Owner Driver September

SEPTEMBER 2026 #404

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

TRUCK WONDER

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GOING OFF-ROAD

Wall of Fame inductee

Isuzu test drive

Page 12

Page 19

SECOND ROUND

KEEPING IT CLASSY

Scenic Rim Truck Show

Casino Truck Show wrap

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Page 56

MAHON’S MILESTONE A larger-than-life Volvo crowns operator’s celebrations

16

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THAT GO THE

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Contents #404

SEPTEMBER 2026 16 MOMENT OF TRUTH

There’s a common saying that the greatest wins often emerge from the toughest times. Hornby Transport Services is a prime example of this, having turned global financial difficulties into an opportunity that it’s not looked back on

19 OFF-ROAD OBSERVATIONS

Warren Aitken mixed it up this month, putting the unique latest releases of Isuzu’s heavy vehicle range to a different type of test

24 SECOND ROUND FUN

Despite Mother Nature doing her best yet again to deter the day, the second instalment of the Scenic Rim Truck Show still produced a cracking chance for many trucks to be shown off, all in the good name of charity

28 HUGE HIGHLIGHT

Warren Aitken checks out a larger-than-life Volvo to celebrate a special milestone for an operator

36 NEXT LEVEL SPREAD

How many Kenworths have you seen roaming in paddocks, spreading fertiliser? Thanks to Victorian family business Nichol Trading, the number is now growing courtesy of a unique spreader model

38 MAKING WASTE VALUABLE AGAIN

Two Tweed brothers are turning beer byproducts into rich compost and cattle feed through a couple of Freightliner trucks

56

56 CLASSIC CASINO

Casino Truck Show continues to break records with a massive turn out for the 2026 running of the event on July 31 and August 1

Image: Geoff Crockett

40 NEW HORIZONS

The new wide belt live floor trailer from Belted Bodies and Trailers and Moore Trailers is the latest in a long line of innovative blends

07 4693 1088 www.mooretrailers.com.au Find us on Facebook and Instagram

4 SEPTEMBER 2026

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Versatility and productivity

Whether you’re on a freeway in peak hour, or on the highway with just the horizon for company, and you need an optimised load, style, comfort and power, the K220 is the smart choice. kenworth.com.au

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BEHIND THE WHEEL Sean Mortell

EDITORIAL

Editor Sean Mortell E-mail Sean.Mortell@primecreative.com.au Phone 0468 577 166 Contributors Warren Aitken, Frank Black, Sarah Marinovic, Rod Hannifey, Simon Smith Cartoonist John Allison

PRODUCTION

Art Director Bea Barthelson Print IVE Print

ADVERTISING

Business Development Manager Tosan Popo Phone 0481 260 352 E-mail Tosan.Popo@primecreative.com.au

SUBSCRIPTIONS

www.ownerdriver.com.au/subscribe Phone +61 (0)3 9690 8766 Mon-Fri 8am-4.30pm (EST) Email subscriptions@primecreative.com.au Mail 379 Docklands Drive, Docklands, VIC 3008 Australia

EXECUTIVE GROUP

Chairman John Murphy CEO Christine Clancy Publisher Sarah Baker Managing Editor Geoff Crockett Operations Manager Regina Fellner Sales Manager – South Danny Hernandez

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

An array of truck shows, tests and models typify the current nature of the truck industry as operators and suppliers keep going from strength to strength

I

t never really slows down. Just when one challenge begins to ease, another emerges to keep Australia’s road transport industry on its toes. Whether it’s navigating changing freight demand, investing in new technology, managing rising operating costs or finding the next generation of skilled drivers, ownerdrivers and f leet operators continue to prove why they’re among the most resilient businesses in the country.

The conversation around the industry’s future has also evolved. While emissions reduction remains firmly on the agenda, operators are increasingly focused on finding practical solutions that work today. Improved diesel efficiency, alternative fuels, smarter f leet management systems and incremental technology upgrades are proving just as important as the long-term transition to zero-emissions transport.

For many businesses, the challenge is about more than choosing one pathway – it’s balancing sustainability with profitability.

This quality is on display with Michael Mahon, who celebrated a special milestone with an impressive Volvo for the latest Truck of the Month.

Warren Aitken was on fire this month, heading to Isuzu’s test day to try some varying models from the major manufacturer, while he also went to another version of the Scenic Rim Truck Show.

Safety, too, continues to shape every corner of the industry. From the increasing adoption of advanced driver assistance systems through to evolving fatigue management practices and compliance technology, the Australian trucking sector is embracing innovation while remaining grounded in the fundamentals that have always mattered most: professionalism, responsibility and experience behind the wheel.

This edition explores those themes from

multiple angles. We speak with operators who are adapting to changing market conditions, manufacturers unveiling the latest heavy vehicle technology, and industry leaders working to ensure Australia’s freight network remains productive for decades to come. You’ll also find our regular mix of truck reviews, business profiles, restoration stories and technical features that celebrate both where the industry is heading and where it has come from.

Of course, trucking has always been about far more than moving freight. It’s about family businesses built over generations, drivers who take pride in their work and communities that rely on the people who keep Australia’s supply chains moving every day. Those values remain unchanged, regardless of how the trucks themselves evolve. As always, we hope you enjoy the read.

“Warren Aitken was on fire, heading to Isuzu’s test day to try some varying models from the major manufacturer.”

Image: Warren Aitken

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.

Keeping the wheels turning

6 SEPTEMBER 2026

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

What’s new on the roads It has been a busy month on the roadworks front with a lot of talk about the detours around the Greater Western Highway in particular When it comes to roadworks around the country, the list is long and every piece plays a part when it comes to delivering freight to where it needs to go. Here’s a taste of what’s happening on a few key routes around the country right now, starting with the popular Great Western Highway in New South Wales and its major works through to eight upgrades along Brisbane-Beenleigh Road. Then there’s the confirmation of the new Fremantle Traffic Bridge progressing ahead of schedule, with it being on track to open to road users later this year, while works continue progressing along the Sturt Highway near Wagga Wagga.

All of this and more is part of a bumper edition of our latest road update for the nation’s owner-drivers, stay tuned online at www.ownerdriver.com.au for more in the months ahead!

GREAT WESTERN HIGHWAY NSW UPDATE Stabilisation at Mitchells Causeway is continuing in preparation for major work to begin along the Great Western Highway connecting Bathurst to Sydney.

Design work is continuing on the bridge to provide the future ability to support three lanes, and Transport for NSW says it is focused on reinstating the highway as quickly and safely as possible.

Several incidents and collisions on the Darling Causeway occurred in August, with drivers urged to be mindful of speed limits.

Transport and NSW police are also working on Bathurst 1000 traffic management plans for October.

Asphalting works on the detour route will pause for the cooler weather, pothole maintenance continuing. Next stage of asphalt works on Chif ley Road through Lithgow town centre will start next month.

Truck drivers are reminded that the current detour route is open for general access vehicles and eligible PBS vehicles up to 20 metres. PBS level 2A, Class 2 Vehicle carriers up to 21.4 metres and eligible OSOM or special purpose vehicles require an NHVR access permit before travel.

B-Doubles are not permitted.

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period,” Fremantle MLA Simone McGurk says.

BRISBANE-BEENLEIGH ROAD SAFETY UPDATES As a part of the Queensland Government’s Targeted Road Safety Program, improvement upgrades will begin at eight locations along BrisbaneBeenleigh Rd. Upgrades will roll out between Underwood and Beenleigh, with the aim of reducing crashes and improving safety for motorists, pedestrians, and other road users, The Logan Road-Kingston Road intersection will be getting a new signalised pedestrian crossing and line marking, while extended U-turn facilities and advanced directional signage will be placed south of the Station Road-Kingston Road intersection.

New guardrail and vegetation clearing works are expected on the northbound side of Kingston Road at Monash Road.

Department of Transport and Main Roads Acting Regional Director Belinda Stewart says the targeted upgrades would make travel safer in the area.

“Brisbane-Beenleigh Road is a key transport corridor for Logan, and these upgrades will help make it safer and more reliable for the community,” Stewart says.

FREMANTLE TRAFFIC BRIDGE WORK BY YEAR’S END The Western Australian and Federal governments have confirmed construction of the new Fremantle Traffic Bridge is progressing ahead of schedule and is on track to open to road users later this year.

The bridge, which closed on February 1, is expected to re-open in the first half of 2027.

WA Transport and Major Infrastructure Minister Rita Saffioti say it has been remarkable to watch the speed at which the new bridge is being built at.

The bridge will feature two lanes in each direction, as well as new wider shared paths for pedestrians and cyclists.

Federal Infrastructure, Transport, Regional Development and Local Government Minister Catherine King says the bridge will cut travel time, create new community spaces and make the river crossing wider and safer.

“Opening this project ahead of schedule is great for the Freo Community, for local retailers, and all those who visit out city over the summer holiday

STURT HIGHWAY UPGRADE UPDATE The NSW state government has completed a $13.95 million upgrade of the Sturt Highway on the eastern approach to Wagga Wagga between Tasman Road and Stuart Road, rebuilding and realigning 1.8km of the highway.

The final section between Blaxland Road and Stuart Road is now complete and follows the completion of work between Tasman Road and Blaxland Road last year. Work is continuing to install streetlighting.

Dedicated right turn lanes have been installed for eastbound traffic accessing businesses and properties on the southern side of the highway.

The new lanes allow turning vehicles to move out of through traffic, reducing the risk of rear end crashes along the busy corridor.

The upgrade has also delivered wider lanes, new kerbs and gutters, median islands, updated lane configurations, line marking and signage.

Crews removed more than 24,000 tonnes of material and laid about 28,800 tonnes of asphalt during construction.

More than 750 cubic metres of concrete was used to build median islands and around three kilometres of kerb and gutter.

“This upgrade will make a real difference for the thousands of motorists and heavy vehicle drivers who use Hammond Avenue every day,” Minister for Roads and Regional Transport Jenny Aitchison says.

The last section between Blaxland Road and Stuart Road is complete, following completion of work between Tasman Road and Blaxland Roads last year.

Independent Member for Wagga Wagga Dr Joe McGirr thanked the community for their patience throughout the construction and explained the dedicated turning lanes and rebuilt road will improve safety and access for residents, local businesses and everyone travelling through the city.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Truck driver shortage worsens

The latest IRU data suggests Australia’s driver shortage is getting worse as the nation now leads the way in certain alarming statistics

Four states are set to receive the latest rest areas as part of a new $9 million round of funding

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needed to keep them and other road users safe on our roads.”

Western Australian Senator Glenn Sterle says he is proud of the Heavy Vehicle Rest Area initiative and the positive results it is creating for driver safety.

“Our essential drivers deserve adequate rest areas across our road networks and this program is helping deliver that,” Sterle says.

“This latest announcement is a welcome one for the road transport industry and our trucks, especially the investment in heavy vehicle rest areas across four key freight corridors in Western Australia.”

The latest announcement has been welcomed by the Livestock Bulk and Rural Carriers Association (LBRCA) as an investment in rural transport routes.

LBRCA president Wade Lewis, says safe and accessible rest areas, in the right locations, are essential infrastructure for heavy vehicle drivers, particularly those travelling long distances across rural and regional Australia.

“For our drivers, the road is the workplace. Having somewhere safe and practical to pull up, take a break and manage fatigue is fundamental to keeping drivers

South Australia with two new rest areas planned, one at Gosse Range and the other at Five Mile.

In Western Australia money will be spent to provide eight new informal rest areas across four major corridors in the Meekatharra Shire and two new rest areas on each of the Ashburton DownsMeekatharra Road, Wiluna Road North, Landor-Meekatharra Road and Sandstone Road.

Assistant Minister for Regional Development, Senator Anthony Chisholm says the latest funding round will go some way to providing the infrastructure Australia’s truckies need.

“With the forecast growth of truck freight across Australia over the next few decades, the HVRA initiative improves long-term safety for heavy vehicle drivers through funding new and upgraded rest areas in key locations,” Chisholm says.

