult to replicate. With that platform now largely
in place, our focus shifts to extracting value from it, lifting utilisation, improving returns and maintaining discipline over capital. “Importantly, our services continue to evolve to support a changing market. Our entry into secondary freight is a natural extension of the network and the capability we acquired through SRT Logistics, and it signals the benefits that our unique network can deliver to our customers and shareholders.” The transport segment’s revenue rose by nearly 33 per cent, with Tasmania now representing 19 per cent of Lindsay Australia’s transport revenue. The operator also pointed to
acquisition-led expansion into south-west Western Australia and a new purpose-built Perth facility as reasons for recent growth. The rural sector also rose in revenue by more than 15 per cent based on growth across cartons, fertilisers and nutrients. Lindsay pointed to increased capital investment, with the $40.5 million in f leet and infrastructure weighted towards larger HPV combinations. McDonald says the group enters the latest financial year with a more diversified national network as it looks to further extract value from the integrated core business while growing into secondary freight via the North Queensland contract.
critical to success of our customers, so it is important that we identify and celebrate the best of the best,” Downes says. “The skills on display during the
Technician of the Year finals was a testament to dedication and commitment of every single one of our finalists and especially our much deserving winners.”
Image: Daimler Truck Australia Pacific
Daimler Truck crowns best technicians The very best truck technicians for both heavy vehicle brands have been crowned in a ceremony in Melbourne Daimler Truck has crowned its leading Mercedes-Benz and Freightliner truck technicians in Melbourne. The best Daimler Truck technicians recently travelled to the Daimler Truck Training Academy in Mulgrave, Victoria and competed across technical theory assessments, real-world diagnostic challenges and practical hands-on evaluations for the title of Technician of the Year, with winners receiving a trip to the United States or Germany. At the end of the competition, Josh Cook of Keith Andrews Hamilton was crowned the 2026 Freightliner Technician of the Year, while Sam
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Jalalabadi from Daimler Trucks Laverton finished second and Bradley Skein from Daimler Trucks Wagga was third. Brendan Haldane from Daimler Trucks Huntingwood was announced as the 2026 Mercedes-Benz Trucks Technician of the Year, while Peter Briggs from Daimler Trucks Brisbane finished second and Archie Rousell from Daimler Trucks Brisbane was third. Daimler Truck Australia Pacific Vice President of Service, Product, VPC and Elite Stephen Downes says the capability on display was exceptional. “Truck technicians are absolutely
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Hino chosen as STG Global preferred model The particular Hino model has been selected as the go-to model for the Australian specialised truck bodies supplier as construction, mining, waste management, infrastructure and utilities, has formalised its “natural affinity” with Hino’s manufacturing philosophy of quality, durability and reliability. “For STG Global, Hino offers a
Image: James Thomas/The Photo Pitch
A leading Australian manufacturer and supplier of specialised truck bodies, service vehicles and parts has chosen the Hino 700 Series as its preferred heavy-duty truck partner. STG Global, the assembler of truck bodies used across industries such
broad range of Euro 6 emissions compliant heavy-duty trucks in Australia for the applications we produce, including vacuum trucks, water carts and tilt trays,” CEO James Agius says. “The Hino 700 Series range has been proven in the Australian market since 2021 and delivers STG and our customers with outstanding performance, safety and driver comfort. “The variety of models available provides us with significant flexibility to meet our customers’ expectations. “Most importantly, we have been impressed with the level of support from Hino Australia and its extensive dealership network. “The decision to partner with Hino was also a logical choice given our parent company, Kyokuto Kaihatsu Kogyo, is one of Japan’s most respected specialised truck manufacturers and has a long-standing relationship with
INTRAAX
Hino at a global level.” President and CEO of Hino Australia Richard Emery is enthusiastic about the partnership. “2026 will be a record year for our 700 Series, which has been driven by our expanded range of models and the introduction of our new Hino 12-speed automated manual transmission,”” he says. “The STG Global partnership is particularly important for Hino and we see significant opportunity to grow this partnership as demand increases for specialised truck solutions across construction, mining, waste, infrastructure and utilities. “STG Global customers receive peace of mind from our Hino Advantage suite of business solutions including five years or 600,000 kilometre standard warranty. “We look forward to our relationship with STG continuing to grow and expand.”
®
featuring ZMD™ and HXL7™
Reduces
Maintenance
Tel: +61 3 8792 3600 hendrickson.com.au Actual product performance may vary depending upon vehicle configuration, operation, service and other factors. ©2026 Hendrickson USA, L.L.C. All Rights Reserved. All trademarks shown are owned by Hendrickson USA, L.L.C., or one of its affiliates, in one or more countries.
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
AusPost calls for truck drivers
The national carrier is recruiting thousands of staff ahead of the busy holiday period, with truck drivers at the top of the list
The economic impact also varies across states, with New South Wales contributing the largest share of total costs (34 per cent), followed by Queensland (32 per cent) and Victoria (29 per cent). Despite accounting for a smaller share of total incidents, Victoria incurs a disproportionately higher share of costs, driven by a greater concentration of more severe bridge strikes. “As policymakers and industry look to improve network efficiency and resilience, robust, data-driven
insights into the economic impact of bridge strikes are critical to informing smarter, more targeted investments,” ALC CEO Dr Hermione Parsons says. “Bridge strikes don’t just damage infrastructure – they disrupt supply chains, delay deliveries and impact productivity across the freight sector. Understanding the true cost of these incidents is an important step toward prioritising solutions that improve safety and keep goods moving efficiently across Australia.”
Image: Australia Post
Davies says seasonal team members play an important role in helping the business deliver for customers during its busiest time of the year. “Last year we delivered a record 111 million parcels in the lead up to Christmas and that wouldn’t have been possible without the incredible people working hard across our network. As we prepare for another busy peak period, we’re looking for people with a valid truck or forklift licence, as well as team members
for our parcel processing facilities, where no previous experience is needed,” Davies says. “Seasonal roles are a great way to earn extra income ahead of Christmas while working alongside a welcoming and supportive team. Whether you’re behind the wheel, operating a forklift or helping sort parcels, every person plays a part in helping us deliver for customers and communities right across Australia. “Many of our team members first joined Australia Post during this period and have gone on to build rewarding long-term careers with us. If you’re looking for an opportunity to learn new skills, gain valuable experience and be part of a trusted Australian organisation, we’d love to hear from you.” Davies says Australia Post is committed to creating career opportunities for people at every stage of life, including young Australians entering the workforce. Through pathway programs, on-the-job development and employee networks such as #NOW (Network Operations Women), Australia Post is helping more women and emerging talent build rewarding careers in transport and logistics.
National carrier Australia Post and StarTrack are recruiting more than 3,500 seasonal team members across both metro and regional Australia, with truck drivers topping their wish list. As preparations increase for the busy holiday and online shopping period, truck drivers and forklift operators are among the most in-demand roles for both carriers. Seasonal opportunities are also available for parcel sorters, freight
handlers and van drivers to help keep parcels moving through the network and to customers across the country during Australia Post’s busiest period of the year. Applications are open now, with truck driver roles having started in early September and parcel processing, freight handling, van driving and forklift operator roles getting underway this month. Australia Post Executive General Manager, People and Culture Sue
Bridge strikes costing Australians $101M annually New research reveals vehicle bridge strikes are costing the Australian economy roughly $101 million in a financial year. A new report released by HERE Technologies and the Australian Logistics Council (ALC), through research conducted by HoustonKemp, found vehicle bridge strikes in the 2024-2025 financial year caused around $100 million in damage. Bridge strikes, where vehicles collide with bridges or other overhead structures due to height incompatibility, are a persistent and increasingly frequent issue across Australia’s road network according to the report. The study revealed approximately 1,220 incidents occurred in the 2025 financial year, with figures rising by around 38 per cent since 2018 and expected to continue increasing alongside freight growth. The report says bridge strikes
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create widespread disruption outside of physical damage to the transport ecosystem, including infrastructure and vehicle repairs, traffic congestion and delays, rail service disruptions, supply chain issues and emergency response costs. Notably, the impact extends beyond those directly involved in incidents – the study shows more than 40 per cent of total costs are borne by the broader community, primarily through rail delay, congestion and emergency response. “Bridge strikes are often perceived as isolated events, but our findings show they are a systemic issue with far-reaching economic and societal consequences,” HERE Technologies general manager Oceania Daniel Antonello says. “As freight volumes continue to grow, so too will the cost of inaction.”
Image: Ryan/stock.adobe.com
The new ALC and HERE Technologies report also analyses the wider implications of ongoing vehicle bridge strikes across the country
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15/9/2026 8:08 pm
Mack lifts lid on retro facelift Mack Trucks Australia has announced the launch of two new editions of well-known models that have received a retro style revamp. Mack’s Trident and Super-Liner have benefitted from a retro themed tough new facelift. The locally driven project gives both models a new squared off face as well as featuring quad seven-inch LED headlights for better nighttime visibility from the driver’s seat. The new look pays homage to the brand’s heritage of building tough trucks for tough conditions. “This new look for Trident and Super-Liner really nails what Mack Trucks in Australia represents,” Vice President of Mack Trucks Australia Tony O’Connell says. “We’re a brand that has helped build this country into what it is today, from construction and infrastructure projects in our cities to the legendary road trains that are the lifeblood of our
Image: Mack Trucks Australia
Two of Mack Trucks Australia’s most popular models have received retro revamps to suit the brand’s iconic local history
outback communities. “If there’s a thankless task involved, there’s a good chance there’s a Mack involved as well.” He says the trucks are “a great example” of what the local engineering team and factory can do for the local industry.
“We’ve listened to what our customers want and now we’ve delivered and I’m very pleased to see these unique trucks come to life,” he says. The updated axle forward Trident features the 13-litre 535hp 1,920lb/ft MP8 powerplant with
a choice of 12, 13 or 14-speed m-Drive transmissions while the heavy haul Super-Liner sports the 17-litre MP11 powerplant at horsepower ratings ranging from 600 to 700 horsepower and up to 780hp and a torque rating of 2,800 lb/ft.
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BUSINESS SPOTLIGHT
Sponsored by
FORWARD FOCUS Having established itself in the quiet expanses of regional NSW, Divall’s Earthmoving and Bulk Haulage is now serving its local community with pride through a growing fleet of vehicles operating a unique blend of services
T
he New South Wales town of Goulburn is a popular stop for many travelling the Hume Highway each day. As a historic regional city in NSW’s Southern Tablelands region, it was proclaimed Australia’s first inland city in 1863 ad is now home to the popular Big Merino – a 15m tall concrete and steel sheep celebrating the region’s wool heritage. To the east of Goulburn on the northern side of the Hume Highway sits an important part of Australian transport industry in the home of an Australian transport and earthmoving operator that started when Johnny Divall bought a property in Lone Pine more than 50 years ago. By 1991, brothers Mick and Andy Divall bought a nearby Carrick quarry, establishing Divall’s Earthmoving and Bulk Haulage to begin a transport empire in the quiet town of Carrick. “The family business has been running for more than 50 years now with a large f leet of trucks and trailers,” Divall’s mechanic James
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Hanger told OwnerDriver. “We’ve grown over the years to now offer truck and dog work, tipper and f loat work in conjunction with our earthmoving side of the business.” James has been part of the family business for the past decade, plying his trade in a workshop that now services and maintains around 65 registered truck combinations including rigid trucks, prime movers for f loats and drop decks. Over time, the business has predominantly built a truck and dog f leet alongside A-Double combinations and tip-over axle trailers. “Our f leet is predominantly Kenworth with 60 registered prime movers and truck and dog set-ups on the road currently, while the majority of our trailers run on Hendrickson suspension,” he says. The earthmoving and freight company has also expanded into aggregate runs, carting it to Sydney from cement concrete plants across the state. James says this new avenue accounts for roughly 25 truck and dogs, while Divall’s
has been able to invest in its own earthmoving equipment in the form of a large f loat f leet and five powder tankers. To make matters more intricate, there’s also a suite of agitator trucks to cover the wide variety of work we do, plus a tautliner that runs in and out of Sydney to Botany to carry recycled cardboard and bulk bags. To match this intensifying demand, James says Divall’s has built a f lexible team in the workshop to cater to the various areas the brand is running in. “We’re pretty lucky across the business to have roughly 30 people in our workshops in different areas,” he says. “I’m the leading hand in the main workshop and look after the large f leet we have here. We try to be fairly innovative with our technology and to evolve with the industry, but we pride ourselves on making sure we have the right equipment to fix any issues. “If we do have to take a vehicle off the road, we now have a large pit at the workshop that allows us to do brake roller testing, meaning
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“We’re lucky to be well supported by our suppliers – they make parts easy to access, while repairing anything is made simple by constant support and materials available online.”
“Our mantra is if our maintenance and people can’t grow then neither can the business – Mick and Andy are very big on that – so we’ll keep providing a lot of in-house and external training to our people as we welcome more gear in. “We want our trucks to be the safest on the road, and we’re blessed to receive a lot of local support from our team as well as our partners to meet this goal. We now can’t wait to see what the future holds.”