“This ensures our truckies have access to facilities to rest when

and other road users safe, and it is part of the safety and regulatory environment we work in,” Lewis says.

“Many drivers spend days away from their home base, moving critical goods and commodities, including bulk agricultural goods and livestock, over long distances in remote and rural locations.

Having adequate rest and pull-over facilities makes a real difference.

“Maintaining continued investment in our freight network, including for supporting infrastructure such as pull over bays, rest areas, passing lanes and wash down facilities, should be a priority for all levels of government.”

Image: Prime Creative Media

solve,” NatRoad CEO Warren Clark says.

The report also says Australia has the oldest truck driver workforce of any market surveyed, with an average driver age of 51. Around 45 per cent of drivers are aged over 55, while only six per cent are under 25.

It suggests more than 43,000 Australian truck drivers – around 24 per cent of the current workforce – are expected to retire by 2030, one of the highest proportions globally.

More truck stops announced New South Wales, South Australia, Western Australia and Queensland are in line for new heavy vehicle rest areas as part of the latest round of HVRA funding, valued at more than $9 million.

In all, eight new rest areas have been given the green light for funding, along with several other upgrades to existing infrastructure.

In New South Wales, two new rest areas are slated for Ivanhoe Road in the Balranald Shire, and another on the Dowling Track at Yantabulla in the Bourke Shire. There will also be a relocation of a truck stop on Albury Road in the Lockhart Shire.

In Queensland, the Burra Range rest area will get an upgraded on the Flinders Highway between Charters Towers and Hughenden.

There will also be upgrades at multiple rest stops along the Gore Highway between Toowoomba and Goondiwindi and on the Leichthardt Highway between Miles and Goondiwindi.

The Stuart Highway is the focus in

“Women make up only nine per cent of Australia’s truck driver workforce,” Clark says.

“Practical barriers such as inadequate facilities, a lack of dedicated amenities and poor rest area infrastructure continue to limit female participation. Addressing these barriers is one of the practical steps we can take to strengthen the industry’s future workforce.”

Compounding the challenge, Australia’s freight task is forecast to

grow by 57 per cent between 2025 and 2050. According to Clark, even if recruitment improves, the industry will need to attract drivers faster than ever before, simply to keep pace with growing freight demand.

“Every truck off the road, because there is no one to drive it affects productivity across the economy. At a time when Australia’s freight task continues to grow, we need to put transport businesses in a position to invest in the next generation of drivers,” he says.

NatRoad is calling on governments and industry to work together to reduce unnecessary barriers to entering the profession, improve nationally consistent licensing and training pathways, invest in practical infrastructure such as rest areas and amenities and reduce unnecessary cost and compliance pressures that limit operators’ ability to employ, train and retain drivers.

“Australia’s freight task is only going to grow. If we want enough skilled people behind the wheel in the years ahead, we need to make it easier and more attractive for young people to build a career in trucking, while also making it easier for operators to run successful, sustainable businesses,” Clark says.

Image: NatRoad

The National Road Transport Association (NatRoad) has raised the alarm over Australia’s truck driver shortage after new research suggests the shortage is worsening.

International research from the International Road Transport Union’s (IRU) global driver shortage report shows an ageing workforce, rising operating costs and growing freight demand are combining to deepen the challenge facing the country’s road freight industry.

The latest report found Australia’s truck driver shortage increased from 10 per cent in 2024 to 12 per cent in 2025.

The report also identified Australia as the only country surveyed where a greater proportion of transport operators nominated operating costs as their biggest business concern (42 per cent) than driver shortages (32 per cent), highlighting the increasing financial pressure on businesses responsible for keeping Australia’s freight moving.

“Businesses are facing rising fuel, labour and compliance costs at the same time as trying to recruit, train and retain the next generation of drivers. If transport businesses can’t afford to invest in people, the driver shortage becomes even harder to

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industry focus

TOUGH TROOPER

Despite more than a half century behind the wheel plus a spate of medical issues, owner-driver Ken Wilkie is keen to keep the kilometres ticking over, inspired by his recent addition onto the Shell Rimula Wall of Fame at Alice Springs. Greg Bush writes Image: Greg Bush

Q

ueensland-based owner-driver Ken Wilkie, one of this year’s inductees into the Road Transport Wall of Fame, will be turning 80 years of age in 2027. It’s a stage of life when the majority of heavy vehicle transport drivers are either retired or seriously considering hanging up the truck keys for good.

Ken, however, is made of different stuff. With his current Kenworth K104 and Haulmark trailer, he believes he has a good few kilometres left to run.

That’s despite his fair share of hospital visits dating back to early 2009.

The previous year, as part of the requirements of hauling dangerous goods, he undertook a mandatory medical. The result was a diabetes diagnosis.

Ken’s wife, Dot, suggested a change of lifestyle, including walking the Kokoda Track. Travel company Adventure Kokoda asked Ken to undertake a stress test beforehand and that’s when the proverbial hit the fan.

“At that time there’d been a few people die on the track,” he recalls. “We did the stress test and the doctor said to me we’re not getting a good result, we’d better do a stress echo test.”

Again the doctor wasn’t happy and sent Ken to Greenslopes Hospital in Brisbane for an angiogram.

“I got up there and I’m 90 per cent blocked and I’m going to be a drop dead candidate. A week later I had bypass surgery.”

Before that, however, Ken had gifted his previous K104 to road safety advocate Rod Hannifey, albeit temporarily, to haul the first TruckRight Industry Vehicle trailers.

As a replacement he bought a Western Star Constellation to haul dangerous goods.

While Ken was off the road recuperating, his son Ben, a diesel mechanic, drove the Star until his dad was back on deck. Not to be deterred, however, Ken tackled Kokoda a little over six months after his surgery in February 2009.

“I went back the following April and walked the other way, so I actually walked Kokoda twice.”

Ken sold the old K104 a few months after Rod Hannifey returned it over two years later. He explains that his mindset in lending the truck for such an extended period can be traced back to his father’s and uncle’s tour of duty in France during the first World War. “They offered their life for the country, so all I’ve done was offer the Kenworth for a couple of years. When you compare that sort of thing, it’s not all that generous.

“And Uncle Dave never came back.”

“THE K104S ARE VERY FUNCTIONAL.” It’s that era of Ken’s family history that led to his interest in theatres of war. Apart from Kokoda, he has visited Anzac Cove in Türkiye, the River Kwai in Thailand and Le Hamel in France, the latter where his dad and uncle fought in 1918’s Battle of Hamel.

Not one to shirk away from his own battles within the road transport industry, he has called out over-zealous enforcement, safety, and the regulation inconsistencies that remain from state-to-state, despite the efforts of the National Heavy Vehicle Regulator. His opinions, sometimes controversial, have been widely read in his column ‘Wilkie’s Watch’, which appeared from the very first issue of OwnerDriver in September 1992, right through until he put the pen down in 2024.

Prior to 1994, Ken was involved in the National Transport Federation (NTF), regularly flying to Victoria to attend meetings before the NTF merged with the Long Distance Road Transport Association to form NatRoad.

TOP: Ken is still involved in the trucking industry and hauling the occasional load ABOVE: Ken with his daughter-in-law Michelle Wilkie at the 2021 Brisbane Truck Show BELOW: The K104 was a regular at truck shows and on the road as the prime mover charged with pulling the TruckRight Industry Vehicle trailers promoting safety around trucks

He was also the owner-driver representative of the Road Transport Forum, the forerunner to the Australian Trucking Association, and is currently a life member of the National Road Freighters Association. However, educating motorists on sharing the road with trucks has always been near or the top of his list.

“When I was on the board of the Road Transport Forum, I wanted the hierarchy to see the benefit to the road transport industry of supporting widespread driver education. In my view, it should be part of the school curriculum.”

GOING OVERSIZED

Meanwhile, Ken is no longer carting dangerous

continued on page 14

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events

TAKING FLIGHT

L

ogistics and supply chain event MegaTrans has announced the Royal Flying Doctor Service Victoria (RFDS Victoria) as its official charity partner to bring together Australia’s transport, logistics and supply chain sectors to support vital healthcare services for remote, rural and regional communities.

As Australia’s largest integrated transport and logistics exhibition and conference, MegaTrans, which opens in Melbourne on September 16, recognises the critical role the industry plays in connecting communities.

The partnership with RFDS Victoria reflects a shared commitment to supporting Australians who live and work beyond metropolitan centres.

“MegaTrans is built around the industries that keep Australia moving, and many of those operations extend deep into regional and rural areas,” Prime Creative Media head of marketing – events Molly Hancock says. “The Royal Flying Doctor Service Victoria has been supporting those communities

Continued from page 12.... goods where he regularly ran Brisbane to Mt Gambier. He’s now on oversized loads, hauling ATCO Structures’ modular buildings around Queensland. The Western Star was sold a few years back, replaced by his current Kenworth K104, a similar vintage to his previous K104.

“It’s identical, except this one’s got a 14-litre motor and it’s got a bigger gearbox. And it’s got Eaton diffs, the other one had Rockwells.

“The K104s are very functional, very short, and so much more manoeuvrable to get into tight places,” he explains.

His ongoing heart health situation was a factor in giving the DG game away. In addition, he had his prostate removed in 2017, followed by radiation treatment “supposedly to mop up any stray cancer bugs”.

Unfortunately, the radiation ruined blood vessels around his bladder causing blood clots, so his bladder was removed. For the past two years Ken has been wearing a stoma, something he has come to terms with. And it’s certainly no

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Image: Prime Creative Media

When the crowds arrive at MegaTrans 2026 from September 16-17, they’ll have a chance to show their support for a very worthy cause

for almost a century, delivering essential healthcare where it is needed most.

“We are proud to partner with Royal Flying Doctor Service Victoria and provide our exhibitors, sponsors and attendees with an opportunity to support such an important organisation.”

Throughout the lead-up to and during MegaTrans 2026, attendees and industry partners will have opportunities to engage with fundraising and awareness initiatives supporting RFDS Victoria’s work.

RFDS Victoria chief fundraising and partnerships officer Marie Quirke welcomed the partnership.

“As the charity partner of Prime Creative Media for this year’s MegaTrans expo, the Royal Flying Doctor Service Victoria is proud to work alongside the transport, logistics and supply chain industries

handicap for him as he goes about his day-to-day work and home life.

“An endocrinologist gives me my licence.

And I go to a heart specialist and he approved the licence because I wasn’t prone to having a heart attack now. All this is about protecting the population,” he adds.

“My heart specialist says, ’maybe it’s time you gave it up’. But I can’t see any point. What am I going to do then?”

In case that happens, he has a hobby horse in the shed to tinker with, namely a 1942 Chevrolet Blitz 4x4.

“We picked it up in Emerald about five years ago. We were carting buildings up there and it was sitting there doing nothing.”

His aim is to basically keep the old Blitz in its current state and take it to vintage truck shows, including at events run by the Queenslandbased Heritage Truck Association Australia Inc where his daughter-in-law Michelle Wilkie is a committee member.

“It’d be a lot of work to get it back up to Army standards,” he admits.

to help deliver meaningful impact for remote, rural and regional communities,” Quirke says.

“These sectors are essential to keeping Australia moving, and together we can help ensure that people living and working in these areas have access to vital healthcare when they need it most.

“We invite organisations across the transport and logistics sector to connect with us at MegaTrans and be part of a collective effort to drive healthier, thriving remote, rural and regional communities.”

The biggest names, the latest technology and the ideas transforming transport and logistics will all be under one roof at MegaTrans.

Don’t miss your chance to connect with the people and solutions driving the industry forward. Register for free today at https:// megatrans.com.au/attend/.

ABOVE, L TO R: Ken Wilkie’s current steed - a Kenworth K104.

Photo courtesy Ken Wilkie; Ken’s 1942 Chevvy Blitz, gearing up for the classic truck show circuit

But that’s a task for another day – the urge to continue his owner-driver career is first and foremost.

He says the Shell Rimula Wall of Fame induction during the Festival of Transport at Alice Springs in August can be traced to his old DG boss, Rod Simmonds, who was instrumental in his nomination.

“It’s a hell of a compliment,” Ken says.

More importantly, it’s a worthy recognition for one of Australia’s toughest long distance highway troopers.

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BUSINESS SPOTLIGHT

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MOMENT OF TRUTH

There’s a common saying that the greatest wins often emerge from the toughest times.

Hornby Transport Services is a prime example of this, having turned global financial difficulties into an opportunity that it’s not looked back on 16 SEPTEMBER 2026

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T

here’s always one particular moment in the history of an enduring family business that defines it. An explainer as to how it has survived through thick and thin, a touchpoint that allowed it to outlive competitors or grow to new heights. For New South Wales operator Hornby Transport Services, 2010 served as seminal moment in the making of the business’ modern capabilities.

“I came onboard at Hornby Transport in 2009, roughly two years after we had acquired MTI,” workshop manager John Rymer told OwnerDriver.

“Adam Hornby got me to join to provide a hand in his workshop and to help with maintenance – at that point we had 18-odd trucks. My job was to be there throughout the week for odds and ends repairs.

“Everything was tight in 2009 across the entire industry from a financial perspective, and we were no different after acquiring MTI, then 2010 saw the economic downturn hit Australia hard.”

Despite making the landmark acquisition a couple of years prior, Hornby Transport Services wasn’t to be spared the ire of the financial crisis.

Fortunately, the Hornby family had already put into place a plan that would lay the foundations for not just survival, but success.

“Bob and Adam Hornby saw the writing on the wall six months prior to this, and they had us completing trailer refurbs so we could send a lot of gear to auction,” John recalls.

“This smart business move allowed us to sell a good portion of the gear to prop up the business through the tough times – while other operators fell away, we were able to keep moving forward.”

By the time the financial cloud had lifted over Australia’s transport scene in 2012, Hornby Transport Services was ahead of the game, meaning it could immediately tender for lucrative contracts. The result were new BlueChip contracts across the board, and a fleet size that had recently dwindled to 18 trucks and some plant machinery now surging to more than 40 prime movers and matching trailers.

“The growth happened quickly – we very soon had various truck and dog combos coming through, as well as B-Double tippers,” John says.

“We began doing more general freight, and it all took off from there. All of a sudden, we had 10 general freight Kenworth K200s, multiple tippers, some 604s, Western Star 4800 and 4900s and Kenworth cabovers and 9-ohs.”

It was a whirlwind time for John and the growing Hornby Transport Services team, which soon ran roughly 60 trucks by 2015 – a far cry from not just the 13 trucks running through the financial crisis, but also the sole truck Bob Hornby used to start the company back in the Mid 1970s. The owner operator rose through the ranks by carrying steel in Port Kembla for what was then BHP Steelworks to Sydney and back on a constant basis. At the height of the business’ inception, it had roughly 15 B-Doubles covering the eastern seaboard from Brisbane to Melbourne, before a new metal transport industry scrap division took the truck tally north of 20 in the early 2000s.

By the late 2000s the operator had made a name for also carting black iron in and out of country tips to various sites in Newcastle, Laverton, Sydney and its Unanderra homebase.

Instead of losing this gradual progression in one foul swoop in 2010, the family’s foresight meant it was put on a trajectory that now sees the business run more than 100 truck and trailer combinations ranging from flat tops and tautliners to aluminium B-Double tippers and dog trailers. Throw in some steel body tippers, excavators and front end loaders, and there’s barely anything Hornby Transport Services

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Images: Hornby Transport Services

doesn’t offer for customers in the general freight and industrial transport sector.

“By the mid-2010s we were growing again and I was given more responsibility by the Hornby family to see what worked best from a maintenance perspective,” John says.

“At that time Hendrickson were bringing in the HXL7 axle system and we started predominantly running that with the tri functional wide track bush. From that point onwards, everything coming our way that wasn’t from an acquisition used Hendrickson suspensions and axles to streamline our workshop efficiency.”

As more Blue-Chip contracts arrived in South Australia, Melbourne and Brisbane, John and his workshop became even more important to the daily running of the swelling fleet. By 2017 the business had nearly 90 trucks and covered raw material runs from Brisbane to the west point of the South Australian border. Central to this enhanced capability was the use of common quality gear in all of the brand’s new trucks and trailers.

“Everything nowadays is mainly on Hendrickson unless we acquire a company and get some of their gear in the process,” he says.

“During the COVID period we were able to be part of transport’s boom and continued acquiring gear. It came in the wake of us opening our new Thornton site late 2017 with improved workshop facilities, while in Unanderra we now have larger yards to accommodate our growing fleet.”

In this COVID influx of contracts and vehicles, the Hornby name began covering the Northern Territory and Western Australia, making it a truly national operator.

By the midway point of 2026, the operator’s fleet sits at 108 trucks through a recent acquisition, with a revamped Unanderra site opened 18 months ago allowing the business to go from strength to strength.

Regardless of the next turn the operator takes as it continues charting into more unknown territories, John says the lessons learned from the tough times will shape the way: streamlining parts for efficiency, looking ahead and always remaining committed to safety.

“This focus means we will continue to rely on trusted partners like Hendrickson – they have been incredible in what they’ve been able to offer us,” he says.

“We now run a dozen A-Doubles that sit all on Hendrickson and the HXL7 suspension. What they have done to accommodate our wishes and provide warranties gives us the security to then continue growing across Australia and into new markets. It’s an exciting time and we’re keen to see what we can offer next.”

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“We now run a dozen A-Doubles that sit all on Hendrickson and the HXL7 suspension.”

Opposite top: Bob and Adam Hornby at the Unanderra depot in NSW Above: The Hornby Transport Services Kenworth T909 rolls out with an A-Double set up in tow Below: The exterior of the Unanderra depot

HENDRICKSON AUSTRALIA

Hendrickson Asia Pacific Head Office 32-44 Letcon Drive Dandenong South Vic 3175 Phone: +61 3 8792 3600 Email: customerservice@hendrickson.com.au

SEPTEMBER 2026 17

18/8/2026 4:44 pm

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18/8/2026 4:42 pm

Images: Warren Aitken

test drive

OFF-ROAD OBSERVATIONS Warren Aitken mixed it up this month, putting the unique latest releases of Isuzu’s heavy vehicle range to a different type of test

I

am going to be a little blunt with my opening remarks here – this write up is shining a light on what is the tail-end of Isuzu’s MY25 range, a range they first announced at the 2025 Brisbane Truck Show and that kicked off last year with the NQR, FV and FX range. I had the pleasure of getting to experience those vehicles last year and walked away with a much more ingrained comprehension of exactly why Isuzu is once again leading Australia’s truck sales market.

However, when my editor approached me about heading down to an off-road testing ground in Victoria to experience and showcase the tail-end of Isuzu’s MY25 range, that being their 4x4 and all-wheel drive range, I really wondered why. I have no experience in off-roading and I have no intention to go off-roading – I’m not saying I’m at the yuppie stage where I pay to get dirt applied to my ute, as it does get into the dirt for photoshoots – but I don’t own a traction boards or a rated recovery kit (and yes I did have to look those up).

So, I wondered what sort of opinion I can offer readers by undertaking this exceptionally uneven excursion off-road. Why would my manhandling a machine through mudholes merit feedback? I’d never attempted to scale 40 per cent inclines before, much less hold my breath to traverse that kind of decline. I do not have the skills to do it and would be requiring blind faith in Isuzu engineering and technology in order to do so. If it were to be a day where my off-road driving skills were the deciding factor in whether or not my new Nikes stayed pristine while enclosed in the confines of a truck cabin or masked in mud after having to

dig my vehicle out of holes, I would put money on the masked in mud, but my editor was insistent, so off I went.

As we sat in the briefing room with all the other much more experienced off-road journos, I began to get an understanding of why I was there – not because I had profound insight into 4x4s and AWD vehicles, but precisely because I don’t.

For years now Isuzu has had the lion’s share of the off-road truck market. It has been designing and manufacturing vehicles capable of handling the toughest conditions, of which we in Australia have most of them. They have been a fan favourite for service vehicles, emergency service vehicles and specialist off-road vocations, telecommunications, renewable energy and even the growing off-grid recreational vehicles. On any given day our emergency service vehicles can be required to scale everything from incredibly steep Victorian bushfire tracks to vast open Pilbara plains. Maintenance service vehicles can be on highway one day and at the bottom end of a mine site the next.

You look at telecommunications service vehicles and they can be negotiating wild bush tracks or remote farmland just to access Top: The team looking a little worse for wear after a day in the hands of us journos Above: A little glimpse of one of the pathways we put the N-series through Left: Trust me when I tell you this was a lot steeper than it looks. But the big FTS marched up it no problems

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Top: Ups and downs all day made for interesting experiences and very dirty trucks, but it was eye opening Above: It is not a natural thing to drive straight into water like this, unless you are an Isuzu 4x4 Left: Definitely lots of ground clearance for these specialised off road machines Opposite top, L to R: The roads we put the Isuzu range through replicated a lot of the conditions these vehicles get put through on a daily basis and they handled them easily; This is where the Isuzus really stepped up – hitting the steepest gradients, even after a week of wet weather – they all made it up and down successfully

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their worksite. The extremes are challenging and often the pilot behind the wheel can be a first timer or part-time volunteer with little to no off-road experience. That is the role I was there to play, and I nailed the ‘little to no experience’ role like a legend. Yes, when people claim ‘oh any idiot could do it’, I am that idiot. Let’s see if I can do it. Spoiler alert, I could.

The MY25 AWD and 4x4 garage is made up of two stables – the 4,500kg-8.000kg N range and the big bobbers in the F series range.

My day in the dirt was going to see me experiencing the whole spectrum, beginning with the big girl – the F series.

Isuzu’s F series has long been popular in the emergency services and mining sector and has seen increased use in utility providers, telecommunication and energy infrastructure roles as well metropolitan markets and now the off-grid camping domain.

The MY25 range includes the FSS model, with a GVM of 11,000kg and a GCM of 15,500kg, while its big brother, and my first test drive, the FTS, has a GVM of 15,000kg and a GCM of 21,000kg.

They’re great figures for those needing to cart a lot of equipment into remote places. Both FTS and FSS can be spec’d in single or dual cab variants and I can attest from some time in the back seat there is boat-loads of room in the dual cab.

When it comes to power needs, my off-road experience hampers me again, but I can tell you the 883Nm of torque put out by the Euro VI DB6A-TCN engine made light work of every hill put before it, including the 40 per cent gradient I nervously

traversed. My nerves and inexperience brought out the best in the engines low end torque and highlighted how intuitive the Allison 6-speed automatic transmission is. Where I was gulping in oxygen, expecting a fumble or stall, the FTS just wandered up the embankment like it was playing the greens at the local golf club.

Easy as.

Turning around and bringing it back down again raised my nerves, and it took a lot for me to trust my Isuzu instructor as he told me to lock it in the low gear and just let the truck do the thinking. A roll at the start almost had me pouncing on the brakes, but as the revs rose, the Isuzu smarts kicked in. The old exhaust brake has been replaced by an I-Brake compression engine retarder which offers up to 60 per cent more stopping power. Couple that with a state-of-the-art EBS system and standard disc brakes and the FTS walked down the steep grade without a care in the world.

Leaving the impressive pulling power and braking capabilities aside, and the incredible dance floor room inside aside, I was extremely impressed with how well such a big unit drives.

Through narrow tracks and around a tight path, the FTS was about as nimble as I imagine I wouldn’t be in a china shop. You can see why this vehicle is becoming increasingly popular with those cashed up retirees looking to build the ultimate off-road camper – you can see them going from the Coles carpark to Kakadu National Park without a care in the world.