HENDRICKSON AUSTRALIA OPPOSITE, TOP: The Divall family is continuing to grow from its Goulburn foundations Below: The fleet is predominantly consisting of Kenworth, with Hendrickson gear part of it
Hendrickson Asia Pacific Head Office 32-44 Letcon Drive Dandenong South Vic 3175 Phone: +61 3 8792 3600 Email: customerservice@hendrickson.com.au
Images: Divall’s Earthmoving and Bulk Haulage
we do our own testing on our truck and dog f leet for maintenance. We’re very strong on ensuring our trucks don’t go out on the road unless they’re completely safe.” With the majority of Divall’s trailers being built by local manufacturer Tefco Trailers in nearby Goulburn, this equipment is a close-knit affair for the family business. These trailers, much like other equipment in its truck and dog and semi-trailer f leet, all run on Hendrickson suspension – something James labels as critical to Divall’s productivity. “It’s world-class and the best in market by far for our vehicles,” he says. “We’re lucky to be well supported by our suppliers – they make parts easy to access, while repairing anything is made simple by constant support and materials available online.” Throughout the growing f leet that James and his workshop looks after at Divall’s main site in regional NSW, he says roughly 30 run on Hendrickson’s INTRAAX suspension system. On the axle front, he says there’s a range of Hendrickson technology on offer from trailers with lift axles to steerable axles. “It’s definitely modernising in that space and we love being able to choose the right product for the particular task we require,” he says. The Divall family business may be continuing to evolve at a frenetic pace, but its roots in Goulburn and nearby surrounds still remain. With an array of new trucks on order and the f leet set to continue upgrading over the coming years, James says the brand won’t deviate from its focus on maintaining and running quality equipment to carry a wide array of loads across the country. “The market is changing and we’re meeting market demands by upskilling mechanics and training them in the latest repair procedures and technology,” he says.
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test drive
I FILLING THE
BUCKET
Warren Aitken took on Sydney traffic for an entire day behind the wheel of the latest range of Hino’s 700 Series trucks. Having gone some time between drives of a Hino truck, he was left impressed by the brand’s newest iteration
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will be honest with you guys right from the get-go – an invite to drive around Sydney is never something I willingly accept. In my ‘bucket filling’ experiences it rates up there with a prostate exam, an off-off-off Broadway rendition of The Sound of Music or an NHVR roadside call in. But Sydney is where Hino Australia was giving us journos an opportunity to test its new 700 Series offerings, and so Sydney I must do. Admittedly the Hino Australia team were happy to give me just a short little test drive in a few of their latest models in an effort to lessen the pain, but in the interest of getting a real feel for one of the top players in the Japanese and Australian truck manufacturing market, I asked to skip the wine and cheese and spend as much time on the road as possible. That is exactly what I got – an early start in the FS2636 meant dealing with grouchy ‘off to work’ suburbanites. That morphed into a midday run in the versatile 8X4 FY3036 to battle amongst some hangry locals looking to escape for a tranquil lunch and a final stint in the extremely agile 4X2 FH1836 with pig trailer in tow to round out the day as everyone was heading home. It was an all-encompassing day, and I got a great deal of seat time, which is what I was after.
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Images: Warren Aitken
Thanks to some precision planning from my passenger princess Scott Wiggins, Hino product engineer and my personal satnav and Hino Wikipedia source for the day, I also had a great variety of terrain to traverse, from the tight single and multi-lane inner-city streets of Caringbah, Kirrawee and Kogarah to a bit of open road driving and mountainous descents heading out to Wollongong via Sea Cliff Bridge and again via the imposing Mt Ousley. It was a full-on day that gave me plenty of time to access a driver’s view of the 700 range, from comfort and practicality through to the performance of Hino’s new M112 12 speed AMT box, all from the comfort of the standard ISRI seat. It was a big day, if I was on an hourly rate for the day it would have been a profitable one, and seeing as the last time I had any Hino interaction they still had the old wing mark logo and were sprucing the Super Dolphin, I was coming at it from a pretty blank canvas, which I guess can be a good thing. It means I have no assumptions leading in, but it also means I have no previous model to compare it to. Hence, I get to just look at the models they gave me the keys to. Hino’s 700 Series is a massive movement for Australia’s second biggest truck sales team, both literally and figuratively. In the first six months of 2026, the 700 Series saw more orders roll out the showroom than all of 2025. The sales numbers have been aided by the fact the 700 Series has expanded from 20 to 31 different models now, meaning there is a model to fit nearly any application in the heavy-duty market.
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“Hino’s 700 Series is a massive movement for Australia’s second biggest truck sales team, both literally and figuratively. In the first six months of 2026, the 700 Series saw more orders roll out the showroom than all of 2025.” Thankfully I wasn’t on board to test out all 31 models in one day – I was tasked with a more reasonable three of their new models, with the majority of the f lag waving being focused on the Hino M112 12-speed automated manual transmission paired to Hino’s reliable nine-litre A09C engine. There are plenty of other options among the range to dribble on about, but seeing as I was spending my day with a nine-litre motor, a 12-speed AMT and a varied collection of set-ups, we’ll just start there. Let me start with the superficial exterior stuff first, because at my core I am a truckie. So yes, how the truck
Above: One of the big markets for the Hino 700s is the tilt tray scene and the FY3036 is the perfect fit
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“All the models I tested had the little lunch box bunk in the back, which allows for somewhere to store your work bag.” looks is important to me. What caught my eye straight away was the placement of those damn black radar sensor systems that every truck needs these days to adhere to all the safety systems the ADR rules require. If you look at the photos, you will see how well Hino has done at incorporating this eyesore of a necessity into its grill. Very well done. I also noted the little things like the steps on the bumper and handles below the windscreen that make it easier to get up and clean said windscreen. Then you have the actual steps into the truck. I must admit I had a couple of issues as I am used to a bit more of a stretch/ challenge when climbing into a truck. That’s not an old man issue, it is more noting that Hino has found a way to make climbing in and out even easier – it has improved a problem you didn’t know you had. It’s not the first manufacturer to step out its steps by any means; I just found between that and the placement of the steps I had to almost reteach myself the skill of dismounting. Another thing you will notice when you open the door is the handy little slot for securing your airbag hand piece – you know that corded little toy that can often hang around the side of your seat like an annoying child. There are perfectly placed slots to keep it safe and secure. It may seem a silly thing to mention, but from a driver’s point of view, it is a handy little design. Yes, we have moved very quickly to the interior, that’s because the exterior is what it is. There is a fair bit of Japanese style to the chrome grill, but the Hino look remains familiar. When I look at the interior, my lack of Hino history may come to the fore. Having
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been a few decades between drinks, I can honestly say I was a little taken aback by the quality and functionality of the Hino design. My immediate thoughts were ‘has Hino forgotten it’s supposed to be a Japanese style truck?’. It was solid, there was a modern graphite look to the dash, paired with an upholstery element that added a lot more warmth and premier feel to the whole thing. The Australian 700 Series gets fitted out locally with a huge state of the art entertainment system, the large screen gives touchscreen access to all the bells and whistles you expect these days, like Apple CarPlay and Android Auto. I didn’t actually get a chance to test
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out the stereo itself, I was waff ling too much to my chaperone, so I apologise for that. All the models I tested had the little lunch box bunk in the back, which allows for somewhere to store your work bag. I did note there was no draw fridge in any of the models, but with that small bunk I guess there is room to bring your own. Again, I am looking at that as a driver spending 12 hours a day in one of these and looking for somewhere to keep some Cokes cold – not a deal breaker, more a selfish thought from me. It is always interesting to see how much of a blind spot the mirrors create on a round town truck and for such big mirrors on the Hinos, I didn’t really have any
Above: It took some explaining from Scott when I jumped in the truck and received this start up message – it’s all about the driver monitoring system Opposite top & bottom: Seems number three on my list of fun things to do also hit the mark on one of my joy rides. Thankfully the brand-new Hino ticked all the boxes and no defects were found; Wide access through the doors is always welcome
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Above, L to R: Where you would expect a blind spot notification light, instead this is the A pillar mounted camera for the driver monitoring system; You can see from above how stepped out the access steps are. They are also well spaced in height, and you find yourself really appreciating the ease of access Opposite: The magical sync button for the brake sync system – default on for me thank you
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issues. Although it did feel like they were almost a little oversized for the trucks. I did appreciate the ISRI seat, though I found on the two trucks without the sheepskin cover I was feeling the seat a little in the lower back. Maybe it was the style of seat, or maybe I hadn’t found the correct button to fix that. What I did like and appreciate was the balance of the set-up. I clocked up several hours between the three trucks, all with basically the same cab and it was not a chore. I was still feeling nice and fresh at the end of the day and that’s a cumulative effect of not just the seating and the suspension set-ups, but also you weren’t having to work to keep an eye on traffic, you weren’t fighting to keep the truck steady on the road. From the driver’s seat, everything is functionally accessible and it takes a lot of stress out of the day when it is just easy to do. Let’s have a quick look at the safety side of the new 700 Series. I say quick because all trucks nowadays are spruiking pretty much the same features by law these days. Hino deem its Hino SmartSafe package its most comprehensive safety package ever. The package includes the pre-collision system, or PCS, which uses radar and image sensors to detect frontal collisions, both with vehicles and walking muppets too busy doom scrolling to look up. Paired with this is its Autonomous Emergency braking (AEB) in order to help avoid the aforementioned collisions. There is also the standard lane departure warning system, vehicle stability
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“I thoroughly enjoyed my reintroduction to the Hino brands – it may have been in the little pup version of the 700 heavy duty market, but it made suffering Sydney traffic pretty bearable, so we’ll take that as a win.”
control, pedestrian detection and Hino’s driver monitor, or (DM), system. This involves a small camera mounted into the A-pillar that recognises your face and tracks your driving posture, eye movement and generally looks out for your alertness. Now I don’t know what the recourse is if you offend the DM system, as I got no warnings for lack of attentiveness, but if it is like any of the other safety features, I am going to assume it is pretty passive. I say that based on the way the lane departure system works has no jolting back in line – no harsh stiffness of the wheel, just an audible notification and a visual reminder on the dash. I also like the fact when you consider the realities of our roads that Hino allow you to turn off the LDWS and it stays off until the next turn of the key. Now call me a little spoilt, but what I did notice was missing from the Hino package was those little lights in either the mirrors or A-pillars that identify a vehicle beside you. I am still a bit old school and use my mirrors, but on so many cars and commercial vehicles these days you get used to that blind spot notification. Let’s get to the performance of the models I had to play in – all three sporting the same
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motor, AMT and driveline. All three with a load appropriate to the design of the set-up. While my chaperone Scott was instructing me on the efficiency of f licking over to manual mode and getting the most out of the 12-speed box, I definitely had fun controlling it myself, especially with the fact the long diffs in the little trucks saw them sitting around 1600rpm at 100km/h. With the 12-speed box though, you can drop it down a gear at 100 and keep massive momentum when you hit a bit of a rise. The peak torque runs between 1100-1600 and keeping it in that range works. Fun stuff aside, I hit several of the hills in auto mode, because these trucks are designed to put anyone behind the wheel, so what happens when you let the truck do all the thinking? For the most part, it does really well, particularly on the smaller rises. I felt it read the inputs very well and held on in places I expected it to drop, letting the torque really do its bit. Once you start levelling out on the rises, it has plenty of gears to use to enable a constant momentum push and it tucks in nicely around 1200-1300rpm. On the really steep long pulls like Mt Ousley, you do need to change to manual and feather the pedal a bit more – if you just leave it in auto and drop the jandal it tends to spend a lot of time changing up, only to drop down again. So, a mix of manual and auto makes for the best use of the M112. When it comes to the nine-litre motor itself, you won’t be dragging anyone off the lines when the light goes green. You will have to wait a while to hit that 50km/h mark when you have a load on, but when it comes to doing the work, the little engine really hangs on well – a great attribute when we were wrestling with the undulations around Sydney’s suburbs. In terms of braking though, definitely go
manual and definitely have some faith in the exhaust brake. On the nine-litre models, I just had the two-stage system, but when I dropped back to about seventh to come down Mt Ousley, it held with ease. I do want to commend the brake sync system that Hino has in its 700 Series. It is a function you can turn on or off via a dashboard switch and what it does is it automatically coordinates the auxiliary braking with the standard service braking. There is no having to continually toggle the exhaust brake on and off – basically the first touch of the brake pedal will utilise the engine brake and the service brakes get used as more pressure is applied. It works very well, especially around the city. As much as you can enjoy driving around Sydney, I did. The Hinos were comfy, quiet and easy to drive. I prefer steering with a bit of feel to it and the Hinos have that – I’m not saying pre power steering stiffness – just enough that you can feel the tyres turning on the road. For torque and horsepower, the nine-litre does exactly what you need. I can’t speak to fuel figures as it was a day around town but Hino itself is happy with the numbers it’s noting. Like everything, it also comes back to the service and back-up, and Hino has put together a formidable package there as well. Hino offers a five year or 600,000km standard warranty package, as well as five years roadside assist set-up, its capped priced servicing, finance options and the Hino-Connect management system – you can see why the order sheet for the 700 Series is really stacking up. I thoroughly enjoyed my reintroduction to the Hino brands – it may have been in the little pup version of the 700 heavy duty market, but it made suffering Sydney traffic pretty bearable, so we’ll take that as a win.
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Owner-drivers carry enormous responsibility. You’re often the driver, operator, scheduler, compliance manager and business owner all at once. When you’re juggling all those roles, it can be very easy to put your own health and wellbeing last and simply keep going. For operators, particularly ownerdrivers, meeting your obligations isn’t something that needs to become another complicated compliance exercise. A practical starting point can be as simple as having a documented pre-start fitness check and genuinely asking yourself whether you’re fit to safely drive before getting behind the wheel that day. Just as important as asking the question is having a plan for what happens if the answer is no. For businesses with employees, this means having processes that allow drivers to speak up when they’re not fit to drive without feeling they’ll be penalised or pressured to continue working. A fitness declaration isn’t much use if the culture around it tells a driver that saying “I’m not fit today” isn’t an acceptable answer. Fitness can also change during a journey. This is particularly important for long-distance drivers who may spend days or weeks away from home. Being fit when you start a job doesn’t guarantee you’ll remain fit throughout it. For operators, the changes are also a timely reason to look at existing fitness-
NATROAD Warren Clark
Fit to drive focus NatRoad’s Warren Clark outlines why being within your hours doesn’t always necessarily mean one is fit to drive, and why this matters for the future of fatigue compliance
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to drive this truck today?”. There are plenty of reasons why the answer might be no. A driver could be dealing with an illness or injury, a chronic health condition, psychological or emotional stress, or medication that affects alertness, concentration, coordination or reaction time. There are also pressures that can’t be captured by a work diary. Financial stress, family issues, long periods away from home, delivery deadlines and pressure from customers or others in the supply chain can all contribute to someone continuing to work when they may not be in the right condition to do so safely.