As fun as the big FTS was, the stars of the show were the N Series variants. They filled in most of the joyriding for the day.

Within the N-series AWD and 4x4 range you can find a vehicle to suit every need – get ready for all the confusing numbers and abbreviations. In the all-wheel drive folder, you start with the NMS model, available in a car licence with a manageable 4,500kg GVM and also an LR licence suited 6,500kg version. While you can get it with Isuzu’s new MYR9 9-speed dual clutch transmission, our test truck was packing the 5-speed manual box and boy was it fun to drive. You felt like you could literally do donuts in the swimming pool with its turning circle and as long as you selected the correct gear, you couldn’t have stopped that little beast from scaling Mt Everest. Underneath your well-insulated feet, the 4JZ1-TCS engine is producing 150PS and 430Nm of torque, which explains all that pep.

If you were looking at this for work rather than just some bush-bashing like I was doing, Isuzu has a vast array of Ready-to-Work models for their cab chassis variants. Tray pack, tippers and service pack-X configurations are on the books.

In the 4x4 folder, the traditional NPS returns with more power and torque while keeping the same useful 7,500kg GVM and if you need to move up a little, the all-new NQS 4x4 sits at a GVM of 8,000kg. Both of these vehicles are running the 4JZ1-TCH engine sporting 175PS and 460Nm of torque.

Transmission options can get a little confusing with all the shorthand, so let’s try and simplify it. Isuzu has released its state-of-the-art MYR9 9-speed dual clutch transmission that focuses on keeping engine revs lows to improve both fuel economy and in-cab noise while also amplifying the upshifts to reduce torque loss when the engine is working. There is so much technology and flexibility in additional ratios that the transmission needs its own sales brochure. You can find this genius of a system in both the AWD NMS and the 4x4 NQS. The NPR has replaced its traditional 5-speed transmission with an improved 6-speed unit. The new ratio spread has smaller gaps

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between gears and subsequently eases the ride on the engine, again ensuring maximum use of the torque the 4JZ1 is pumping out.

Along with all the working improvements, the new MY25 AWD and 4x4 range boasts a range of additional safety features, disc brakes, lane departure and all the autonomous sensor-based safety features you expect these days. Most of that stuff you can get from the sales brochure, I am still writing this from the ‘any idiot can drive that’ angle, so I should get back to that.

From the driver’s seat of the NMS, NPS and NQS, you once again understand the popularity of these Isuzu trucks – they are number one for a reason.

Everything is right there, everything you need is visible and everything you don’t need you aren’t paying for. Speaking to comfort is a bit hard when the smoothest piece of dirt we found would barely qualify for a round of the Newell Highway, but Isuzu has done a great job of ensuring the seating position and seats themselves make life easier, not harder.

You never feel yourself thrown from the seat or the steering wheel, though I am sure if you put your boot up it more than I did you could give it a good shot.

My goal for the day was to put myself in the shoes of a SES volunteer that gets dumped in the driver’s

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seat and sent off through a trail that would float the boat of anyone with a Landcruiser tattoo, and I did that. My verdict was absolute amazement to be honest. I am sure those that actually wear those shoes wouldn’t be experiencing the same level of enjoyment as I did, but I was blown away by how easily the entire MY25 AWD and 4x4 range handled what was put before it – from the little NMS eating up every embankment and keeping my drink steady through dips and dives between trees to the giant FTS that felt like an enthusiastic puppy chomping at the bit to get in and get dirty. The only uphill hiccups came from my doubts rather than any of the N-series themselves.

If you knew what you were doing it would be a cakewalk, if you were more like me and didn’t know what you were doing it was still a cakewalk, such is

the smarts and technology packed into the latest Isuzu range.

I can’t speak for pricing or the fuel economy of these vehicles as we weren’t out there for either of those goals, but I can confess the transmissions both peaked at very low revs. Even in the manual you were idling along in fourth and fifth and feeling the low end torque just itching to impress.

If anyone was going to get one of these vehicles stuck, bogged or beached it would have been me, and honestly by the end of the day I was trying my hardest to throw a challenge at them that they could master. I failed in that – the cavalcade of MY25s were returned lower on fuel and a hell of a lot dirtier but working just as perfectly as they had before they let me loose on them.

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NHVR Nicole Rosie – CEO

Taking no risks NHVR CEO Nicole Rosie discusses the regulator’s recent approach to public safety and how its regulatory approach aims to keep the industry safe

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Image: NHVR

he challenges facing Australia’s heavy vehicle industry differ depending on an operator’s location, size and load among an array of elements, but one common theme is a shared interest in accountability. But what does it mean to be held accountable?

The National Heavy Vehicle Regulator (NHVR) has a range of tiered compliance measures, involving a combination of educational, monitoring and enforcement strategies. One of these is prohibition notices, which can be issued by NHVR officers where they reasonably believe an immediate or imminent safety risk is involved. They are lifted only when the matters that create an immediate or imminent risk are remedied.

In the previous financial year, the NHVR has seen a total of 22 prohibition notices issued to individuals and companies; a stark increase from only two recorded in the previous year. The increase in the issue of prohibition notices in the past 12 months directly coincides with a deliberate focus by the NHVR on highest risk operators, as well as addressing risks involved in their operations.

There is an expectation by parties in the supply chain who consistently do the right thing that those who actively disregard their safety obligations will face appropriate consequences. That belief informs the NHVR’s approach to modern, risk-based regulation.

We know the overwhelming majority of industry takes its responsibilities seriously.

These are operators that consistently invest in safe equipment, maintain their fleets,

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support their workforce and engage with our services when necessary to ensure they meet their regulatory requirements, often while navigating significant commercial pressures. The NHVR’s approach to enforcement and compliance recognises this commitment. Businesses that prioritise safety will be supported, and where we see genuine attempts to meet the standards within the Heavy Vehicle National Law (HVNL), we will offer the necessary education and tools to assist.

The same operators who make a significant investment in the safest training, technology and practices want to know the NHVR is sharpening our focus on those who present the greatest safety risk.

Highest risk operators are not businesses that occasionally make mistakes, but rather those with patterns of repeated non-compliance, involvement in significant incidents and a demonstrated failure to address identified risks, despite previous regulatory engagement. In many cases, there is a history of guidance, education and other opportunities to improve, yet a continued breach of obligations. Where this repeated disregard for safety and compliance exists, we must act.

Accountability extends beyond a business itself and where circumstances warrant, directors and individuals responsible for decision-making may be subject to regulatory action to ensure obligations are not avoided through corporate restructuring or other arrangements designed to shield responsibility. The NHVR is prepared to intervene sooner and more decisively where safety risks justify it. This is where the use of tools such as

NHVR CEO NICOLE ROSIE is CEO of the National Heavy Vehicle V Regulator (NHVR)

BELOW: The NHVR has a range of tiered compliance measures, involving a combination of educational, monitoring and enforcement strategies

prohibition notices come into play.

The NHVR’s focus on highest risk operators is supported by our ability to identify relevant conduct through improved intelligence gathering, data analysis and regulatory insight. As technology evolves, so too does our capacity to detect unsafe practices and uncover behaviours intended to avoid scrutiny.

The use of intelligence and data also ensures we can effectively prioritise our resources, without the need for broader enforcement across the industry. Our focus is a deliberate and targeted effort concentrated on those who create the greatest risks to public safety and industry integrity.

Operators are also increasingly empowered to better understand their own compliance. Just recently, the NHVR launched its new Intercept Outcomes Tool. Accessible through NHVR Go, the tool enables operators to access direct visibility of their compliance performance.

This means businesses are equipped with a greater ability to identify trends and patterns of non-compliance across their operations earlier, and importantly, act and take accountability.

Safety is a shared responsibility and operators remain central to this outcome.

The NHVR recognises industry is operating under the challenges of economic uncertainty, rising costs and growing operational demands. As a regulator, we are committed to working with industry and government to identify practical reforms that support more efficient freight movement. However, productivity and safety are not competing priorities.

Ensuring drivers are properly trained, adequately supervised and operating safe vehicles is fundamental to maintaining a robust and responsible heavy vehicle industry. The NHVR will continue to work alongside industry to provide practical guidance and support, and ultimately help businesses understand and meet their responsibilities. Our preference is always to achieve compliance through engagement and cooperation. Only where significant risks remain unchecked or repeated noncompliance continues will operators see greater enforcement action. Those who knowingly ignore their obligations not only put lives at risk, but also gain an unfair advantage over businesses that invest time and resources in compliance. Our riskbased approach addresses both issues.

Industry should have confidence in knowing there are strategies in place to address unacceptably high risks to public safety and help deliver a safer, fairer and more sustainable heavy vehicle sector.

“In the previous financial year, the NHVR has seen a total of 22 prohibition notices issued to individuals and companies; a stark increase from only two recorded in the previous year.” ownerdriver.com.au

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NATROAD Warren Clark

Solving the shortage NatRoad’s Warren Clark discusses how sustainable transport businesses hold the key to solving the ongoing driver shortage

T

he International Road Transport Union’s (IRU) latest Global Driver Shortage Report confirms what Australian operators have been saying for years: our truck driver shortage is no longer a future risk, it’s a structural challenge that is becoming harder to solve.

Around one in eight truck driving positions in Australia are currently unfilled, while almost one in four drivers are expected to retire by 2030.

At the same time, Australia is the only country surveyed where transport operators ranked rising operating costs ahead of driver shortages as their biggest business concern.

That’s significant because it shows these aren’t separate issues. Rising costs are making it harder for transport businesses to recruit, train and retain the next generation of drivers.

Australia’s driver shortage hasn’t eased. It remains stubborn at around 12 per cent, with nearly half of operators reporting severe difficulty

filling driver positions. What has changed is the broader operating environment.

Businesses are navigating a combination of pressures that have built steadily over recent years.

Fuel, insurance, maintenance and labour costs remain high, while businesses are also adapting to new regulatory and workplace obligations.

Individually, many of these reforms are designed to improve outcomes.

Together, however, they place increasing pressure on businesses that are already operating on tight margins.

For many small and family-owned businesses, every additional cost reduces the capacity to invest in the future.

When businesses are focused on absorbing higher operating costs and meeting growing compliance obligations, they have less time and fewer resources to recruit new drivers, mentor apprentices or build long-term workforce capability.

Some good operators are simply

WARREN CLARK is CEO of the National Road Transport Association (NatRoad).

deciding it’s no longer worth staying in the industry.

The result is a cycle that becomes increasingly difficult to break. As experienced operators retire or leave the industry, valuable skills and knowledge leave with them.

Yet inconsistent licensing requirements across states, the absence of nationally consistent training pathways and limited apprenticeship opportunities make it harder to bring new drivers into the profession.

Australia has an average driver age of 51 – the oldest average driver age of any workforce surveyed, and 24 per cent of our current drivers say they will retire before 2030.

Attracting younger people into transport, along with increasing participation from women and other underrepresented groups, remains essential if we’re to build a sustainable workforce for the future.

There are practical steps operators can take to strengthen their businesses, including regularly reviewing costs, ensuring contracts accurately ref lect changing expenses like fuel, planning for regulatory changes and continuing to invest in their people.

Strong, resilient businesses are better placed to attract and retain skilled drivers over the long term.

Governments also have an important role to play. Addressing Australia’s driver shortage requires nationally consistent licensing and training pathways, stronger apprenticeship opportunities and practical reforms to reduce unnecessary regulatory complexity. Policy makers must recognise that every additional cost imposed on operators reduces their capacity to employ, train and retain drivers.

NatRoad continues to work with governments across Australia to improve licencing and training pathways, advocate for nationally consistent regulation and reduce unnecessary cost and compliance burdens.

At the same time, we continue to support members with practical advice and resources to help them run sustainable businesses in an increasingly challenging operating environment.

Australia’s freight task is only going to grow.

If we want enough skilled people behind the wheel in the years ahead, we need policies that make trucking a career people want to enter and transport businesses people can afford to stay in.

Supporting the workforce and supporting the businesses that employ them are two sides of the same challenge. Without both, the driver shortage will only deepen.

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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truck show

SECOND W ROUND FUN Despite Mother Nature doing her best yet again to deter the day, the second instalment of the Scenic Rim Truck Show still produced a cracking chance for many trucks to be shown off, all in the good name of charity

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elcome to round two of the Scenic Rim Truck Show, the show that debuted last year in the tiny town of Jimboomba and managed to raise just over $30,000 for the fantastic KIDS Foundation. The inaugural event was a challenge with days of heavy rain in the lead up and threats of more on the day, but it didn’t dampen the enthusiasm for the tight-knit team that were staging their first ever show. In fact, the whole experience went swimmingly (no pun intended) and the decision was made to double down and aim for bigger and better for the second running of the event. And of course, seeing as I had so much fun at the first show, how could I not pack up the ute and head off for round two as well?

Following up from a successful debut can often be a challenge, but for organisers Tracy Armstrong and Janet Smith, it was a very welcome challenge. Their original motivation for the show was to promote trucking and their local community and that hadn’t changed. Neither had the charity organisation the pair of them were supporting in the KIDS Foundation.

In case you were unaware, the KIDS Foundation supports children who have experienced horrific injuries and trauma.

The foundation started back in 1993 and, with a company mission focused on keeping kids safe, they have been doing amazing work for over three decades now. KIDS, which is an acronym for Kids in Dangerous Situations, assists with incidents from accidents and burns to helping kids that have been the victims of crime or neglect. It is an extremely important organisation, and they currently assist over 400,000 kids a year.

Having raised over $30,000 last year, the goal for Tracey and Janet was to better that in round two, raising more money and more awareness for the KIDS Foundation.

One important thing the organising team did learn from the success of the first show was that they could handle more trucks, they could add more entertainment and they could go bigger. With last year’s layout as a blueprint, they were able to better plan the truck parking, the spectator parking and all the on-field activities. The cap for round one had been 120 trucks, this year was about growth and the expansion and that cap grew to 150.

So far, we have talked about repeating and growing on last year’s show. Well, Mother Nature is not one to miss out on getting involved as well and decided to step up her influence.

It wasn’t bad weather on the day, or even the day before. No – it was paddock drenching weather in the lead-up, literally paddock drenching. So much so that two days before the

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Images: Warren Aitken

event, Jimboomba State School had to make the tough call of prohibiting the increased number of trucks onto the oval – the main staging area for the trucks.

Not to be deterred, Tracey and Janet set about utilising other available areas for parking. They culled the entrants down to 115 pre-registered trucks and negotiated to get the food trucks and more of the on-field activities moved to the oval.

Mother Nature may have dictated the number of entrants for round two, but she also ensured come game day it was perfect weather to enhance the quality of the show stepped up even if the quantity couldn’t.

When it came to on-field entertainment, once again it was all there for round two and as much as the show is about the trucks, it is also about the families. There were rides galore for the kids, there were food options galore and if you just wanted a quiet place to sit down and enjoy a cold beer, well actually it wasn’t that quiet, but the beer was cold. The stage had been moved from last year and, along with acting as a sales brochure for the big charity auction that preceded the prize giving, it also acted as a backdrop for the entertainment, which included the likes of the HT Line Dancing team.

We should circle in on the auction that I mentioned a minute ago. The KIDS Auction is one of the major contributors to the big cheque this little team gets to hand over to the foundation again, and with some amazing donations up for auction, it is little wonder the auction itself raised over $23,000 alone. Items included a Big Daddy Deluxe Swag from Billabong Brisbane, a Fender Kit from Silverback Armour and a signed Cowboys League jersey from Fulton Hogan. The final item was once again an all-inclusive Kenworth factory tour with flights and accommodation. Here is the kicker though – last year that item was snapped up by the family owned TKN Earthworks team and according to them it was an unbelievable experience, so much so that the TKN Earthworks team got into another bidding war this year and once again walked away with the Kenworth package as a reward. Now I want to get my hands on the opportunity, it must be good!

Last but never least, we need to mention the quality and variety of trucks that rocked up to the show again. Like me, there were plenty of repeat attendees and plenty of first timers as well. In the current transport climate, it is actually a massive commitment in time and money for folks to be attending these local shows and to see them turning up in such pristine gear is a testament to their love of the industry. A big thank you should go out to all those that made the effort. Last year’s winner Greg Wilson, in his Sanbella T909, came back to defend his crown.

He wasn’t able to repeat the win with a ringer taking out the

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Opposite top & bottom: A little bit of off-road rolling to get the trucks up the back end of the grounds, but all went well; A fraction of the fleet for D&M Lucas & Sons Transport. Very tidy collection of DAFs and for a second year in a row they picked up best European Truck Clockwise from top left: Matt Lee, Kyall Krause, Maddison Waalder and Oliva Dennis, along with a tribe of truck loving kids, came along in their local work vehicles.

These classic Kenworths were on point for this year’s show; The crowds were loving the atmosphere of this year’s event, aided by picture perfect weather; One of the other prestige awards is the Charity’s Choice, chosen by some of the KIDS Foundation representatives, this year the award went to STA Trucking with their pink and black T909; The TKN Earthworks team were again looking sharp and rightfully walked away with Best Tipper and Best Mid Age Rig; Some large cars added to the eye candy at this year’s event; The winner from this year’s Scenic Rim Truck Show; The truck were tightly packed in this year but wandering up and down the slope to check them out was good for my step count; Seems you rarely find Graham from Corbetts Towing without a smile and cleaning rag these days. Word is he still works his tow truck, I just only ever catch him cleaning it

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‘The hunt for the best truck show Dagwood Dog’

From top to bottom: It’s not how big it is that counts, it’s what you do with it. One of my favourites was this pimped out little Isuzu; The preceding weather may have enforced some adjustments to the show but the show day weather was spectacular; With perfect weather the supporters turned out in numbers for the auction and prize giving; Another of my favourites was this immaculate Western Star of Rixon Haulage; Nash and Kai Purcell were putting in the hard yards on the Sanbella Kenworths, not sure where the drivers were though. Delegation at its best; The lovely Kylie Robinson polished up ‘Little Critter’ – the T909 she drives for R&K Bulk Haulage

Show: Scenic Rim Truck Show Entrant: The Dagwood Dog Guy Price: $8 Summation: The bar has been set very high straight off the mark.

The Dagwood Dog guy prides himself on freshness, which is good.

My Dagwood Dog was still exceptionally hot, and you could tell it was fresh due to not needing to chew my way through the batter to get to the dog. The density of the batter was perfectly balanced and precisely cooked. It wasn’t thin enough to see the dog but not thick enough that your mouthful contained equal portions of dog to batter.

The batter was perfectly cooked as well. Nothing worse than that doughy texture of thick half cooked batter. My expectations of sauce to stick ratio are as follows: the dipping of the dog should be no less than the extension of the stick and the Dagwood Dog guy nailed that perfectly. Credit also goes to the viscosity of the sauce. There was no runoff as I commenced my consumption.

Score: 9/10 prize. All the way from Coffs Harbour, Chris Robinson took out the top prize with his incredible Mack Super-Liner. The truck, which was an entrant in last year’s Champion of Champions Truck Show in Brisbane, was every bit the showstopper, with polished details front to back, it really was a tough truck to beat.

Many tried though – there were some stunning rigs to ogle at. Freds Transport had a couple of their big 909s on display, TKN Earthworks had a major presence, as did the historic truck market. There were some lovely old Louisvilles, some classic Macks and even an old school Mercedes.

Unfortunately, with the last-minute reshuffle of parking, all the trucks ended up on the embankment – not that the walks up and down the hill weren’t good for me, it was more a case of the trucks had to squashed in a lot closer than you would like for a truck show. It was a tight squeeze getting between some of them if the traffic was busy, which it was most of the day.

When it comes to appreciating the trucks however, words don’t do justice to the effort all the entrants put in. So go peruse the photos and hopefully they will do a better job of showing off what was on hand.

“The crowd numbers were up and so was the money raised. This year Tracey, Janet and their support crew (that’s their husbands) raised $42,128 for the KIDS Foundation, so well done to all involved.”

As I wrap up, I want to focus on two more things. Number one being the success of this show. Yes, Mother Nature dictated the quantity, but as I said, the quality more than represented.

The crowd numbers were up and so was the money raised.

This year Tracey, Janet and their support crew (that’s their husbands) raised $42,128 for the KIDS Foundation, so well done to all involved. From Tracey and Janet down to every family member roped into a rag and polish, this family show is really finding its feet. Let’s just hope for round three those feet don’t need gumboots.

The last thing I want to focus on is a new thing I would like to finish my truck show round-ups with in the hunt for the best truck show Dagwood Dog. Yes, I am willing to put myself through the torture of Dagwood Dogging my way around Australia’s truck shows. Rules are simple – no freebies. I can’t be swayed by gifts. Contestant will be judged on density of the batter, freshness of the dog, sauce to stick ratio and overall satisfaction.

Bring on the next show and next Masterchef Dagwood Dog edition.

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truck of the month

HUGE T HIGHLIGHT Michael Mahon may not have grown up around trucks, but he now leads a successful Australian freight business. Warren Aitken checks out a larger-than-life Volvo to celebrate a special milestone for the operator

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his article is a celebration; I am here to shine a light on a young fella that didn’t quite follow a dream as much as he created one. To start from zero and be celebrating your 25th anniversary is huge, so it is only fitting that a ‘huge’ milestone is celebrated with a ‘huge’ truck. And for once I am going to delve into the ‘huge’ truck and its ‘huge’ numbers first – that truck is Volvo’s latest and greatest FH16 XXL with 780hp and 3800Nm of torque.

That’s right, 3800Nm of torque – that’s huge. If you prefer the old school quantification we can go with 2803 ft-lb of torque, which sounds just as huge, more so when you list it next to some of the iconic engines that have graced the Aussie pathways, like the 500hp E9 – it was pumping out 1660 ft- lb. The iconic Detroit 8V92 could put out figures from 950 ft- lb up to 1450 ft- lb, then you had the classic Cat 3408, which ranged from 1600-2000 ft-lb. – all of which are impressive numbers, but 2800 ft-lb – that’s huge, and it’s just one of the incredible stats that accompany the latest Volvo engine release.

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Images: Warren Aitken

“To start from zero and be celebrating your 25th anniversary is huge, so it is only fitting that a ‘huge’ milestone is celebrated with a ‘huge’ truck.”

Volvo Trucks has been at the forefront of technology and efficiency since the first Volvo rolled off the Gothenburg production line back in February 1928 and its latest D17 package sets all new levels of impressiveness.

Now normally I wouldn’t punctuate my articles with all the information you can find in the sales brochure – I like to focus on the folk that have actually purchased the vehicle

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Top, L to R: The big Volvo heading through Brisbane’s jam packed traffic for another load; The Mahon family celebrating 25 years of business – Michael and Megan as well as three of their boys, Sebastian, Jonathan and Nate.

Nate is currently enrolled in the apprenticeship program that MJ Mahon has created Below: Last year’s 25th anniversary dinner was celebrated in style with customers, colleagues and cohorts all keen to acknowledge Michael and his team

and their story, which we will get to. Today I’m going to do a little bit of a summation first this time, purely because I have had the pleasure of test driving one of Volvo’s 780hp heroes and I was incredibly impressed. So, let’s have a little look at what is so special about the biggest and most powerful truck ever built by Volvo.

Sitting underneath the very comfortable and well insulated cabin of the FH16 Volvo is the Volvo D17 heavy duty engine.

The versatile motor can be spec’d at 600hp and 700hp or, as seen here, 780hp. Before we get into the European horsepower vs American horsepower’ thing, Volvo’s 780hp is the American imperial measurement, based on one hp equalling 550 foot pounds of work per second, not the European PS system. I just wanted to clear that up, and if you then refer to the famous old racing quote –horsepower is how fast you hit the wall, torque is how far you take the wall with you. I can attest having driven one, and sitting at 107-tonne on the scales, the D17 hits the wall fast and takes it further than you would imagine, metaphorically speaking.