WARREN CLARK is CEO of the National Road Transport Association (NatRoad).
“Fitness can also change during a journey. This is particularly important for long-distance drivers who may spend days or weeks away from home. Being fit when you start a job doesn’t guarantee you’ll remain fit throughout it.” Image: jovannig/stock.adobe.com
or decades, conversations about whether a truck driver is fit to be behind the wheel have understandably focused heavily on fatigue. However, while managing fatigue remains an essential safety responsibility, being within your permitted work and rest hours doesn’t always mean you’re fit to drive. Illness, injury, medication, physical health and mental wellbeing can all affect a person’s ability to safely operate a heavy vehicle. So can the pressures that come with working in an industry where deadlines are tight and the freight still needs to be delivered. The Heavy Vehicle National Law (HVNL) reforms expand the existing driver duty beyond impairment by fatigue, to include being otherwise ‘unfit to drive’. A driver is considered unfit where they are not of sufficiently good health or fitness to safely drive the vehicle. Importantly, the duty applies to drivers of all heavy vehicles over 4.5 tonnes, rather than only drivers of fatigue-regulated heavy vehicles. For drivers, the principle behind the change is relatively simple. Instead of only asking yourself “am I fatigued?”, the question becomes “is it safe for me
for-duty arrangements and consider whether they adequately address risks beyond fatigue. What is appropriate will depend on your business. A small owner-driver operation doesn’t need the same systems as a national f leet, but every operator should have a practical way of if a driver is fit to safely undertake the task. October is National Safe Work Month, and it’s a good opportunity for all of us to think about safety beyond simply ticking the compliance boxes. The new unfit to drive duty reinforces something that should already be fundamental to our industry. No delivery, deadline or commercial pressure is more important than getting yourself, and everyone else sharing the road, home safely.
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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TWU Michael Kaine
Circuit breaker The TWU details its latest moves to combat safety standards and industry squeezing for operators around the country
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In the gig economy, Uber Eats and DoorDash worked with the TWU to support world-leading minimum standards providing food-delivery workers a pay safety net, stronger safety protections and greater transparency. And soon, the FWC will be asked to rule on minimum standards in the last mile sector, meeting head on the undercutting “Amazon Flex” model which threatens the viability of the entire industry. At the time of writing, the TWU has also begun filing Protected Action Ballots across road transport and aviation, as workers prepare for possible but legally protected industrial action. The headlines may focus on strikes; the bigger story is why they may be necessary. They are not isolated disputes from a handful of disgruntled employees. They are part of a major coordinated strategy to return Australia’s transport industry to the people who know it best: truckies, owner drivers, family businesses and
MICHAEL KAINE is the national secretary of the Transport Workers Union of Australia. Contact Michael at: NSW Transport Workers Union, Transport House, 188-390 Sussex Street, Sydney, NSW 2000. twu@twu.com. au.
“Across road transport and aviation, more than 220 enterprise agreements are aligning so workers can negotiate together rather than one workplace at a time.” Image: William/stock.adobe.com
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or decades, transport workers including small business owner drivers and responsible operators have watched the same cycle repeat: wealthy clients demand lower prices, transport companies are squeezed, pay and conditions fall behind, responsible operators are undercut by those willing to cut corners, experience leaves, safety suffers and the industry struggles to attract and retain skilled workers. This destructive downward spiral serves major clients and the wealthy, not workers or the public. These companies are making record profits, $4 billion in retail, $35 billion in manufacturing and $33 billion in mining, while Mum-and-Dad operators and small businesses are priced out and under deadly stress. This year alone, 122 people have died in truck-related incidents and 813 transport businesses have gone bust. These are not signs of a healthy industry that rewards those doing all the heavy lifting. But it does not have to stay that way, and the TWU, together with scores of responsible industry players, is fighting to change that. When fuel prices soared in March, we united with the industry and secured a major victory for all road transport workers and road transport businesses. The Fair Work Commission’s Road Transport Contractual Chain Order gave the necessary legal framework to hold the wealthiest clients at the top of the supply chain accountable and make them pay their fair share for the fuel spike. Using transport reform laws pioneered by the Albanese Government, we may soon see another Contract Chain Order setting a 30-day maximum payment period to put an end to crippling unfair payment delays, and yet another dealing with slabs of unpaid waiting time and the scourge of sham contracting. Some at the top of supply chains have responded positively with safety charters to lift supply chain standards now underway with Woolworths, Coles and Wesfarmers entities Target, Kmart, Officeworks, Bunnings and Australian Pharmaceuticals Industry. Improvements through the charters will take time but it’s another indication that the industry can turn a corner if we are determined enough.
responsible operators. Across road transport and aviation, more than 220 enterprise agreements are aligning so workers can negotiate together rather than one workplace at a time. Ballots have already been lodged at companies like FedEx and Border Express, with more expected. I mention these victories and the potential action because they are more than a few wins on the board, or fights to win improvements, they are tools. Tools to shift the balance, to make billion-dollar companies profiting from your hard work pay their fare share, to raise the bar of standards across our industries and return a fair share of industry power to where it belongs: with you. Rebuilding transport is not about picking fights for the sake of it. It is about fundamentally changing how the industry works after decades of mismanagement and abuse by those who wrote the rules to suit themselves. Where major companies are prepared to lift standards with workers and their union, we will work beside them. That said, where companies profit by driving standards down, we will organise, campaign and, where necessary, take action. The race to the bottom hurts everyone except the wealthy clients who benefit from it. That is why our campaign matters so much: it is critical to keeping workers in secure jobs and responsible operators in business. Without change, our industries will go belly up. This will help us to repair the industry to one where you can make a decent living and where responsible employers are no longer punished for doing the right thing. The victories I mention above show what is possible when major companies work with us. These companies understood an important principle: lifting standards is not a cost to avoid; it is an investment in a stronger, safer and more sustainable industry. Transport workers, responsible operators and family businesses have made this argument for years: contract rates must be fair, commercial pressures must be sustainable and companies that uphold standards should not lose work to those prepared to undercut them. The difference today is that, perhaps for the first time in decades, every part of the industry is beginning to pull in the same direction. Australia also faces driver shortages, growing freight demand and rapid technological change. Artificial intelligence, automation and new delivery models will reshape transport over the next decade. Whether those changes strengthen or irreparably damage our industry, that depends on the choices we make today. Now, after decades of planning, transport finally has a coordinated plan to rebuild around all workers including small business owner drivers and responsible operators. This is about fair competition, safe jobs and businesses that succeed because they invest in people, not because they cut them loose to save a few dollars. And for us at the TWU, this is what 2026 is all about.
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truck of the month
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SHINING BRIGHT
With a penchant for limited-edition anniversary trucks, Scott and Regina Harvey from SRH Milk Haulage have recently welcomed a Diamond edition Volvo to their growing fleet to pay tribute to multiple milestones
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hen word came down the production line last year that Volvo were going to be releasing a limited-edition prime mover to celebrate 60 years of Volvo trucks in Australia, you can guarantee there was one man that was high up on the ‘we’d best give old mate a call’ list. That man is Scott
Left: With an 85t max weight, the 780hp and 3800 Nm of torque in the SRH Volvo get well utilised as Greg skirts around the east coast Below: The Bega factory up in Queensland is a regular scene for the big SRH Volvo
Images: Warren Aitken
Harvey. Scott, who alongside the lovely Regina, are the driving force behind SRH Milk Haulage. There are two reasons why Scott would be on top of the Volvo call sheet when it comes to a limited-edition Volvo. Firstly, because the Volvo badge carries a lot of weight in the SRH Milk Haulage machine, both figuratively and literally. Let’s look at the numbers to back it up –before this truck even hit the build stage there had been 300 other Volvos bearing the SRH Brand, and with nearly 100 still turning a wheel in anger for the milk transporters, there is a lot of weight being carted by the big Swedish powerhouse. The second reason that Scott would be top of the call list is best summed up by Scott and Regina’s son Mitchell, who is the Systems and Business Operations manager at SRH. “Dad loves a limited edition, if you told him that
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Above: The powerhouses behind SRH Milk Haulage – Scott and Regina Harvey Below: Rolling into Bega with another load of the country’s sweetest milk Opposite top: Another new feature for SRH Milk Haulage is the lack of mirrors on this Volvo. The big 780 is sporting Volvo’s mirror cameras instead
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sandwich over there was one of only five made, he’d have his wallet out and paying whatever he had to for it,” he says. There is precedent to back this up as well. You may remember the Swedish f lag inspired FH16 Volvo at the Brisbane Truck Show a few years ago. As it approaches two million kilometres on the clock, it is still in the SRH Fleet. Or what about the 100-year Macks released a few years ago? There is one of those with 1.7 million kilometres under its belt and still bearing the SRH brand. Oh, and we can’t forget the ‘50 years of manufacturing’ anniversary Volvo released in 2022 – Scott was there with a big smile to get the keys to that one. This particular limited-edition purchase goes beyond
just the sandwiches though – it carries a lot more meaning for Scott and Regina. The Diamond Edition FH is celebrating Volvo’s 60 years in Australia, and it is also about celebrating SRH Milk Haulage’s 30th anniversary – a venture that began off the back of Scott’s ‘what have we got to lose’ approach that has now expanded to over 100 trucks, around 200 trailers, nearly 300 staff and coverage of multiple states. It all started back in October 1996 with a 380hp FH12 Volvo. Side note, it does make me feel old writing about a 30th anniversary and then realising we are only talking about 1996. Looking back, 30 years ago I was still in New Zealand, there was no Netf lix, no social media, hell, even DVD players hadn’t arrived yet, and my toughest decision
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was deciding on either the trendy Motorola f lip phone for my minute-by-minute cell phone package or the Nokia 8110, where the only game was that silly snake one. At the same time, over here in Australia at their Aberglasslyn property, Scott and Regina were making a decision that would end up changing the trajectory of a lot of lives. A decision that we are now celebrating with this incredible looking FH16. Back in 1996, Scott was working at the historic Oak Factory in Hexham, NSW, a place that I have learned was quite the talisman for the area. Along with a massive production facility, it seems to have been quite the stopover for travellers chasing the best milkshakes as well. Not content with just one job, Scott also had a second profession working for Allister McDonald driving milk tankers that supplied the aforementioned Oak Factory. It was dairy all around for young Scott, but the driving force was the driving. Trucking had always played a part in Scott’s life. He had grown up with his dad running concrete trucks and found himself getting behind the wheel well before he could even reach the peddles unassisted. When his father took a role at the Oak Factory, that’s when Scott followed, but the itch to get behind the wheel is what saw him taking on the second job as well. He loved the work, loved trucking, loved dealing with the farmers, and obviously the early morning starts didn’t put him off either – the tanker work was perfect for the young man. Then in 1996, Oak wanted to consolidate their contractors. Scott’s boss at the time, Allister, told him he may not get the tender, so Scott
“The Diamond Edition FH is celebrating Volvo’s 60 years in Australia, and it is also about celebrating SRH Milk Haulage’s 30th anniversary.” should be prepared to lose his job. Instead of opting to turn and try something else, Scott and Regina, with assistance from his boss Allister, put together their own tender application with the goal of owning their own truck. “Scott always wanted his own truck,” Regina says. “He’s grown up around them – he was driving on his father’s knee in the concrete truck as a kid and he loved the milk tankers, he loved the bling, he loved dealing with the farmers. Scott’s attitude has always been ‘what have we got to lose’. He will give anything a go.” That attitude, tied in with his working reputation, saw the couple rewarded with a successful tender, and in October 1996, SRH Milk Haulage began. All they needed was a truck. The successful tender was a three-year contract that necessitated purchasing a single prime mover to tow the company trailers doing farm pick-ups and delivering to the factories. It would turn out that getting the tender was not the hardest part of the SRH formation – getting a truck would turn out to be a challenge in itself. “When we got the contract, we had to go out and get a brand-new truck, and we’d never had a truck,” Regina recalls. “We were very young and no one would give us the time of day.” They tried all the big brands and got nowhere. Having had a bit of experience behind the wheel of Volvos previously, and appreciating the packages the Euro trucks offered, a Volvo was high on the list for
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Above, L to R: Greg Mead may have taken some convincing to get out of his old 700 Volvo, but he is loving his time behind the wheel of the big 780hp; Big thumbs up to Gibbs Fabrication for the design and construction of these custom road train guards Bottom: The Diamond edition Volvo sits at the factory ready to unload another maximum load of milk
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Scott. Regina and son Mitchell laugh as they recall the emotional blackmail approach Scott took for his meeting with Volvo salesman Jeff Hallas 30 years ago. “When Dad went to meet with Jeff, he loaded the ute up with my sister Blair, she was only 18 months old, and he put our dog in the back as well and headed in,” Mitchell says. “It was kind of like ‘how can you say no to this kid or this dog’, and thankfully they didn’t.” That breakout truck was a 1996 FH12 Volvo, with a whopping 380hp (when you think about it, it is less than half the horsepower of the newest Volvo in the f leet). There were no bells and whistles on the first SRH truck – it was all about practicality and efficiency. Some sign writing and spider wheels were the extent of the extras. It was a truck designed to work and work hard. Along with the truck came SRH’s first employee Jimmy Ridley. Jimmy and Scott had worked together at Allister McDonalds and when Scott won the first tender and picked up the Volvo, Jimmy joined him and Regina in kicking the company off. Another side note story I should slip in here about the first day on the job for Scott and the Volvo. I shall leave it to Regina to tell this tale. “I remember the very first day the truck went to work – October 16th, 1996,” she says. “I remember exactly because I was working at the bank and we were involved in an armed robbery. “It was awful. I rang Scott and said ‘oh my god this is bad’, we’ve just had an armed robbery, and he replied ‘I’ll tell you what’s bad, there’s a hailstorm coming and