It isn’t just about numbers though; it’s also about weight and efficiency. The new D17, sitting at 17.3 litres, shares a fair bit of the internal architecture of its now little brother, the D16, but has jumped ahead in more ways than just increased cylinder bore. There is massive innovation in the new single variable geometry turbocharger, which not only decreases the engine’s weight but increases responsiveness and fuel efficiency. There’s also the new Volvo patented wave piston designs, as well as a new injector design that adds to the incredible fuel economy the D17 has been recording. I am sure there are plenty of other innovative technical additions that I will never understand, but needless to say the engine is not just about the talk, it walks the walk as well.

We also can’t gloss over the latest iteration of Volvo’s ‘smarter than me’ I-shift automated transmission. When your workhorse is pumping out 3800Nm of torque, you need to make sure every part of the truck is calibrated to handle that and Volvo has done exactly that with the current I-shift set up. It also comes packed with perks like Auto Hold, Terrain

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Top: A common sight around the Rocklea markets are the MJ Mahon trucks, with the newest Volvo really garnering attention

Brake and you can get the optional crawler gear for that precision control when you have the big loads on.

Now before I do start sounding too much like a media rep for the Volvo sales brochure, we shall segue into the stunning truck you see on the pages before you and what makes it a standout in the MJ Mahon fleet. See, with a truck packing more power and more torque than anything before it, capable of hauling monstrous loads with the ease of a Tour de France rider fronting up to a Sunday cycle club, it seems a bit strange to see the MJ Mahon name on the door. Michael is the first to admit his trucks never tip the high numbers on any set of scales, so high horsepower is very much overkill in the MJ Mahon fleet. It also seems a bit strange to see patterned paint work, extra bling, stainless guards and a score of spotlights across the top.

Don’t get me wrong, if you travel anywhere from Coffs Harbour to Mackay, Brisbane to Roma, there’s a chance you have seen one of the 60-odd MJ Mahon vehicles on the road. And between the head of the table, Michael Mahon, his lovely wife Megan and their dedicated staff, those trucks always look clean and tidy, with an assorted array of colours mixed into the fleet. However, this truck is several steps above the high level Michael and the team normally field on the Queensland highways and it’s all to celebrate their 25th anniversary. MJ Mahon Transport is a company built on perfecting its core concepts, relationships and efficiency, relationships with customers, suppliers and staff and efficiency in its performance and customer service. Its newest Volvo epitomises the MJ Mahon success and does it with style and ease.

To tell the tale we obviously need to go back 25 years, sorry, 26 years now. The anniversary was August 2025, it’s just difficult to nail Michael down for a chat. Not only is Michael very hands on in his company, but he also sits in the big seat of the QTA as well and is very hands on in his efforts to improve and support our industry, hence it was into 2026 before we sat down to chat. If I am going to be historically correct though, we actually have to go back to 1997 to begin Michael’s story, because that is when the young man finished up at school with no real direction, just a need for employment.

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Above, L to R: While Michael has taken to slipping in a few extra lights on his newer trucks, the big 780 took more than just a few; King Bars have looked after nearly all the MJ Mahon trucks and were only too happy to be part of making this anniversary rig something special Below: Another advantage of the Volvo set up is the maneuverability of the big Swedish legend. The markets, and subsequent delivery locations, don’t often allow a lot of room and the turning circle of the Volvo is a big positive Opposite page: More Rocklea Truck Electrical magic in the stainless guards and stainless mount covers.

With custom light up cut outs as well; Patrick Mahon, the eldest son, helps with hooking the B-double set back up after loading. Helping with a photoshoot isn’t his official role– the eldest of the Mahon boys works in the office for the family company and is as fastidious as his father when it comes to keeping his finger on the pulse

“I never really enjoyed school to be fair,” Michael laughs.

“When I was at school, we did the vocational training day one day a week and I’d end up working with trucks and machinery, which I loved. When I left school, I wasn’t qualified for anything, but I did get my truck licence.”

Michael did not come from a trucking background, so when he finished school and was looking for work, he was fresh faced, branching out on his own, with no real stepping stone.

“I couldn’t get a job driving someone else’s truck and I saw an ad in the paper for a sub-contractor, so my dad went guarantor and I bought a little three tonne Isuzu and started doing courier work for Ballantynes,” he says.

Right from day one in the game, Michael mastered key characteristics that would lead all the way from that first three tonner to this amazing anniversary truck and what it represents. Those characteristics include working hard, always educating yourself, surrounding yourself with good people and being reliable.

For a couple of years, Michael worked the little Isuzu hard.

“That truck was mean,” he says.

“As an 18-year-old you were polishing it within an inch of its life every weekend, but I was loving it.

“I was very lucky working with Max and the whole Ballantyne family, they are great people. I thought I knew Brisbane, but doing courier work you really learn. Max would have the Refidex out showing me where to go and helping me so much. They really were great people.”

August 2000 is when things changed for Michael. Having built connections and a reputation for service with his little Isuzu, the opportunity came to purchase two 12 tonne rigids and take on some grocery delivery work.

“At the time I had paid off the Isuzu and sold that to help get the two HR trucks, which I didn’t have a licence for then either, I was only on MR,” he says.

“I had to get my licence while in the process of buying

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“We’ve had and still have a few MANs, Scanias and stuff, but the majority of our fleet are Volvos, the reason being they are just so reliable for us.” the trucks, and that was the start of MJ Mahon Transport.”

It was a big step for a young man who had only recently celebrated his 21st birthday. He was no longer sub-contracting – he was responsible for all his own work now, servicing several small independent supermarkets on a constant rotation.

Those first two trucks in the fleet were a 10-pallet Mitsubishi and a 12-pallet Acco, both with tail lifts and neither with electric trolly jacks, it was all old school ‘put your back into it’ work.

The effort Michael put in right from the start leaned heavily into the attributes we touched

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on before – hard work, honesty, humility and reliability. If you want another indication, all you have to do is speak to the guy that Michael hired back in 2000 to drive the other truck for him. That man was Jon Andeson and, 26 years later, you will still find him wearing the MJ Mahon logo on his work shirt. In a world where drivers can have resumes longer than the positive testimonials for the Volvo 780, MJ Mahon has a stunning collection of long-term drivers, led by the original Jon. The road from those first two second-hand HR trucks through to Michael’s current collection of 60 prime movers and over 100 trailers has been far from smooth sailing. There have been plenty of ups and downs, from major clients folding and taking his invoices to the grave with them to the enormous impact of natural events like the Brisbane floods. The ups have included the likes of purchasing his first brand new truck (a MAN in case you were wondering) to the introduction of his own sons into the family business. Along the journey, Michael confesses those good relationships he has fostered have played an integral role in the company’s success.

“You don’t know what you don’t know,” he says, leading to his appreciation for his mentor that he consulted during the tough beginnings.

“It was around 2008-2011 and we were surviving, at best we were making a living, but not making a profit. So I brought in Steve Woodroffe as a mentor. He helped so much, he came from a family of transport operators whereas I didn’t.

Again, you don’t know what you don’t know.

Steve, who is still a great friend now, really helped me understand more and focus the business.”

With a more targeted approach, having figured out what the company wanted and what they were good at, MJ Mahon really began to thrive.

The operator built solid lasting relationships with its customers and involved them in understanding the transportation costs and the role they could all play together.

“We are very upfront and honest with our customers,” Michael states.

“No one wants to see anyone fail, they are very aware of how much it costs to run our business and what our business offers. We work with our customers very closely that way.”

Same with the staff – providing a friendly family environment is a given, but ensuring they have modern comfortable and reliable equipment, as well as consistent work, assists in the very low staff turnover at MJ Mahon.

We need to get to this big, beautiful Volvo though, so let’s steer the story in that direction.

Volvo has been a big player in the MJ Mahon story, as have most of the European brands.

“I didn’t come from a trucking background, so I didn’t really have any affiliation to brands,” he admits.

“We’ve had, and still have, a few MANs, Scanias and stuff, but the majority of our fleet are Volvos, the reason being they are just so reliable for us.”

Having run so many over so many years, Michael and the MJ Mahon team have built up a strong relationship with the VCV team.

“We know what the trucks can do and we know what to expect. We now do a lot of preventative maintenance as well, like around 500,000km we

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Above: Not sure how or why but the mirrorless system on the MJ Mahon Volvo blends into the truck rather well. Often a lack of mirrors can be glaringly obvious, not so much with this 780 Left: Once again the maneuverability of the Volvo comes to the forefront as the truck gets parked away in the tight Rocklea yard Below: Rocklea Truck Electrical ia another long time MJ Mahon collaborator and the custom work they did on the 780 is incredible, including the stunning rear end

automatically do the alternators on them, stuff like that,” he says.

The majority of trucks in the Mahon Volvo garage are the extremely efficient FH 500 I-save models.

“Most of our loads are easily on the lighter side and the FH 500s are perfect for us. They still pull well enough and we get great fuel economy out of them,” he says.

“Our linehaul trucks are predominantly the XL Globetrotters with the I-save engines.”

For Michael, maximising productivity is what allows him to keep employing staff and keep fulfilling client requests, so the cents per kilometres are vitally important, and as such that is where Mahons has relied on the VCV product for many years.

“We buy them because of the safety features, the fuel economy and the service,” Michael says, though he also admits that over the years they have been slipping in a few extras to ensure that appearance is also a feature of the Volvos.

“We don’t do a heck of a lot to them, I still recall Steve calling me an idiot when he saw the extra lights and stuff, saying that doesn’t make any extra money. But they do look the part,” he says.

There are no set fleet colours, but Michael’s wife Megan has taken great pleasure in mixing up the colour palette as new trucks arrive.

How come there are so many extras and so much power on this particular truck?

“We had decided we would do something a bit more special for our 25th anniversary truck,” Michael admits.

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Opposite: The first MJ Mahon truck with stainless guards, a big step for Michael, he admits. He also watched them hooking the trailers up for quite a while before he began to relax

“Originally my choice was to splurge and get one of the 600hp Volvos, that was it.”

This is where the karma side of Michael’s business approach comes in. The 25th anniversary was a significant milestone for the MJ Mahon Transport team, but it was also significant for many of the suppliers that Michael had worked with for years, Mark Barnes from VCV being one of them. It meant he could sharpen the pencil and twist Michael’s arm to get him into one of the first 780s off the line and an XXL cab as well. Then you had the likes of King Bars, Rocklea Truck Electrical and the prep team at VCV who all wanted to get involved and not just standard spec Mahon’s flagship, but add some extra flair, even if it made Michael a little uncomfortable.

“The stainless guards did it for me, I have never had stainless guards on a truck,” he laughs.

You will also notice the truck has a camera mirror system as well – a system that Michael has taken to with a lot more comfort than the stainless guards.

One thing you will always get from Michael is honesty and his own words sum up the truck pretty well.

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“Look, do we cart big weights? Not really. Do we need 780hp? Hell no! Is it fancier than we normally do? Definitely,” he says.

But is there any regret? That would also be a hell no. It may be dressier than the rest of the fleet, but maintaining efficiency and productivity is its key goal and the 780 is doing that perfectly.

VCV spec’d the MJ Mahon truck up for fuel so it sits around 1,262rpm at 100km/h and the fuel figures coming back place the truck in the top performing bracket of the MJ Mahon fleet. Drivers also admit the big XXL handles its workload with absolute ease. To be precise, I will quote Paddy the driver here as he amusedly surmises.

“It could out pull a 9’oh up a hill backwards,” he says.

I will note that Michael’s second son Nate, who is currently coming through the ranks of MJ Mahon’s apprenticeship program, has visions of being Mahon’s first 9’0h driver, so we may get to put Paddy’s claims to the test in a couple of years.

As we wrap up the interview and look to catch the truck at work, Michael reflects on the idea of 18-year-old Michael with his little Isuzu, now standing in the shadow of an extremely smart, state-of-the-art, pinnacle of perfection Volvo and trying to comprehend how he got here.

It has been relationships and organic growth that has seen MJ Mahon grow and it has been efficiency and maximum productivity that has seen them strengthen as they grow. A large part of that is the Volvo influence in the company and, although it was never the plan to be running a pimped out 780hp flagship truck in the yard, it is a great acknowledgement of the success Michael and his team have earned. So, congratulations on 25 years of operation and congratulations on such a stunningly huge Volvo.

“VCV spec’d the MJ Mahon truck up for fuel so it sits around 1,262rpm at 100km/h and the fuel figures coming back place the truck in the top performing bracket of the MJ Mahon fleet.”

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feature

NEXT LEVEL SPREAD

How many Kenworths have you seen roaming in paddocks, spreading fertiliser? Thanks to Victorian family business Nichol Trading, the number is now growing courtesy of a unique new spreader model

W

hat’s the coolest Kenworth truck you’ve seen traversing the many winding highways of Australia? An old-timer hitting the roads with a fresh paint job, or a gleaming new model with the latest additions? The brand has become an iconic part of the country’s road transport history, developing a cult following across all corners of the sector.

While the majority of the greatest Kenworth trucks to be captured have all been on major freight routes, there’s an array of unique Kenworth badges operating in different spaces. Nichol Trading in regional Victoria has recently received a spreader truck from the iconic brand that’s sure to tickle the fancy of many Kenworth lovers.

At the start of 2026, a customised Kenworth T360 rolled into the Nichol Trading yard, allowing the family operator’s growing Kenworth fleet to spread – pardon the pun – into its paddock work.

For the third-generation business, it was just another day in the evolution of a company that continues to get the job done with minimal fuss.

“Nichol Trading is a fertiliser distributor based in Rochester, Victoria,” Kyle Nichol told OwnerDriver.

“Our grandparents founded the business in 1960.

“When they retired, our parents Brian and Glenda took over and now own the business, with my brother Brook and myself running the day-to-day operations.

“We’ve got a fleet of Kenworth prime movers and Sloanebuilt trailers for our highway work, bulk fertiliser and grain cartage operations.

“These spreader trucks spread granular fertiliser and manures on paddocks, with Kenworth now featured in this space too.”

For Nichol Trading, business is majorly dependent

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on the weather. During the busy period of January to April, the Nichol Trading team hits the paddocks, with an array of trucks and trailers playing a pivotal role.

The business, which specialises in bulk transport, includes a fleet of 10 highway trucks and 10 spreaders.

Solid work over the recent years has allowed Nichol Trading to develop a plan for further growth.

“We’ve been lucky to have five good seasons in a row, so we’ve been able to grow from that,” Kyle says.

With this growth has come the opportunity to evolve its fleet technology. Through its strong links to Kenworth courtesy of Graham Thomson Motors in Shepparton, Kyle and the Nichol team last year started discussions about extending the brand’s presence beyond its highway trucks.

“We were looking for something new in our

spreader trucks – a product and application that’s very demanding on vehicles,” Kyle says.

“We use very corrosive products when we spread, and we’ve tried a range of trucks. We were looking for a lighter truck that involved less technology so we could get the job done simply and reliably.”

When chatting to the teams at Kenworth and Graham Thomson Motors, it became clear Nichol Trading was asking for something against the norm in the transport sector – less technology. In a market dominated by the latest systems and additions, the spreader fleet had to be kept simple.

“We wanted something more simple for the job with a lighter tare weight and a manual transmission,” he says.

“We first spec’d a Kenworth T360 – ideally we would’ve liked the T320 model but we needed to have

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Images: Kyle Nichol

the truck on the paddock by January 2026 to work on the latest season.

“We went with the T360 Kenworth model with a six-rod rear end to give us plenty of flexibility while maintaining traction.”

The end result is a Kenworth as unique as any you are ever likely to see. The nine-litre, 400hp Cummins engine is mated to an 18-speed manual transmission which has a working speed of 40 km/h. For Nichol Trading, this means drivers can operate the unit in sixth gear while turning in fifth, making it highly versatile and manoeuvrable in the paddock.

The brief was for simple, and simple is exactly what Nichol Trading got with this left-of-field option.

“Kenworth always provides a quality product with strong resale value as well as good local and national support, and it hasn’t changed with this spreader truck,” Kyle says.

“What I love about the brand is the trucks are a bit simpler – it’s a product that drivers like.

“When you’re done with it, the resale value stacks up too, as you have something that many in the industry desire. Essentially it’s a simple product with less technology that’s a tonne and a half lighter – we’re six months in and we’re loving it.”

To complete the truck, the Kenworth T360 spreader comes with 445/65 tractor treads and 335pcd Euro hubs.

The spreader bins come from Comspread Engineering in Violet Town near Shepparton and Total Fleet Imaging (TFI), from Laverton, laid down the Seminole stripes and completed the fleet branding. The addition of the Aussie Central Tyre Inflation system allows for maximum tyre traction and minimal plant destruction to the crop.

While it may be difficult to catch a glimpse of this special Kenworth that has recently completed its first season in regional Victoria, the good news is Nichol Trading isn’t planning on stopping there when it comes to spreader truck innovations alongside Kenworth. “We’re now hoping to work with Kenworth to design a 6x6 spreader truck instead of a 6x4, with Graham Thomson Motors being pivotal to this,” Kyle says.

“We’re really hoping we can build a truck with a live front axle and transfer case 6x6 configuration, as it could really take our paddock operations to the next level.”

ABOVE: The truck’s lighter weight comes in handy when rolling over the paddocks spreading fertiliser OPPOSITE TOP & BOTTOM: The T360 at work loading urea at a farm in Nanneella, Victoria; Hard at work on farm at Corop in Victoria

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feature

MAKING WASTE VALUABLE AGAIN

Two Tweed brothers are turning beer by-products into rich compost and cattle feed through a couple of Freightliner trucks

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wo Tweed-based brothers are using Freightliners to help turn beer by-products into rich compost and nutritious cattle feed.

Warren and Adam Dickinson have long been into turning industrial waste into an agricultural resource, but things really got interesting when the Murwillumbah-based Stone and Wood brewery asked them to help make their beer waste more sustainable. That included liquid waste and brewer’s grain, both leftovers from the brewing process.

“We started with front-end loader and a little pile of sawdust and we started mixing the liquid waste into it and we got bigger and bigger, now using compost turners and excavators,” Warren says.

“The biology of the liquid waste means it makes for really rich organic compost.”

The compost is sold to local organic farmers who say it is the best compost they can get their hands on. Word soon got around and fellow brewery Balter came on board along with some local cheese and bread companies also asking Coastal Feeds to help.

The wet brewer’s grain is what is left over once the sugars and other beer-friendly elements have been extracted, but that doesn’t mean it’s useless. In fact, these cloggy grains are still very high in fibre and protein, making it perfect cow food.

“It actually boosts their milk production, so we started selling that to all the dairy farmers here in the Tweed Valley (northern NSW),” Warren says.

“As we got bigger, we took on other farms and that’s why we needed more trucks and bigger tippers to make it more sustainable.”

The idea is to repurpose the waste and keep it as local as possible. Coastal Feeds now has a fleet of around 10 trucks, including two Freightliner Cascadias. A 126 Cascadia joined the fleet four years A Freightliner vacuum tanker at work for Coastal Feeds team

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ago and a new 116 Day Cab model was purchased recently.

The 126 pulls a vacuum tanker transporting liquid wastes throughout southeast QLD, while the 116 pulls a semi tipper delivering valuable Brewers grain throughout Northern Rivers.

When it came to buying the semi tipper, Coastal Feeds team thought it might need a cab-over to fit into some of the tight spaces onsite the breweries.

It also needed some decent ground clearance given it would need to get into some farms, with less than idea access roads.

But Warren asked to borrow a 116 Cascadia from local operator Shoobridge Transport and found that it did the job perfectly and wasn’t bothered by tight spaces.

“The turning circle of that truck was just unbelievable,” he says. “It blew me away.”

The 116 features the 13-litre Detroit DD13 sixcylinder diesel that produces 505hp and 1850lb-ft of torque. The older 126 has the 16-litre DD16 with 600hp and 2050Nm. Both trucks use a 12-speed Automated Manual Transmission (AMT) called DT12.

When cruise control is engaged, the DT12 transmission uses GPS and topographic data in order to work out the best places to change gears. For example, when it knows the truck is approaching the top of a hill, it will hold onto a gear for longer than it would on the flat.

Also, the transmission is able to work out sections of road where it can coast safely, by selecting neutral, in order save as much fuel as possible.

“All but one of our trucks are autos,” Warren says.

“Our drivers are jumping in and out often and the autos suit the application and the guys really like the comfort of not having to change gears all the time.”

The Freightiner 116 Day Cab model is a welcome addition to the Coastal Feeds Group fleet

The comfort of the Freightliners was also a big part of the reason for choosing them, Warren says.

“They are great to drive and so comfortable, which is really important whether you are doing lots of kms or not. Most of our trucks don’t go that far, but the 126 tanker does 800km a day,” he adds.

“The driver just loves it. He’s been with us for a while so when we were buying his truck we asked him if he wanted that or another truck and he said he was really happy in the Cascadia.”

The Cascadia is known for its fuel efficiency, partly due to its aerodynamic shape as well as its fully integrated engine and transmission, which are both designed and built by Detroit.

“The fuel is really good. They get great fuel economy, which is super positive,” Warren says.

For a company operating in the sustainability space, the fact that the Cascadias are using less fuel than other trucks also means less pollution. Then there are the emissions.

The Cascadia has been well ahead of its competition when it comes to its emissions rating.

In fact, it has met the recently mandated ADR 80/04 Euro 6 equivalent emissions standards since 2020, allowing operators to produce less emissions while also saving fuel.

While Coastal Feeds has expanded its waste retrieval and repurposing operation it is also involved in another company that is giving new life to other waste products in even more innovative ways.

It is called Extracta and it has found ways to extract valuable ingredients from waste products such as orange peels and sugar canes bagasse into valuable health products for humans and animals.

As Warren says, Australia has great potential to improve its sustainability by looking for more opportunities within the waste sector.

“We are going to run out of resources one day, so we have to look at where we will be able to get our resources in future and what is currently seen as waste can often actually be a resource,” he says.

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Images: Daimler Truck Australia Pacific

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feature

NEW HORIZONS

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he Australian transport industry has a rich history of innovation. Finding new ways of improving, making vehicles and operations more efficient each and every day. Whether it be major vehicle changes or tiny tweaks to add to the latest combinations, the sector is always finding ways to improve. For the most recent example, look no further than the team at Belted Bodies and Trailers who have partnered with Moore Trailers to introduce the latest innovation in the local trailer market.

“My mate Simon (director at Belted Bodies and Trailers) came to me a few years ago with the idea of creating a wide belt live floor trailer body,” fellow director Daniel Grima told OwnerDriver.

“There was nothing like that in the market, so we put our heads together to design, test and patent it.”

The pair first moved forward with the concept in 2019, making CAD models to be engineered and tested. Once the model was confirmed to be a winner, they began looking for a local manufacturing partner to bring the dream to life. Enter Moore Trailers.

“We didn’t want to go into manufacturing ourselves, so we

Images: Belted Bodies and Trailers

The Australian industry is renowned for its partnerships that push the sector forward. The new wide belt live floor trailer from Belted Bodies and Trailers and Moore Trailers is the latest in a long line of innovative blends

forged a relationship with Moore Trailers to get this built,” Daniel says.

“We already had the first prototype that still works to this day, but this went to the next level in early 2025 when we teamed up with Moore Trailers.”