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“The Volvos are a reliable truck, that’s what wins it for the company. We need that reliability.” I’m in the new truck’.” Is it rather sad that I empathise more with Scott in that scenario? Anyway, for three years Scott and Jimmy worked the FH nonstop, fulfilling their requirements and mastering the art of milk movement. In 1999, Oak again changed its contracting requirements and it was a case of get bigger or get out for Scott and Regina. If you have learnt anything about the couple so far, you will know that the latter wasn’t an option, so get bigger it was. By the time the new millennium rolled around, the FH had been joined by four NH Volvos. By this stage, it wasn’t just the trucks
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as well, SRH had been accumulating their own trailers. As more contracts came the couple’s way, more trucks and more tankers were getting added. The Volvo brand and its reliability was solidifying itself in the SRH colours. In 2001 the small family property they were operating from became a little too congested and SRH purchased its first yard in Rutherford. They constructed their first shed and moved the entire operation into the small NSW town. From there the growth in SRH has increased exponentially – the immense pride they take in not just the appearance of their vehicles, but the functionality as well, not to mention the time and effort they put into training, maximising and modernising their niche industry, has seen them pick up contracts with many of the big cheeses of the milk industry. Bega, Norco, a2 just to name a few. By 2012, SRH had even moved into Western Australia, and by 2024 the operator added Queensland to the repertoire as well. As the company has grown, so has their relationship with the Volvo brand, and while you will see a few other badges in the company colours – a lot of that comes from acquisitions – the truck of choice for Scott and the team is the Swedish legend, and for very good reason, as COO /CFO /now part owner Ben Nix explains. “The Volvos are a reliable truck, that’s what wins it for the company. We need that reliability,” he says. “Volvo understand the critical nature of our work and ensures if there is an issue that we are up and running quickly.” Add in the driver comfort, the fuel economy and ease of use and you can see why Scott and the team keep coming back to the brand. You can now also see why when Volvo announced they would be doing a small number of special Diamond Edition FH16 780s, Scott was the first call. “We had intentions of doing something ourselves, some kind of anniversary truck, and when Volvo announced it was doing some 60th
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Above: Greg hooks the A-Double back up again after our photo shoot and gets ready to head off on another run Below: Custom King Bars designed for the Diamond edition Volvos. Opposite top: There are several touches on the Diamond edition that acknowledge the great success of SRH Milk Haulage
“This truck has a lot of stuff we wouldn’t normally have. It is 130t rated when we won’t really be doing more than 85. It has the electronic mirrors, things like that, and then we did our stuff as well.” anniversary thing, we thought we could blend it with our 30th,” Scott says. “This truck has a lot of stuff we wouldn’t normally have. It is 130t rated when we won’t really be doing more than 85. It has the electronic mirrors, things like that, and then we did our stuff as well.” Before we get into the SRH touches, we should look at
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the Diamond Edition product that Volvo released on its own and a bit of the how and why. Most people are aware that the Volvo manufacturing plant in Wacol, Queensland opened in 1972 and began production of Aussie-built Volvos that same year. The 50th anniversary was a big deal back in 2022, and in fact there was a special 50 year branded 700hp XXL Volvo released, to which I mentioned before that Scott purchased. That was celebrating Volvo manufacturing in our country – the first actual Volvo in the country was back in 1965. Truth be told, it was four Volvos in one go courtesy of Volvo icon Max Winkless, who had spent years overseas investigating a competitor to the Mercedes-Benz brand that he could import in. That goal was achieved in 1965 with the import of four F86 4X2 prime movers that went to work for Mayne Nickless on interstate work. The impressive results from those first four trucks inspired Max to push Volvo towards setting up Volvo Trucks Australia. By the time they opened the Wacol manufacturing plant, Volvo had already matched the Benz for market share in Australia. Roll on 2025 and Volvo decided to acknowledge and celebrate the milestone by announcing a limited run of Diamond Edition FH16 Prime movers, the truck that had just won the Australasian Truck of the Year award. The Diamond Editions would come stacked with the impressive D17 17.3 litre engine. Boasting 780hp and 3800 Nm of torque, you could get it in either the XL or XXL cab. The exterior would be available in a custom designed Diamond inspired paint scheme in either black or white and would pair perfectly with the powder coated fuel
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tanks and custom King Bar. On the inside you will find leather seats and commemorative interior badging and an upgraded 400w stereo system. Out the factory door, the Diamond edition is pretty impressive, but SRH has taken it a step further. First stop for the big rig was off to Gibbs Fabrication, a local Rutherford business, who designed and built the custom road train guards, fabricated the rear end and personalised the deck plating as well. There were a few extra lights added before the truck went off to Showman Signs, who did the first SRH Volvo when he was still an apprentice, and it was finished out with Black Chrome wheels – something very different. As much as Scott loves his limited-edition trucks, and sandwiches for that matter, he is still a working man, and all his trucks are working trucks. The 30th anniversary Diamond Edition is no exception. The keys were given to Greg Mead, another of the many long-term drivers that fill the company’s books. “I like to look after the guys that look after their gear. If they’ve been with me for a while and take care of their gear, we try and work with them for what they want with their trucks,” Scott says. However, this does f ly in the face of Greg’s immediate reaction to getting the new truck. “There is nothing wrong with my old 700,” he says. However, a couple of weeks on his regular run between Sydney, Rutherford and Brisbane, with 780hp at his foot, and there is no looking back for Greg now. The Diamond has a set of A-Double tankers that he runs up and down the east coast and, even sitting at a maxed out 85t, the big Volvo’s
torque and power make light work of even the steepest pinch. Greg is as fastidious in his upkeep of the new rig as you can see by the photos. It makes my job a lot easier that way, so cheers mate. As we wrap all of this up, I just wanted to focus on the effects of good relationships within our industry. That can sometimes get lost, especially when it comes to companies the size of SRH Milk Haulage, so full credit to the entire team. There are 21 families
that work within the organisation and that emphasises the focus Scott and Regina have put on relationships and creating a positive work environment. There are 94 Volvos in a f leet of 112 and that also emphasises the importance Scott and Regina have put on service, reliability and relationships. Add all of that together and it is easy to see why this incredible 30th anniversary truck will not be the last commemorative truck in the SRH colours.
Rising fuel costs weighing on you? You’re not alone. Healthy Heads in Trucks & Sheds has pulled together free, confidential support, practical tools and next steps to help you feel clearer, calmer and more in control.
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Images: Daimler Truck
Many of them were attached to complimentary service plans, which means the trucks are well maintained by properly trained technicians at Daimler Truck dealerships using genuine parts. Even so, every SelecTruck vehicle is thoroughly inspected by a fully trained and authorised Daimler Truck mechanic and subject to a comprehensive 100 point inspection to ensure they are ready to get to work. The kind of trucks that SelecTrucks sells are modern fuel efficient vehicles using modern technology. They aren’t hard to drive, but there are ways to extract the absolute best efficiency and performance from them. That’s why every SelecTrucks vehicle sold comes with a complimentary product training session. This is not to be confused with driver training – this is about explaining how these trucks work, how to use the integrated systems and what you need to do to use the absolute least amount of fuel as possible. SelecTruck customers can also sign up for fixed price servicing through Daimler Truck’s national service network. Available in terms between 12 and 60 months, the fixed price servicing offer gives you peace of mind knowing exactly what you will pay. Because SelecTruck is part of Daimler Truck, its customers are also able to access Daimler Truck Financial Services options. They can even go for a Guaranteed BuyBack option for their used truck. Customers can choose from lease, hire purchase or asset loans with terms up to 60 months to approved customers (terms and conditions apply). The ever-increasing paperwork around modern trucking means telematics are increasingly important. Knowing exactly where your trucks are at all times is a must, while knowing exactly what happened in any incidents (and having the data to prove it) can be a big help. Telematics can also warn the fleet owner of over-speeding or inefficient driving. SelecTrucks offers telematics installations and subscriptions. Beginning with terms as short as 12 months, and available for most makes and models, telematics can help customers get the most out of their trucks.
OPPOSITE, TOP & BELOW: Check out SelecTrucks’ array of used trucks for local fleets ABOVE: SelecTrucks includes a warranty on its trucks for owner-drivers
Free delivery across Australia from its Somerton dealership in Victoria is also offered by SelecTrucks, making it just a little bit easier to get on with business. SelecTrucks’ promise is that, unlike any other used truck retailer, its trucks are backed up by its standard driveline warranty, complimentary product training, free delivery, access to OEM finance including guaranteed buyback and optional fixed price servicing. You can view all the SelecTruck stock at www.selectrucks. com.au or check out its page on Facebook. Several of the models in stock currently are MercedesBenz Actros models, both 13-litres and 16-litres, as well as Freightliner Cascadias. These models are known for their legendary fuel efficiency, which gives operators a real advantage that only becomes more important as diesel prices continue to surge.
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trailer parts
COMPLETING THE QUAD
Image: PACCAR Parts Australia
The fourth edition of PACCAR Parts Australia’s evolving trailer catalogue provides a complete guide to the growing market from fifth wheels to safety triangles and electrical accessories
F
or years, PACCAR Parts has been striving for industry-leading coverage. A complete catalogue of parts and part numbers to help any truck driver stuck in a bind. In recent times, this focus has evolved beyond the array of parts it stocks throughout its Australian locations and into adjoining markets. A major milestone was reached when the brand launched its first trailer parts catalogue many years ago. Now, as PACCAR Parts unveils its fourth volume of the catalogue, it’s building on momentum to set a new standard for complete parts capabilities. “Each of the four volumes, culminating in the October release, covers a different part of a trailer,” PACCAR Parts Australia Product Marketing Manager Niels Holm told OwnerDriver. “These catalogues have been made available both in hard copy and online to encompass all parts that a driver or operator may need to keep a trailer roadworthy and well maintained.” This rich collection of parts highlights a market segment that’s incredibly thorough and diverse – the fourth edition of the PACCAR Parts trailer catalogue is dedicated to landing legs, fifth wheels and electrical accessories. It may sound like only a snippet of products available in the trailer market, but Niels is certain this section alone accounts for a hefty catalogue of options for operators. “This edition of the broader four volume trailer catalogue is broken into six main areas, the major ones being trailer turntables, landing legs and electrical accessories,” he says.
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“These are critical components in a trailer, so we make sure a wide range of parts are included. When it comes to fifth wheels, we don’t just stock a variety of options, but we also include maintenance procedures to help operators replace and maintain these parts.” This in-depth guide extends beyond the usual parameters of a catalogue. Niels says the trailer catalogue includes these guides to offer a onestop tool for operators to refer to in an array of situations, with greasing and general locking mechanism adjustments and inspections also featuring in the catalogue pages. This detailed assistance is supplied for a number of major manufacturers, including the likes of SAF Holland and its comprehensive range of fifth wheel parts. “The SAF Holland range goes through a number of different products including its low lube series with a mounting plate, which importantly features two mounting configurations depending on the load,” Niels says. “Then there’s also SAF Holland products with compensators, with a number of pages being dedicated to these products.” Another brand featuring heavily in the latest catalogue is JOST, with fifth wheels being featured throughout the numerous pages with detailed explosion diagrams. Niels says this includes information as in-depth as individual eye bolts, split pins and tubing clamps, allowing operators to identify a particular part that may be broken or worn. He also gives a mention to the Fuwa K Hitch
range, with a comprehensive array of parts and diagrams featured throughout the catalogue. “It’s a one-stop shop for trailer owners and operators looking for fifth wheels and associated parts,” Niels says. Another major segment is reserved for landing legs, with a “very strong” range of SAF Holland and Fuwa K Hitch parts featured from 14-inch standards legs up to 19-inch standard options. Among these parts are dimensions and diagrams to display the full capabilities of these products, as well as key maintenance information. “It’s very important to know these details depending on the type of work operators are doing,” Niels says. Couplings also receive a special mention in the latest catalogue, with Niels saying a range of smaller trailer components are featured in these sections. This then transitions to electrical systems – PACCAR Parts has worked hard behind the scenes to add newer parts like the TRP lighting range to the catalogue. “TRP has been a PACCAR brand in Australia for more than a decade now, with TRP providing a range of products through front indicator lights, side marker lights, retro reflectors and even licence plate lamps,” Niels says. “The TRP range in this catalogue extends to rear lamps, triple rear combination lights and work lights that can be mounted to allow operators to work safely and efficiently in dark conditions.” The finer details are key in PACCAR Parts’ trailer catalogue range, with the fourth edition being no exception. Niels says later pages in the
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A range of trailer parts and equipment form the latest PACCAR Parts trailer catalogue
fourth iteration of the catalogue turn to lighting, including the Hella range, as well as electrical connectors for all applications. The final areas are designated for NARVA products like Suzi Coils and marker lights, with TRP’s coils also being featured, while a selection of cable ties are also included to provide a full suite of options for operators. Safety has always been a primary focus for PACCAR Parts, with first-aid kits, gloves and high-vis vests all being featured in the catalogue. Alongside this range are mud guards and other safety accessories such as warning or safety
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“THESE CATALOGUES ARE AVAILABLE BOTH IN HARD COPY AND ONLINE.” triangles to cover parts that may be easy to forget. Throw in some cleaning equipment from TRP and Niels is confident the fourth edition of PACCAR Parts’ trailer catalogue is an ideal guide for operators around the country. “It’s all about giving customers choice,” Niels says.
“We’re also doing something unique by bringing part numbers from all four catalogues into one reference point in this fourth volume. Our goal has been to provide a single comprehensive resource where operators can look up parts they may need in the trailer market.”
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truck show
GRAND RETURN Not content with one time, Warren Aitken booked his flights and headed back to Europe to put his favourite truck show to the test
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I
n 2023 I undertook my very first European adventure. Yes, I know, a trip to Europe should ideally have been done with my amazing wife beside me, visiting the plethora of historic and architecturally astounding sites that the other side of the world has to offer. I know this, but I am also lucky to have one of those incredible wives who supports me and my addiction to trucks and trucking. Heck, she even helped me pack for my first European adventure knowing it was purely to indulge my trucking obsession rather than the stunning scenery of Switzerland or Norway with her. The only thing that did make it difficult for her, being a truck show regular herself, was the fact I was headed off to the father
of truck shows, Truckstar Festival in Assen. It was a whirlwind trip that cost me around $600 in extra baggage charges on my way home and firmly planted Truckstar Festival as my favourite ever truck show – a big call considering the shows I have attended. It is now three years later and I have been saving my coins to head back to Truckstar in Assen, my reasoning being I really need to know if the high praise I’ve shone upon this show was just the novelty of my virgin visit or whether it really is that good. So let us find that out together. I decided before I had even left that I would cover this show a little bit differently. I was going to do this story almost like a travel blog, taking you guys with me so you could see how accessible, viable and hopefully worthwhile a trip like this would be. It is not going to be a ‘Dear Diary’ display of emotion, just more of a ‘from boarding to disembarking’ travel journal, walking everyone through the ups and downs. In the interest of complete transparency, I have the privilege of having a good mate and fellow photographer, William Siben of TheShowTruckChannel, living in the Netherlands. He is my chaperone on the non-show days and my AirBnB host for the days before and after the show. He also comes in very handy as a translator, tour guide, parking expert and, when needed, a well-versed bartender. A trip like this doesn’t get organised the week before – I imagine the airfares would be astronomical if you tried it. For those of us that never make the front end of the plane, it pays to start looking well in advance. I booked my flights around October 2025 and picked up a return flight from Brisbane to Amsterdam for around $1,600. I recommend choosing flights based on airlines rather than just price as it’s a long time in the air and top-tier airlines are worth the extra dollar.
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Images: Warren Aitken
It also pays to get onto accommodation quickly as well, as it can jump in price the later you leave it. The show is held at the TT Circuit in the city of Assen in north-eastern Netherlands. It is a decently sized city, population wise it carries about the same amount of people as Wagga Wagga but in a much smaller area. It is one of those towns well versed in dealing with large influxes of tourists – during the annual Dutch TT Motorcycle held at the TT Circuit, the town swells to around 150-200,000 people. The Truckstar Festival brings in around 50-60,000 people, so it’s not as overwhelming, but to get the best accommodation it pays to get in early. That’s lesson number one – book in advance and your biggest expenses, flights and accommodation, can be wrapped up for around $2,400. Now I shall shelve this article and update you once my travels begin. Day one is all about travel. Flying Cathay Pacific, it was a 12:20pm flight out of Brisbane. The first flight is 8.5 hours to Hong Kong, with a four-hour layover and then a 13-hour flight from Hong Kong to Amsterdam. If you’re thinking that sounds like a lot of flying, well yes, it is, but I do feel us truckies have an easier time doing the big hours as that’s what we do anyway, but this way people bring the food directly to us. I left Brisbane at 12:20pm and arrived in Amsterdam at 7am on Wednesday. If you were doing this for a first time, I would recommend a train trip into Central Station and doing a night in Amsterdam before heading for Assen – it is an eye-opening city in more ways than I am allowed to describe here. Assen is about two hours by car from the airport, but you’ve just travelled more than 20 hours in the air, so take a day to experience this incredible city. For me, I had about 2.5 hours of trains and buses to get out to my chaperone’s house, which is where I am submitting this day one debrief from. I understand you will not be reading this in real time, so it is a fraction of a second since the previous paragraph. For me, it has been a solid 60 hours. In fact, it is 11pm on Friday night and it has been a hectic day of trucks, trucks, trucks, trucks and trucks. My chaperone and Uber driver is a specialist in the art of Rolling Truck Photography, and as such we spent a lot of today cruising the motorways destined for Assen. There was no shortage of impressive convoys making their way towards the venue and we did our best to capture as many as possible. As we neared Assen, it became obvious how much of an event this Truckstar Festival is – with every kilometre the crowds on the overpasses, on-ramps and even the motorways themselves increased exponentially. I have no idea how long these people had been out watching, but I know that trucks wouldn’t be arriving up until around
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Opposite top & bottom: G & J Van Leeuwen with their Scania truck and trailer unit that took out Most Beautiful Truck of the Netherlands. This thing spends five days a week among horse manure on local farms; In my opinion, this has to be the coolest electric truck I have seen Clockwise from top: This area is where the Trucks of the Netherlands get housed for their separate competition; This was a very cool, yet stressful thing to watch; This awesome old Mack was a real standout among the Euro entries around the track; Check out the money on the back of this big Scania
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“When the show first began over 40 years ago, the guys would just finish up work, wash the truck and rock up here.” 10pm, so the wait ahead would be lengthy. It wasn’t just parents bringing the little ones out to practice the traditional horn inducing arm pump – there was every demographic available and some were set up for the long haul. The truck spotting brigade in Europe is incredible as well – I’m talking dozens to hundreds of SLR stacked kids, teenagers and adults vying for every possible vantage point. It really shows how passionate they are about their trucking over here. Mind you, there is also a bucket-load more people, so maybe we have just as strong a truck spotting scene. It was early afternoon when we arrived at Assen and followed a convoy of colourful lorries in towards the TT Circuit. Thanks to the VIP parking permits the press get, we were able to park a little closer to the track and save our feet a few steps. The show officially runs from 10am Saturday until 4pm on Sunday, that’s when the main track and exhibition programs operate – however if you have a weekend pass then you will definitely be rocking up on Friday and no doubt staying on track Friday night. Staging in the internal area begins on Thursday and rolls right into Friday. Most of the Top 24 and Show Trucks are in fairly early so they can commence their final detailing, and staging for the track begins early Friday morning and was completed in a record 22 hours – much better than the previous 28 hour record. Friday is also when the partying begins, so you want to make the most of your weekend pass and check out the trucks on the Friday. Quick side bar here as I inform you of how the Truckstar Festival actually works and why. Truckstar is a trucking magazine in the Netherlands. In fact, it is the leading magazine and for over four decades they have run their flagship event Truckstar Festival in conjunction with their magazine. There is a lot going on at Truckstar Festival, but it has three core elements. Number one – 24 trucks compete for ‘Mooiste Truck van Nederland’ or ‘the most beautiful truck in the Netherlands’. These trucks must be working trucks and are voted into this competition via the Truckstar magazine. Number two – 230 trucks compete for the prestige title of Best of Show, as well as highly sought after awards like ‘Special Paint’, ‘Interior’ and ‘Top Build’, and then the third and final aspect of the show is the extremely loose party going on with around 2,000 other trucks inside and around the TT Track. Back to day one at the show – it is currently 11:27pm and I am back in the motel room attached to the golf course where William has honed in on some affordable accommodation. For the last few hours, I have been wandering the Show Trucks and Top 24, watching closely as they try and attempt last minute detailing with thousands of truck nuts snapping photos and stealing air fresheners. The evening also included an invite to the Iveco stand for the unveiling of the first Iveco Strator. This is the bonneted version of the
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current S-way – no, it isn’t an Iveco thing officially. They don’t do the conversion, but you can order a Strator from them and they get them custom made off-site. And yes, they do a right-hand drive version – check out the photos – it doesn’t quite do it for me personally. Welcome back, it is now 1:05am on Sunday morning and I have racked up over 30,000 steps today as I became engulfed in the party atmosphere. We arrived at the show at 9am, an hour before the gates officially opened. Though it was hard to tell, there were scores and scores of people. First goal was to do my rounds of the show trucks, the 200 odd trucks that were competing from the infield. Whether you are a fan of the Euro trucks or not, you cannot fault these guys for their passion. The artwork, the customisation, the attention to the smallest little detail is second to none. They may not carry the chrome that we do over here, but they more than make up for that. Where they do leave us behind is in the interiors. There is a huge market over there and nearly every truck has some form of custom interior, with some just going absolutely mental. After several attempts to get around all the show trucks, I went and ran my eye over the Top 24. It was insane how immaculate these trucks were. They take this competition extremely seriously. When I spoke to Truckstar Editor Michael Oudman he summed it up pretty well. Clockwise from top left: I don’t know the history of these little things, but they are cool; Carmen and Sascha Heinrichs with their lowrider styled 2023 Scania that hauls meat from Germany; There are attempts over in the Netherlands to bring a staunch facelift to the new XG DAFs – it’s growing on me; The Netherlands is famous for its Clogs – wooden shoes. They don’t look comfortable, but they are amusing to watch grown men race in; Getting the party started while waiting to check in; The sound off trucks still pack a bit of black for the crowds Top: With the fair ground in field and the light dropping, it’s a very impressive scene Above right: The Renaults may not be big in numbers, but they cast a pretty big impression over in Europe Right: The Euro and UK guys love closing in the back walls and decorating with some airbrushing
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“Maybe you could complain about the amount of people, seriously it was packed from around 9am until we left around midnight on Saturday. Incredible support from all over the world.”
Clockwise from top: It is a very well organised awards ceremony at Truckstar, with plenty of people there to celebrate; Comparing the old Powerstar to the new Strator – doesn’t come close in my view; It is a very efficient check in system, getting over 2000 trucks into the show; All along the highway you will find fans watching the trucks heading away. This was around 100km from the event itself; Here is something we don’t get to see over here – Martin Stroetinga with his 2026 520hp Ford F-Max Top to bottom: As I mentioned, they go all out for the interiors; There is always a line-up of fans watching the trucks come through the race track tunnel; The crowds pack the stands for Sunday’s awards ceremony. Considering the rain, it wasn’t a bad idea; They have some pretty cool ideas across the other side of the world
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“When the show first began over 40 years ago, the guys would just finish up work, wash the truck and rock up here,” he said. “Now though some of these guys will have them off the road for a couple of weeks, in the paint shop and everything. It is amazing.” As tired as I am, I need to add in the fact I finally made it all the way around the track this year. I tried in 2023 and ran out of room on the memory card as well as depleting my camera battery stock. I was better prepared this year and although it took maybe three hours and countless beers, I finally made it around. I’ll touch on this in my final summation as, to be honest, I am absolutely wrecked now. Well it is 11pm on Sunday night, I have poured a strong scotch and I am recharging all the camera batteries back at Willliam’s place. Sunday at the show started with abysmal weather. It was pouring down but the show must go on. As serious as they take the show, they take the prize giving even more seriously. There were official announcements in the staging area where everything bar the Truck of the Netherlands is announced. The winners then paraded down the main straight in order of their category wins. There would be several thousand spectators packing the stands as the eight category winners lined up and, with rapturous applause, the overall winner was announced. There were flowers, photos and plenty of excitement before the Top 24 were moved on and the Show truck winners were announced so they could get their chance to parade down the main straight. Unfortunately, this coincided with another temper tantrum from Mother Nature, so I missed the photo opportunities in order to protect my Nikons. By the end of the prize giving and as a result of the weather, there were quite a few people already packing up and we took the opportunity to sneak out before the traffic become feral. Keep in mind there are 2,300 odd trucks, and 50,000 visitors there, so getting out is a test of patience and resilience. The great thing about this show and where it is held is around 80 per cent of the trucks leaving all follow the same motorway, which is great for William and I who were endeavouring to grab a few more rolling shots. Along with filling our truck photo addiction, the Sunday drive home also reinforces how big and popular this event is in the Netherlands. The amount of people on the sides of the motorway, on slip roads, off ramps, overhead bridges and roadside servos was incredible, and I am not just talking about outside Assen. We were over 100 kilometres away from the show and there were still horns blaring to the packed walkways and bridges. It was incredible. For now though, I am off to bed and will be doing my travel blog summary as I am sitting awaiting my boarding call. Final day and I have just had to spend 183 Euros getting an extra bag to fly home with. I have hundreds of photos to process and I’ve met some amazing people and gained plenty of new mates, but we need to go back to my opening
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questions. Do I still regard this truck show as top of my list? The simple answer would be yes. The quality of trucks in both the Show Truck arena and the Top 24 are just incredible. The winner was a truck that spends its day moving horse paddies around and yet it was cleaner than a Michelin Star restaurant – unbelievable. And the work these guys and girls get done on the interiors, the customising, everything, is not just incredibly creative, but awesomely impressive. Then you factor in the atmosphere of the place and it just nails it. I am grateful I am a little older now so I don’t get dragged into the elaborate parties that encircle the entire track, but I got my fair share of involvement. If I was to pick holes, you would look at the fact inside the track you have to pay to pee, but you will find all over the Netherlands you need to fork out cash for the can – it’s just how they roll. Maybe you could complain about the amount of people, seriously it was packed from around 9am until we left around midnight on Saturday. Incredible support from all over the world. Looks like they are calling Group 6 for my flight now, so I will go get my economy butt back on the big bird. But I can say that it is well worth the travel, well worth the dialect difficulties and still a jaw droppingly impressive show. Add it to the list folks. Truckstar Assen.
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truck technology
BIGGER, BETTER
Fuso has added to its Built Ready Canter range, with two new models joining the ranks
F
Images: Daimler Truck
uso has expanded its Built Ready Canter range, adding two new models. The expansion comes at the same time Fuso has introduced a new design tray that brings a range of improvements. The new tray has been introduced on the 515 City Cab Alloy Tray and the 515 Wide Cab Alloy Tray models. For the first time, the larger 615 and 815 Canter models will also be available as Built Ready Alloy Tray models, also featuring the new and improved tray. Importantly, the alloy trays are covered by a five year/200,000km warranty, the same as the rest of the truck. The Fuso Built Ready program features Tipper, Pantech and Alloy Tray models and allows customers to buy a truck from a dealer that is ready to head straight to the jobsite with factory-backed equipment that perfectly matches the truck. The 615 and 815 Canters feature Alloy Trays that are rated up to five tonnes and fit six pallets so they are ready for some serious heavy-duty work. All trays feature a raft of improvements designed to make everyday work easier. At the top of the list are new tray sides that include a gap along the length of the tray that allows for load straps to run under the tray
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sides. While it may not sound like a big deal, it avoids the straps having to run over the top of the tray sides, which could lead to them bending under load. Designers have added a durable rubber weather seal strip that prevents water getting in through these gaps. There are thick heavy duty side rails, with hefty brackets for maximum durability. A load barrier that protects the cab from any shifting material is also standard. The new design also features side steps and grab handles that allow the driver to easily step up and tie down or check the load. Small touches will also help make life easier for the driver including a protective metal bracket surrounding the taillights. Given how easy it is to break a taillight on a tight worksite in reverse, their importance should not be underestimated. The side rails run all the way down the side of the tray sides, ensuring there is always somewhere to tie down the load. The sides of the tray are also flat (no lip), which makes it easier for forklift drivers to place pallets more gently. The new 615 and 815 Alloy Trays measure 2496mm wide and 4500mm long, allowing for two pallets across and three pallets from front to back. The 515 Wide Cab Alloy tray is 2122mm wide and 4500mm
long, while the 515 City Cab Alloy Tray is 1995mm wide and 3600mm long. Options include ladder racks, underbody toolboxes with lockable doors, additional slide-out steps and underbody water tanks for hand-washing. The new tray options follow on from a recent range wide upgrade that delivered a refreshed engine, new seats and extra interior features. None of the revisions have taken away the payload advantage almost every model in the Canter range has over its competitors. The Canter’s revised 3.0-litre four-cylinder is still just as efficient as ever, but now meets Euro 6 engine emission requirements and the 110kW version also gains 30Nm more torque. The Fuso Rosa has had a Euro 6 version of this engine in operation locally since 2020, so has plenty of real-world experience with the emission reducing technology. On the inside, new ISRI driver and passenger seats, which offer a high level of support and comfort, are now standard for all models except Crew Cabs. Another interior upgrade is the new climate control with Auto mode. It doesn’t look any different on the outside as Fuso upgraded the exterior design two years ago, although it did take the opportunity to add fog-lights a standard, as well as new LED tail-lights. The 3.0-litre 4P10 engine now features Selectric Catalytic Reduction and uses AdBlue for its Diesel Particulate Filter. It is available with two different power and torque outputs, including 110kW and 400Nm and 129kW and 430Nm. Canter is still available with a six-speed Dual Clutch Automated Manual Transmission for those who want the ease of a two-pedal experience, as well as a traditional five-speed manual gearbox. TOP, ABOVE: Fuso has made 615 and 815 Canter models available in the Built Ready Alloy Tray range LEFT: Fuso has also welcomed a new design tray to the Canter fleet
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Image: Prime Creative Media
truck sales
TOTAL TOTAL TRUCK & VAN DELIVERIES AUGUST 2026 800 700 600 500 400
HD DUTY TRUCK SALES AUGUST 2026 HEAVY
Total trucks
150 100 50
MD MEDIUM DUTY TRUCK SALES AUGUST 2026
Medium duty
100
Dennis Eagle
Western Star
MAN
Freightliner
Iveco
Fuso
200 150
50
MAN
Mercedes-Benz
Foton
Hyundai
Volvo
UD Trucks
Hino
Iveco
Fuso
Isuzu
0
LD LIGHT DUTY TRUCK SALES AUGUST 2026 400 350 300 250 200 150 100
Hyundai
Foton
Ford
Renault
Foton Mobility
Mercedes-Benz
LDV
Iveco
0
Fiat
50 Fuso
Despite its previous consistency, the van market was also impacted by the overall market drop, with 676 August sales recorded. Mercedes-Benz Vans remained in the lead with 239 sales ahead of a competitive LDV with 148. Ford (81) claimed third in a tense battle with Fiat (75) and Volkswagen (70), with Renault (46) finishing well ahead of IVECO (15) and Peugeot with two.
250
Hino
Vans
DAF
Hino
UD Trucks
Mack
Scania
Volvo
Isuzu
0
Kenworth remained the leader of the heavy duty market, snaring nearly a quarter of the market share with 210 out of a total 1,060 sales. Volvo was a clear second with 187 vehicles recorded, with Isuzu rounding out a comfortable top three with 129 sales. Scania was the next rung below the top three with 93 sales, while a tight pack formed between Mack (67), Mercedes-Benz (65), UD Trucks (65), Hino (64) and DAF (51). The final brands saw Fuso (48), IVECO (26) and Freightliner (23) finish ahead of MAN (18), Western Star (11) and Dennis Eagle (three).
The light duty market also plummeted in August, dropping to 849 sales for the month. Leading the way once again was Isuzu with 389 sales, finishing ahead of Hino (131) and Fuso (116). Following these leaders was Fiat with 65 sales, who sat in the middle ahead of another group that included IVECO (38), LDV (30), Mercedes-Benz (27) and Foton Mobility (21). Renault also came in with double figures courtesy of 15 sales, while the final 17 sales were split between three brands.
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200
Mercedes-Benz
Heavy duty
250
Kenworth
Out of the 2,989 sales made in August, Isuzu still stayed at the top of the tree with 759 sales for the month. Fuso came in second with 245, while Mercedes-Benz Vans had a strong month with 239 sales alongside the truck side’s 96 sales. Hino (211) and Kenworth (210) could barely be separated, while Volvo rounded out the peloton of brands with 198 sales. LDV Vans had 148 sales and Scania fell below Mercedes-Benz with 93 sales, with IVECO (84), UD Trucks (77), Mack (67), Fiat (65) and DAF (51) all remaining consistent.
Light duty
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ustralian truck sales continued to cool in August as the new financial year has seen a steady drop in sales numbers. Following 3,356 truck and commercial van sales in July, there were 2,989 recorded in August according to the Truck Industry Council’s T-Mark data, bringing the year-to-date total to 25,871.
The medium duty market continued to lay low in August, recording a total of 404 sales for the month. Isuzu snatched more than half of the market with 241 sales, finishing far ahead of the next best Fuso with 81 sales. IVECO claimed third with 20 trucks ahead of Hino (16), UD Trucks (12) and Volvo (11). To wrap up the small market, the final 23 sales were split between four different brands.
Above: Hino continued to perform consistently in numerous truck sales markets
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Isuzu
The August truck sales data depicts a steadying market as sales were down for another month in 2026
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Isuzu Fuso Hino Kenworth Volvo Mercedes-Benz Scania Iveco UD Trucks Mack Fiat DAF LDV Freightliner MAN Foton Mobility Renault Foton Hyundai Western Star Ford Dennis Eagle Mercedes-Benz Vans LDV Vans Ford Vans Fiat Vans Volkswagen Vans Renault Vans Iveco Vans Peugeot Vans
SLOWING SALES A
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15/9/2026 8:32 pm
feature Images: Sakura Filters
High quality filtration systems play a key role in limiting vehicle downtime
FILTRATION MATTERS
The Sakura Filters team discusses why filtration is a critical part of protecting what keeps a truck moving every day
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or a truck, downtime costs money. Whether it’s hauling freight across the country, working on a construction site or making deliveries around town, the engine and other major components need to keep doing their job day after day. Filtration might not get the same attention as engine oil, tyres or brakes, but it has an important job. Air, fuel and oil filters all work to keep unwanted contaminants away from the components that need protection. A diesel engine needs a constant supply of clean air to operate properly. The problem is that the air around a working truck can contain plenty of dust, dirt, sand and other particles. This is especially relevant in Australia, where trucks can spend time on dusty regional roads, construction sites, mine sites and unsealed roads. The air filter’s job is to capture these contaminants while still allowing the engine to receive the airf low it needs. A filter that is suited to the application can therefore play an important role in helping reduce the amount of abrasive material reaching the engine. Modern diesel fuel systems operate at high pressures and with very fine tolerances. Even relatively small amounts of contamination or water can create problems for sensitive fuelsystem components. A fuel filter provides a first line of defence, removing contaminants from the fuel before it reaches components such as the fuel pump and injectors. Where the application calls for it, fuel filtration can also help separate water from the fuel. For trucks working long hours, keeping
the fuel system protected is simply good maintenance. Engine oil is constantly circulating through the engine, lubricating moving parts and helping carry heat away from critical components. At the same time, normal engine operation can introduce contaminants and fine particles into the oil. This is where the oil filter earns its place. A quality oil filter captures contaminants from the oil before they continue circulating through the lubrication system. Keeping the oil cleaner helps provide better protection for the engine’s internal components and supports reliable operation between services. It’s a relatively small component, but it has a big job to do. Filtration is about more than just protecting the engine. Truck drivers can spend many hours inside the cabin, so the condition of the cabin air matters too. A cabin filter helps reduce dust, pollen and other airborne particles entering through the vehicle’s ventilation system. For drivers spending most of their working week behind the wheel, replacing the cabin filter is an easy part of routine maintenance that should not be overlooked. There is no one-size-fits-all approach to
filtration – the correct filter needs to match the vehicle and application, as well as the conditions in which it operates. A truck travelling thousands of kilometres on sealed highways has different filtration demands from a machine working every day in dust and dirt. Regular filter replacement is also important. As a filter collects contaminants, its condition and ability to perform can change. Following the vehicle or equipment manufacturer’s recommended service intervals and selecting the correct filter helps maintain the filtration system as part of the overall maintenance program. Sakura filters have been known for quality filtration, offering a comprehensive range covering thousands of applications across automotive, commercial vehicle and industrial markets, including air, oil, fuel and cabin filtration. For Australian truck operators, the message is simple – filtration is about protection. Clean air supports the engine. Clean fuel helps protect the fuel system. Cleaner oil helps protect the lubrication system. Clean cabin air helps create a better environment for the driver. For more information check www. sakurafilters.com.au.
QUALITY WHEEL SAFETY
PRODUCTS AVAILABLE AUSTRALIA-WIDE
Redcat wheel nut indicators and retainers are made right here in Australia, and NATA tested and accredited to meet Australian conditions.
They’re available online or through our network of quality distributors including:
redcatindustries.com
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1300 223 203
info@redcatindustries.com
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EYES ON THE ROAD Rod Hannifey
Cleaning up Rod Hannifey discusses the new HVNL, differing regulatory approaches and how the industry can continue pursuing safer outcomes
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oodaye all, I wonder how many companies have their SMS in and approved and are working on the new HVNL2? We have been told it will be a three-year transition period, so while we do the old and then the new, NHVR officers will have to deal with both over that period. That might make it very interesting for them. So how are you seeing this on the road? If you travel across state borders, are you seeing the same enforcement regime operating in all the NHVR states, or are you seeing differences across those invisible state lines? We know the Police will interpret the law as they wish, though it would be nice, if they too had a standard approach. I am hoping by the time you read this
with divided lanes, better treatments and more money spent on them, yet the lower traffic volume can be better for less idiots. Then again, depending on time of day and location, then you can have more animals and road issues that are not fixed, repaired or often even considered due to those lower traffic volumes. Then there is the issue of why would someone actively avoid an inspection station? The NHVR is saying it’s often due to an attempt to avoid compliance, or drivers may be forced to take such routes by those pushing them to cheat the system, one way or another. Or, could it be with the penalties and even concern over being hit with a fine for a mistake or minor breach, that drivers simply do not want to put themselves in
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 was able to attend Tech Drive in Brisbane during August – there is so much choice and change coming with telematics and I have been taking part in a trial of Fleet Predict, using a smart or fit watch, to monitor and warn of fatigue events.” that the new NHVR CEO Nicole Rosie will have done a trip with me in the truck and I will have both a list for her to consider and respond to and will report back. Our Bonafide team visit to the Casino Truck Show went well, what a terrific event, well organised and run by a team of passionate volunteers, with full support from the local council. Luke was blown away by the welcoming people, the trucks and the passion. We hope to be back next year and do some more things even better. The spate of crashes is concerning to all and I have seen a piece from the NHVR which seems to align the possibility of trucks not on major routes having more crashes and some concern that this may be from trying to avoid checking stations. I spend a third of my trucking on those roads, because that is where our customers are and often not even by choice, as there are often restrictions on vehicle types and or weights. It is clear certainly that secondary roads are not as safe as major highways
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that position? Have they had it happen before and been hit hard? I recall a few years ago coming into Narrabri on a Sunday morning with trucks all seemingly parked in any possible spot, I had been on the phone with the UHF turned down and thought, “What is going on here?”. The local officer was out and it seems his efforts had travelled along the airwaves and some were simply not keen to give him the chance to relieve them of some of their hard-earned wages. So is it one or the other, or both? Is it some drivers are being forced to avoid inspection stations by those directing them, knowing there is or could be an issue, or is it drivers simply choosing not to leave themselves open to a bad experience? Again, to be fair, things have changed from the days of seven sets of rules to now only two really – east with the NHVR and west, but in the east we still have two groups who will pursue us in the name of road safety. The second group do not want to adopt the mantra of the first and so we as drivers can only act to protect
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15/9/2026 8:08 pm
ourselves and in our own best interests surely. Are drivers not simply scared of such fines and possible penalties? And those levels of fines were bad enough before, but worse now. Is there a time when such levels of threat do more harm than good? Mental health has again been brought forward, where for years it was not talked about really at all, but if we are now that focused on the possible penalties we might
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get, what happens when we do get them? Is that level of fine or penalty at times justified, if there has not been damage or injury and the breach is minor? If you are issued with a penalty and whatever that may be, few are inconsequential, or it could be a possible court attendance and the worry or threat given about a seriously severe possible penalty, what sort of mental health will that driver be under until an outcome
is finally decided maybe months into the future? Are minor breaches even a fair and reasonable use of our already overloaded court system if they could have received an on the spot fine for something minor? Then again, if you believe it to be unreasonable and the officer will not listen to any explanation, then are you likely to get a fair hearing if you seek a review, when that is then simply taken back to the same
bloke for comment? I was able to attend Tech Drive in Brisbane during August – there is so much choice and change coming with telematics and I have been taking part in a trial of Fleet Predict, using a smart or fit watch, to monitor and warn of fatigue events. It’s early days and I’m working with them to see what can be achieved and hope it will help into the future. Safe Travelling, Rod.
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Image: Prime Creative Media
Image: oneinchpunch/stock.adobe.com
Rocking the Roads Simon Smith
All about October Before Halloween, Australian Truck Radio looks at some of the key rock music history dates that fill October
OCTOBER 1 2000: Midnight Oil perform “Beds Are
Burning” at the Sydney Olympic Games closing ceremony, wearing outfits featuring the word “SORRY”.
OCTOBER 2 1951: Sting, famous singer and lead of The
Police, was born on this day.
OCTOBER 3 1949: One part of the famous American
band Fleetwood Mac was born on this day in Lindsey Buckingham. He was the co-lead singer and lead guitarist of the popular outfit.
OCTOBER 4 1971: Darren Middleton of Powderfinger
was born on this day. The Australian musician is best known as lead guitarist and songwriter for Powderfinger, while he was also the lead singer/songwriter for Drag.
OCTOBER 5 1955: Wilbur Wilde, the Australian
saxophonist, was born on this day. He went on to also become a TV personality and radio presenter after rising to prominence with the bands Ol’ 55 and Jo Jo Zep & The Falcons, but he also went on to become popular for his work on show Hey Hey It’s Saturday.
OCTOBER 24 1979: This marks the birth of Ben Gillies,
of 1980s band Uncanny X-Men, but his face has become well-known through regular slots on television quiz show Spicks and Specks.
OCTOBER 10 1991: We’re getting younger with
Gabriella Cilmi, Australian pop singer and songwriter. Known for her distinctive raspy singing voice, Cilmi achieved international success with the release of her 2008 album ‘Lessons to Be Learned’.
OCTOBER 13 1996: Former Australian Crawl lead and
rhythm guitarist Brad Robinson passed on this day. He also had a later career as a musician and sports personality manager.
best known as the drummer of Australian rock band Silverchair from 1992 until the band’s hiatus in 2011.
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.
OCTOBER 15 1982: Paulini Curuenavuli, known
professionally as Paulini, was born on this day. The Fijian-Australian singer, songwriter and musical theatre actress was born in Suva before moving to Sydney with her family at age four. Her rise to fame came when she finished fourth on the first season of Australian Idol.
OCTOBER 20 1971: Dannii Minogue may have originally
been the sister of Kylie, but her work as a singer, TV personality and actress
OCTOBER 25 1959: On this day, an Australian singing
icon was born in Chrissy Amphlett. Chrissy was best known as the frontwoman of the Divinyls, where she rose to fame for her brash and overtly sexual persona, as well as her humorous lyrics and wonderful performance.
OCTOBER 26 1981: The last of our birthdays is Guy
Sebastian. The Australian singer and record producer won the first season of Australian Idol in 2003 and has since released 11 top 10 albums, including three number ones.
OCTOBER 27 2003: On this day, Barry Sullivan, known
as ‘Big Goose’, passed away. He was highly sought after for his talents and was best known as the bassist for Renee Geyer.
OCTOBER 30 2006: Ian Rilen of Rose Tattoo fame ABOVE, BELOW: Get on board with Australian Truck Radio
passed on this day. He was the bass guitarist and a songwriter for both Rose Tattoo and punk rock group X. Image: anastasiia/stock.adobe.com
O
ctober is filled with key events, album releases and notable birthdays that have shaped the Aussie rock music scene. Here’s a look at October milestones in Aussie rock – birthdays and album anniversaries that helped shape the scene, from the Australian Truck Radio Rock’n’Roll Diary. These moments are great to feature on air, social media or in your radio programming. According to Australian Music History, here are key rock figures birthdays and passings in
has made her popular in her own right. After first starring on Young Talent Time, Dannii also featured on Home and Away and was nominated for two Logie Awards.
OCTOBER 6 1978: Known as the ‘Wild One’ of Aussie
rock, Johnny O’Keefe passed on this day. His career began in the early 1950s and he became a pioneer of Aussie rock music for his core hits.
OCTOBER 7 1961: Brian Mannix, the Australian rock
music singer and actor, has many talents. He may be best known as the lead singer
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ownerdriver.com.au
15/9/2026 8:07 pm
Images: Icepack
truck technology
ALL SYSTEMS GO
Smart operators are already getting their Icepack systems sorted before summer. The brand asks – are you?
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TOP, RIGHT: Icepack says now’s the time to get your systems in order ahead of summer BELOW: Icepack has authorised service agents all around the country
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very year it’s the same story. October rolls around, the mercury starts climbing and suddenly Icepack dealers around the country are slammed with operators whose bunk air conditioning picked the worst possible moment to die. Don’t be that operator. Right now is exactly the right time to get an Icepack system serviced, regassed or replaced. Workshops are accessible. Parts lead times are manageable. Operators can get in and out without the wait. That window closes fast. By late October you’re competing with every other driver who put it off and nobody wins that race. Owner-operators know this better than anyone. It’s not just the repair bill. It’s the run where you can’t sleep properly, the creeping deterioration in your alertness over a 10-hour haul, the night you’re parked up in 40-degree heat trying to rest before a morning delivery. Australia doesn’t forgive that kind of failure in summer. And whatever you’ve been reading about electric trucks saving the day, Australia is not Europe. The distances are too great. The outback is too real. The charging infrastructure that heavy transport actually needs is decades away from where it needs to be. A diesel rig is
a long-term asset and every system in it needs to work, including the one keeping drivers safe and rested on the road. Your truck is your livelihood, and when you’re covering long distances in Australian summer conditions, having a sleeper cab you can rely on matters. Your air con needs to be ready for the job. If an Icepack system made it through last summer but gave you grief, that’s not something to gamble on again. A service or regas now costs a fraction of a breakdown midrun in December. Haven’t got an Icepack yet? The Icepack ES puts out 22,000 BTU, uses 40 per cent less fuel than older units and comes with a 1,000-hour service interval to help keep maintenance to a minimum. Add Auto Start for battery management and a Wireless Remote Starter so the cab is already cold before a driver climbs in. For operators ready to upgrade, the ES is built to deliver more efficiency, convenience and performance on the road. Icepack has been manufacturing sleeper cab air conditioners in Australia since 1995. More than 24,700 units are running on Australian roads right now. Every unit is built at the factory in Wacol, Queensland, by people who’ve been doing it for decades. The founders still work there. That’s not marketing copy – it’s just the truth. When something needs attention, there’s an authorised Icepack service agent near any operator, whether you’re in Brisbane, Darwin, Perth, Melbourne or anywhere in between. Get your Icepack sorted before the rush hits. Contact your nearest dealer, call 1800 625 746 or head to www. icepack.com.au.
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truck technology
SUPPORTING CUSTOMERS EVERY DAY
The continually evolving capabilities of Pro-Axle are allowing more and more operators across Australia to keep vehicles on the road and running efficiently
Images: Pro-Axle
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or many in the local transport game, longevity is a critical focus. Extending the lifespan of vehicles to minimise downtime is more than just a preference – it’s central to the viability of many owner-driver operations around the country. While many turn to maintenance or vehicle choices to achieve this, there are many other options that may be overlooked and can keep trucks running efficiently for years. The goal of any commercial vehicle owner, whether it be a bus, truck, trailer or van, is to maximise the tyres while getting the most out of fuel. The wheel alignment process provided by Pro-Axle stores supports these owners, whether it be a fleet or solo operator, to run their vehicles as efficiently as possible. “At Pro-Axle we form a partnership with our customers, offering them solutions based around their needs that limit their downtime,” Pro-Axle’s Melisa Freestone told OwnerDriver. “Often our customers come to us with an issue that others have been unable to solve and this turns into a long-term partnerships, as they soon know we have their best interests at the forefront of what we’re trying to achieve for their solo vehicle or fleet of trucks.” Pro-Axle Australia, as one of these trusted partners to trucking companies, has spent more than 40 years providing wheel alignment services to the Victorian and New South Wales commercial vehicle market. Ranging from four-wheel drives to heavy vehicles, the business’ collection of truck laser wheel alignments and axle corrections has ensured many different vehicles have been able to perform at their peak and fulfil the growing freight task in Australia. Pro-Axle’s job has been, for decades and continued since Bryan and Melisa Freestone took over the ownership of the business in 2016, to support operators by making their equipment safe, reliable and efficient. “Pro-Axle Australia can support the nation’s operators to maximise tyre wear and minimise fuel wastage,” Bryan told OwnerDriver. “We do this by having the correct an often checked wheel alignment, acting as a partner to operators to keep their fleets up and running for as long as possible.”
Instead of worrying about more fuel economic driving techniques and practices, Bryan says ProAxle’s wheel alignment services can free tyres to run for longer, maximising the capability of a vehicle on a single tank. This philosophy has augured well for Melisa and Bryan – the pair first owned the Pro-Axle outlet in Narellan in Sydney’s south-west, taking the business’ capabilities to new heights via a newer facility before taking over ownership of the wider business a decade ago. Nowadays, Pro-Axle has six stores, with five situated across NSW and a solitary store in Campbellfield, Melbourne. Whether it be its three sites in Sydney (Narellan, Enfield and Smithfield) or its other NSW sites in Newcastle and Wollongong, Bryan says the brand has a great understanding of how heavy vehicles need to have optimal driver comfort and safety. These stores have evolved due to the adaptation of customer demand and needs shifting over time. Nowadays, the introduction of new technologies, including electrical vehicles and detailed reporting, means Pro-Axle has had to update its technology and capabilities to continue serving customers each and every day. While Melisa and Bryan both specialise in quality
ABOVE, LEFT: Pro-Axle’s wheel alignment service is critical to maximising a vehicle’s longevity
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heavy vehicle alignments and front end repairs, the skilled Pro-Axle team also wheel aligns caravans and provides roadworthy certificates. Melisa says customers across a wide range of vehicles are seeing “exceptional” tyre wear results. Another reason fuelling Pro-Axle’s growth in a market craving efficiency and reliability is its dedication to using experience. Melisa says the brand’s team members prioritise minimal turnaround times, making it the most competitive in the field. The Pro-Axle business has also boosted its operations to perform wheel alignment services on new vehicles that are delivered not to Australian standards while continuing to wheel align older vehicles for customers. While Melisa says Pro-Axle is also eyeing growing demand in the four-wheel drive market, she says the current challenges facing the heavy vehicle industry mean Pro-Axle is intent on helping as many truck operators as possible keep their fleets running smoothly each day. “Our core workmanship has never changed, and that involves listening to our customers, ensuring we take enough time to correctly diagnose their issue and then offering solutions,” Melisa says. “There is more to a wheel alignment than what is believed and some say it ‘takes a little magic’ to get the best results. “We will always listen to our customers and get the right outcome for them – after all, steering straight is our business.”
ownerdriver.com.au
15/9/2026 8:07 pm
Fuel focus Healthy Heads lists the various ways it is helping truck drivers navigate the ongoing fuel crisis Healthy Heads in Trucks & Sheds is dedicated to improving mental health and physical wellbeing in Australia’s road transport, warehousing and logistics sectors.
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hen fuel costs keep climbing, the pressure doesn’t just hit your wallet; it hits your headspace too. Across the country, truckies have been feeling the strain of the current fuel crisis. Tighter margins, longer hours and constant uncertainty can build up quickly, and that pressure doesn’t switch off when the engine does. At Healthy Heads in Trucks & Sheds (Healthy Heads), we know this is about more than dollars and cents. It’s about the mental load that comes with trying to keep things moving when costs keep rising. While you can’t control fuel prices, you can take steps to stay steady, and having the right support tools close by can make a real difference. This is where the Healthy Heads App can help. Built specifically for people in transport, warehousing and logistics, it provides practical mental health and wellbeing resources exactly when and where they’re needed most, whether you’re on the road, at a depot or taking a short break. It also brings together clear links to crisis support and professional services, so if things escalate, help is close at hand in your pocket. One of these support services is TIACS – The Home of Blue Collar Counselling, which offers free, confidential support tailored to truckies and blue-collar workers. Through the App, you can call or text and connect with a professional who understands the realities of your work. It’s flexible, anonymous and fits around your schedule.
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If things feel more urgent or if you’re experiencing a crisis, it’s important to reach out to someone straight away. That’s why the App also connects you to services like Lifeline and the Suicide Call Back Service, both of which are available 24/7 and offer immediate support if your thoughts are overwhelming or causing distress. If financial stress is starting to weigh on you, then further support is available through the National Debt Helpline and Beyond Blue, which can provide guidance on managing debt, bills, and rising living costs. To contact Beyond Blue, use the Healthy Heads App. For more information about the National Debt Helpline and other financial wellbeing resources, visit our fuel crisis page at www.healthyheads.org.au/fuel-crisis/.
ABOVE, BELOW: Healthy Heads has many ways of helping operators with the current fuel cost issue
Images: Healthy Heads
KEEPING TRUCKIES HEALTHY - Healthy Heads
Another great thing about the App is that you can also access the How Ya Travellin’? podcast, including Episode 14, which focuses specifically on the fuel crisis. In this episode, host and Healthy Heads Ambassador Shane Jacobson is joined by WA truck driver Heather Jones and psychologist Arthur Papagiannis, who sit down with Shane to unpack what’s happening from both a practical and mental health perspective. Heather shares real insight from life on the road and the decisions truckies and business owners are making every day to manage rising costs and keep moving, while Arthur explains how financial stress can build over time, affecting sleep, mood and focus if it’s left unchecked. Together, they highlight the importance of mental health awareness and early support. The App also contains a wellbeing checkin, which acts as a simple starting point for users. When stress and pressure are ongoing, it’s easy to push through without recognising how much it’s affecting you. This quick check-in gives you a snapshot of how you’re tracking mentally and physically, helping you pick up on stress early. From there, you’ve got access to tools to manage day-to-day life, helping you stay organised, grounded and in control, even when things around you feel uncertain. It’s about focusing on what you can influence, especially when things feel outside of your control. If things start to feel overwhelming, the App’s guided breathing exercises can offer a quick reset. Just a few minutes can help calm your body, clear your head and improve focus, something that can make a big difference during a long or stressful shift. There’s also a strong focus on building resilience, with resources designed to help you handle ongoing pressure over time. On the physical side, the App includes fitness content, like stretching and resistance band exercises, to help reduce tension from long hours behind the wheel. And with discounted healthier meal options through our partnership with bp, it supports better choices on the road, even when budgets are tight. The fuel crisis is creating real pressure across the industry, but you don’t have to carry that pressure alone. With the right tools, support and conversations, it’s possible to stay steady, even when the road ahead feels uncertain. Get the help you need by using our dedicated fuel crisis webpage and downloading the Healthy Heads App, available now on the App Store and Google Play.
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NRFA Glyn Castanelli
Fix freight first Image: mino21/stock.adobe.com
NRFA president Glyn Castanelli looks at how road and rail freight can work together under a new system to futureproof both sectors
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equipment and start running trains. There is an entry gate. They have to be accredited, they have to have a Safety Management System and they have to demonstrate that they are capable of doing the job
BELOW: Castanelli says it’s time for road transport to be given a fair chance to compete with rail freight
Image: Amanda/stock.adobe.com
F
or years, road transport has been told that productivity matters. Move more freight, reduce red tape, improve access and let the market decide what the most efficient way is to move freight. So when I look at the Federal Government’s Transport Resilience and Capacity Kickstart, or TRACK, pilot program, I think we need to ask a fairly simple question. The Government has announced $55 million to encourage more freight to move by rail and coastal shipping. I understand the argument. Rail can use less fuel, reduce emissions and take pressure off the road network. I do not have a problem with investing in rail. If government invests in better rail infrastructure and makes rail more productive, that is a good thing. The same applies to roads. What I do have a problem with is government using incentives to move freight from one mode to another without first fixing the market that freight is already operating in. And I think the road freight market is broken. The first thing we need to recognise is that rail and road do not start from the same place. Rail is heavily regulated. A rail operator cannot simply buy some
GLYN CASTANELLI is the president of the NRFA.
safely before they can enter the market. Road transport is very different. You can basically start a transport business, get hold of a truck and start competing for freight. Yes, we have the Heavy Vehicle National Law and Primary Duty. We now have the new Heavy Vehicle Accreditation scheme and much stronger Safety Management System requirements for accredited operators. But for most of the industry, accreditation is still voluntary. There is still no real national entry gate that says before you start competing for freight you have to demonstrate that you can actually manage the safety risks involved in running a transport business. We let people into the market first, then try to deal with the problems afterwards. That is part of why we keep ending up in a race to the bottom. There is an economic theory called the ‘market for lemons’, and it fits road transport pretty well. In simple terms, if a customer cannot tell the difference between a good product and a poor product, they are likely to buy on price. Once that happens, the cheaper and poorer product starts dragging down the price of the good one. That is exactly what can happen in road transport. Doing the job properly costs money. You have to maintain the truck and trailers, employ competent drivers, manage fatigue, train people, carry insurance, monitor compliance, replace equipment and still make enough money to keep the business going. All of that has to be paid for somewhere in the freight rate. If another operator does not carry all of those costs, or cuts corners to save money, they can offer the same freight task cheaper. If enough operators do that, the cheaper price starts becoming the market price. Then the operator who is doing the right thing gets told they are too
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15/9/2026 8:03 pm
Image: Katherine/stock.adobe.com
“Doing the job properly costs money. You have to maintain the truck and trailers, employ competent drivers, manage fatigue, train people, carry insurance, monitor compliance, replace equipment and still make enough money to keep the business going.”
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expensive. That is not a healthy market. That is a broken market. Now government looks at rail and says it needs help to compete with road. My question is: compete with what road price? Is it the price of a transport business that is doing the job properly and recovering the true cost of operating safely and sustainably? Or is it a price that has been pushed down by operators who have never had to demonstrate that capability in the first place? If that is happening, then paying rail to compete with that price does not fix the problem. It just creates another distortion. Maybe the better answer is to fix road transport first. Put in a proper entry gate. Set a minimum standard. Require operators to show they can manage safety before they enter the market and start competing for freight. If everyone has to carry the real cost of maintenance, fatigue management, competent drivers, training, safe vehicles and proper systems, then maybe the real cost of road freight starts to look different. And maybe some of the freight government wants to shift onto rail shifts there naturally. If rail becomes the better option because it is safer, cleaner, more productive or simply cheaper once both modes are operating on a level playing field, good luck to it. That is how the market should work. I do not think this should ever become road versus rail. Australia needs both. We should invest in rail. We should improve road access. We should get NAAS working. We should make every freight mode as productive as we can. But we also need to stop ignoring the obvious problem in road transport. The market is broken because we still do not have a proper entry gate. Before government spends millions trying to force a mode shift, maybe we should first make sure the road freight price ref lects what it actually costs to do the job properly. Fix the freight market first. Then let road and rail compete.
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15/9/2026 8:07 pm
WHAT’S ON upcoming events
The Castlemaine Truck Show is coming up fast yet again. Image: Castlemaine Truck Show
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WAUCHOPE YESTERYEAR TRUCK AND MACHINERY CLUB SHOW October 3-4, 2026
WAUCHOPE SHOWGROUND, NSW
This event offers free entry for exhibitors who also have exclusive use of the camping facilities for a modest charge. To get involved, and for entry details, phone Kirby Maxwell on 0407 594 149.
QUEENSLAND HERITAGE RALLY October 3-5, 2026 STANTHORPE, QLD
Machinery enthusiasts, exhibitors, collectors and visitors from across Queensland and beyond are expected to roll into Stanthorpe in October to be part of this year’s Heritage Rally. Organised by the Stanthorpe Historic Vehicle and Machinery Group Inc, this year’s event represents the 11th time the biennial gathering has taken place. For more details phone 0418 832 175.
BOORT TRUCK SHOW
you drive a show truck, tractor, ute, classic car, or daily driver with character, all wheels are welcome at the Big Wheels Festival. Be part of the convoy, connect with fellow enthusiasts, and celebrate the machines that keep Australia moving. Phone 0400 400 251 for more details.
MENTAL HEALTH AWARENESS DAY
October 10, 2026 BOORT, VIC
Lock in October 10, it’s going to be another great weekend as the Boort Truck Show opens its gates at 10am for a whole lot of family fun. With a shearing competition, bar and food facilities, free camping, live music and fireworks, you’ll have a weekend to remember. For more details phone 0428 202 132.
October 10, 2026
RUDD’S PUB, NOBBY, QLD
A truck Show ‘n’ Shine, tug-of-war, auction, raffles, sausage sizzle and more will be held on October in support of Mental Health Awareness. Come along and join the fun, and you can even sponsor the removal of a 10-year-old “mullet”.
HERITAGE TRUCK SHOW
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October 17 & 18, 2026
October 10, 2026
BEAUDESERT SHOWGROUNDS
BRAIDWOOD, NSW
Located in the Beaudesert Showgrounds, the Heritage Truck Show is made to celebrate the trucking industry. Come and join in on the fun and see history being preserved. For more information email secretary@heritagetruckassociation.com.au.
Run by the Lions Club of Braidwood, Big Wheels brings together vehicle enthusiasts, families and local community to celebrate Australia’s transport heritage while raising funds for local causes. Show off your pride and joy while supporting the Lions Club of Braidwood’s community work. Whether
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SCAN THE QR CODE or go to www.facebook.com/ownerdriver OCTOBER 2026 61
15/9/2026 8:07 pm
FOR THE OWNER-DRIVER Frank Black
New framework Frank Black talks through the new commercial framework being proposed for the local road transport industry
A
Image: shubas/stock.adobe.com
ustralia’s road transport industry is standing at the edge of the most significant commercial reform in decades. The Fair Work Commission’s new powers over regulated workers have already produced the first Fuel Cost Recovery Road Transport Order – a historic step that finally made fuel levy pass through enforceable across contracting chains. But the next development is even more consequential. The Transport Workers’ Union’s application for a broader contractual chain order, MS2024/4, aims to build a complete commercial standards framework for road transport. If approved, it will reshape how rates are set, how costs are recovered and how risk is shared across the supply chain. In my opinion, to understand the significance of MS2024/4, it’s essential to see how it interacts with the existing temporary fuel levy mechanisms. The Fuel Cost Recovery Order, which commenced in April 2026, was deliberately narrow. It addressed one critical issue: the inability of contractors and drivers to recover fuel costs during periods of extreme volatility. The Commission recognised that diesel price shocks such as the sudden jump from $1.96 to $2.45 per litre and beyond in a single week earlier this year posed a systemic threat to supply chain stability.
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Without a mechanism to pass those costs through, operators were being forced to absorb losses that could quickly become unsustainable. The Fuel Order created a baseline. It mandated transparent fuel levy calculations, required clients and contractors to pass levies down the chain and prohibited the practice of pushing fuel spikes onto the lowest paid operators. It was a breakthrough, but it was also only one piece of the puzzle. Fuel is just one of many cost pressures in transport. Tyres, insurance, maintenance, compliance, tolls and vehicle finance all move independently of fuel and all can erode viability when rates remain frozen for years. This is where MS2024/4 becomes transformative. The TWU’s application seeks a Road Transport Contractual Chain Order covering car carrying, general freight, meat transport, oil and gas transport and waste transport. Unlike the Fuel Order, MS2024/4 is designed as a full commercial framework. It proposes enforceable payment timeframes, mandatory periodic rate reviews, transparency obligations and clear responsibilities for every layer of the contracting chain. In short, it aims to regulate the commercial foundations of transport work, not just fuel. The interaction between the two orders in my view is best understood as a two
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.
BELOW: Fuel levy protections have become vital for modern transport operations according to Frank
layer system. The Fuel Order is the first layer: it protects operators from sudden fuel shocks and ensures that fuel costs are recoverable. MS2024/4 is the second layer: it protects operators from long term commercial erosion by implementing a mechanism help ensure that all other costs are recoverable too. Together, they form a comprehensive cost recovery architecture that has never existed in Australian transport. The Commission itself has acknowledged the connection. When the TWU and ARTIO raised urgent concerns about fuel volatility earlier this year, the Commission convened conferences and noted that multiple matters – MS2024/1–4 and MS2025/1,3,4 – were now linked through the issue of sustainable cost recovery. Fuel volatility exposed deeper structural weaknesses: opaque contracting chains, frozen rates and the shifting of commercial risk onto small operators. The Fuel Order addressed the immediate symptom; MS2024/4 aims to address the underlying disease. For operators, the practical implications are profound. Under the Fuel Order, they already have a legally enforceable right to fuel levy pass through and transparent fuel cost data. Under MS2024/4, they would gain enforceable periodic rate reviews, 30 day payment certainty and chain wide accountability for commercial terms. The combined effect is a shift from partial protection to full viability. Operators would no longer be forced to absorb rising costs while clients maintain static rates. They would no longer face cash flow crises caused by extended payment delays and they would no longer be left vulnerable to opaque subcontracting arrangements that hide margins and distort market conditions. The industry-wide impact is equally significant. If MS2024/4 is approved, it will become the template for future contractual chain orders across other sectors of the industry. The Fuel Order established the precedent that the Commission can regulate commercial terms in road transport. MS2024/4 expands that precedent dramatically. It signals the beginning of a regulated commercial framework for the entire industry, one that recognises the real economics of transport work and ensures that those who carry the nation’s freight can do so sustainably and safely. The hearings scheduled for late August and September were set to determine whether the Expert Panel issues a notice of intent to make the order. If it did, MS2024/4 will move into the next phase of consultation and refinement. But even at this stage, the direction of reform is clear. The Commission is no longer treating transport as a purely commercial marketplace where operators must absorb whatever pressures the supply chain imposes. It is treating transport as a regulated sector where commercial fairness is essential to safety, sustainability and national economic stability. Fuel levy protections were the first step. MS2024/4 is the next. Together, they represent a new era for road transport, one where operators finally have enforceable rights, transparent commercial terms and a regulatory framework that reflects the realities of modern freight work.
ownerdriver.com.au
15/9/2026 8:06 pm
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15/9/2026 8:06 pm
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3/9/2026 12:18 pm 15/9/2026 8:06 pm