Over the past 18 months, the local trailer builder put together the very first model of the wide belt live floor body, bringing Daniel and Simon’s innovations to life. The end result was the recent semi-trailer model that rolled off the production line and quickly entered the testing phase. While there’s still work to do, Daniel says it’s been an incredible milestone to see the vision converted into a live model.

“We’re now ready to go to market, which is incredibly exciting,” he says.

“It’ll be amazing to see how the market reacts to this model, which has the widest belt available in a continuous conveyor belt form in Australia.”

Moore Trailers managing director Shayne Moore will find it difficult to forget when Daniel and the Belted Bodies and Trailers team came to them with a proposition for the wide belt live floor trailer. Shayne quickly noticed the concept was innovative and fresh, making it a no-brainer for the trailer builder to get involved on the initial build.

“It was quite a different design that we thought the market has been calling for,” he told OwnerDriver.

“It was a better design than any other live floors we’ve seen

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LEFT: The wide belt live floor trailer is a partnership between Belted Bodies and Trailers and Moore Trailers OPPOSITE BOTTOM: The live bottom trailer design makes unloading bulk goods quick and safe, with no need for tipping

built in Australia – it has a wider base and an improved design to operate daily. It’s a unique idea, so we thought we’d give it a whirl.

“It’s resulted in this one trailer model that will supplement the body and dog industry without any tipping features to it.”

Shayne admits plenty of research and development went into the model over the past year and a half, with the teams working together to constantly review and redesign parts of the body as they progressed with the build. The end result is something Shayne is confident will take the market by storm, with a number of benefits presenting themselves through a wider live bottom floor body.

“We’re quietly confident it’ll be something big in the industry,” he says.

“The major benefit is the safety aspect of it – it’s a non-tipping product that can cart the same amount of weight as a body and dog, but it should be

“THE MAJOR BENEFIT IS THE SAFETY ASPECT OF IT – IT’S A NON-TIPPING PRODUCT THAT CAN CART THE SAME AMOUNT OF WEIGHT AS A BODY AND DOG, BUT IT SHOULD BE CHEAPER TO RUN. THE SPEED AND SAFETY OF IT MAKES IT UNIQUE.”

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cheaper to run. The speed and safety of it makes it unique.”

Daniel says the model can be built in any combination to cart a range of products, creating an unlimited option for operators in a variety of spaces. Due to there being no tipping features to it, he says this resulted in a body that’s longer than any traditional tippers, while the conveyor belt mechanism has been tested to work fine for loads up to 50 tonnes in weight.

“Once it opens and begins working the cubic capacity is extremely close to a tipper, while it’s on par with the floor height,” he says.

“When it comes to safety, the centre of gravity of the load is the same as a tipper, if not better in some circumstances.

“Being able to build this with Moore Trailers has been critical – they have a great reputation and were keen to take on something new, while their facility and volume of what they can produce was ideal.

“We’ve been working towards this for a long time, so it’s very exciting and it’s nice to have a physical product we can now take to market and show people. It’s an all-rounder that changes the game when it comes to live floors and unloading bulk commodities.”

Following the reaction to the test unit, the pair have bold plans to continue innovating. Many are happy to settle with one great idea, but Daniel and the Moore Trailers team both have other concepts they are prepared to work on to lead the industry’s latest innovations, one design at a time.

“We’re going to evolve our technology with them into three other models, ranging from a 6.5m tri-axle body to a super tri and then a quad-axle version,” Shayne says.

“It’s been a super process throughout – it’s not been an easy build, but it’s so worthwhile and we can’t wait to see what the market thinks.”

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Images: Isuzu Australia

feature

TAKING IT OFF-ROAD Ahead of a busy summer period, Isuzu has announced its new offroad range for volunteer brigades and emergency services

TOP: Isuzu is rolling out updated models designed to deal with tough terrain RIGHT: Steep hills are easily handled by the F Series off roader

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I

suzu Australia has launched its off-road truck range, spanning volunteer brigades, emergency services and disaster response agencies.

From mining and utilities to telecommunications, local government and remote infrastructure, Isuzu’s latest AWD and 4x4 models have been engineered to deliver 4x4 x more.

Isuzu says its new 4x4 & AWD range showcases more choice, more safety, more technology and greater capability across some of Australia’s most demanding vocational applications.

Isuzu Australia head of sales Craig White says the new line-up incorporates significant advances in performance, efficiency and safety.

“We’ve taken a range that has earned its reputation over decades in Australia’s toughest operating environments and made it even better,” he says.

“Customers now have more model choice, more advanced safety, more refined powertrains, improved driveability and more application-specific capability than ever before.

“Be it supporting emergency crews during bushfire season, maintaining essential utilities in remote areas or tackling tasks across mining, construction and infrastructure, these trucks are built to deliver where it matters most.”

The all-new N Series and F Series off-road line-up is a taskready range built specifically for Australia’s unique and unforgiving operating conditions.

The light-duty N Series 4x4 and All Wheel Drive line-up now offers customers more choice than ever before, headlined by the addition of an all-new model, the NQS 4x4, specified smartly and exclusively for fire and emergency services applications.

Joining the proven NPS 4x4 and versatile NMS AWD models, the expanded line-up broadens Isuzu’s offering across emergency services, remote field support, utilities and specialist fleet applications.

Selected Ready-to-Work variants also provide factory-backed Traypack, Tipper and Servicepack-X solutions, helping businesses get to work sooner and with minimum fuss.

Further up the offroad range, the medium-duty F Series continues to provide purpose-built solutions for larger vocational fleets, with the bullet-proof FSS 110-210 4x4 and flagship FTS 150-260 4x4 supporting emergency response, utilities, mining and remote-area operations where payload, durability and uncompromising off-road performance are non-negotiable.

Across the range, Isuzu has introduced its most comprehensive package of product enhancements yet.

New-generation powertrains deliver improved performance while meeting the latest emissions standards, and the introduction of Isuzu’s advanced nine-speed Dual Clutch Transmission (DTC) across key N Series models brings smoother shifting, improved driveability and reduced driver fatigue.

Upgraded braking systems, expanded Advanced Driver Assistance Systems, or ADAS, re-imagined cabins and enriched driver and crew comfort further bolsters a range developed to perform in the most demanding conditions.

Acknowledging the diversity of end-use across this segment, White says the breadth of the line-up is another key selling point, with Isuzu now offering more off-road solutions across more applications.

“One thing I’m constantly reminded of in my role is that no two customers are the same, which is why this range has been developed to deliver more choice in this segment than we’ve ever had before,” he says.

“Whether customers require a light-duty AWD truck for regional service or agricultural tasks, a proven NPS 4x4 for a camper conversion, or the sheer capability and driveability of our new NQS model, there’s an Isuzu 4x4 solution designed for the just about every end use imaginable.”

As Australia’s truck market leader and a recognised authority in application-specific truck development, the latest AWD and 4x4 range maintains a long-standing commitment to engineering offroad capital equipment for unique Australian conditions.

“Australian operators expect trucks that are engineered specifically for the jobs they perform,” he says.

“They need vehicles capable of moving confidently between highways, regional roads and difficult off-road terrain while delivering the safety, reliability, compliance and productivity modern fleets demand.

“It’s a range developed to deliver more capability, more confidence and more opportunity for the industries that rely on these trucks every day.”

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Images: NextLoad Australia

feature

MORE THAN JUST TRUCKS For both Stuart and Nicole Lewry, the team behind NextLoad Australia, the passion to help the local transport industry has been built over years of family dedication

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here are many different ways people become owner-drivers. Some are born into the game, some fall in. Others learn about the lifestyle and are instantly hooked. Nowadays, Stuart and Nicole Lewry are the owners of NextLoad Australia, creating a digital freight marketplace for shippers and carriers to connect directly. This idea came from years of industry experience and transport passion that was passed on from their respective fathers.

“My dad Peter used to work as a tool-setter at Lysaghts,” Nicole told OwnerDriver.

“On his break he’d walk outside, look up at the stars and think to himself ‘what am I doing here – I could be driving somewhere?’

“That’s how he became an owner-driver in 1974.

More than 50 years later, he still loves driving.”

According to Nicole, Peter is happy to tell anyone in the industry that today’s trucks are far more comfortable than they were back then, but it’s not what is continuing to keep him behind the wheel.

Instead it’s the people – catching up with mates at roadhouses, sharing a cup of tea and the lifelong friendships he’s made along the way.

She says listening to her father speak about his

passion for the industry recently made her release exactly how her own love for the industry began – on a trip with him to Melbourne when she was just two years old.

“As I grew older, Mum, my brother and I joined him whenever we could, somehow squeezing all four of us into his F86 Volvo,” she recalls.

“Dad would sling a hammock between the two cab windows and that became my bed. Looking back now, it seems unbelievable, but at the time I thought it was the greatest adventure in the world.

“Some of my happiest childhood memories weren’t made in fancy holiday destinations. They were made somewhere along an Australian highway, pulling over while Dad boiled the billy for a cup of tea or stopping at the Roadhouse for dinner and a hot shower before driving on to find a safe place to rest for the night.”

Like so many trucking families, Nicole and her family also knew the sacrifices. Birthdays were missed, holidays changed and family celebrations often took second place to getting the freight delivered. That’s the reality for thousands of transport

families, and it’s something only those who’ve lived it truly understand.

Stuart’s family has a similar story. His dad, Alan, came into trucking later in life after a long career as a roofer, beginning with Nolan’s in 2006. It may be a different journey, but the same values of hard work, resilience and pride in doing the job properly quickly emerged for the two families.

While the transport industry may have changed enormously over the years, with trucks now being safer, roads better and technology transforming the way freight is found and moved, there’s one part Nicole and Stuart say hasn’t changed at all.

“This industry has always been built on people, on trust, on conversations, on the friendships made at roadhouses, loading docks and truck stops across Australia,” Nicole says.

“That’s the thinking behind NextLoad Australia.

Yes, we’re a technology platform, but our goal has never been to replace the personal side of transport.

Our goal is to help bring it back by connecting shippers and carriers directly, so they can talk, build

“OUR GOAL IS TO HELP BRING IT BACK BY CONNECTING SHIPPERS AND CARRIERS DIRECTLY, SO THEY CAN TALK, BUILD RELATIONSHIPS AND WORK TOGETHER WITHOUT UNNECESSARY BARRIERS.” relationships and work together without unnecessary barriers.

“Dad still loves driving because of the people he’s met over the past 52 years. In many ways, that’s exactly what we hope NextLoad Australia can help create for the next generation of transport operators.

“After all, trucks move freight. But it’s the people behind the wheel who keep Australia moving.”

To find out more about Nicole and Stuart’s business, go online to: nextloadaus.com.au

TOP: Nicole remembers plenty of great stories from her trucking driving Dad, Peter LEFT: A young Nicole with her Dad and his F86 Volvo

44 SEPTEMBER 2026

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18/8/2026 4:44 pm

truck technology

FOR THE LONG HAUL

NARVA’s Heavy-Duty 80 Series is quickly setting a new benchmark in heavy-duty rear lighting for a range of modern heavy vehicles

R

ear lighting has become far more than just a compliance requirement for heavy vehicles. Nowadays, the technology is a critical safety system that must perform every single day regardless of the conditions. Whether it’s for interstate freight operators covering thousands of kilometres each week or construction f leets working in dust, mud and constant vibration, reliability is essential.

It’s this ethos that led NARVA to produce its Heavy-Duty 80 Series rear light model.

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“The best rear lighting is the lighting you never have to think about,” NARVA brand manager James Pearson says.

Engineered specifically for Australian heavyduty applications, James says the Heavy-Duty 80 Series has been built from the ground up to deliver exceptional durability, outstanding visibility and long-term reliability. It follows the brand’s latest campaign ‘built for the long haul’ that focuses on designs that withstand Australia’s toughest conditions while keeping vehicles moving day after day.

Unlike standard signal lighting that can deteriorate over time, every component of the Heavy-Duty 80 Series has been engineered with longevity in mind. One of the biggest differentiators is the use of what James labels the “virtually unbreakable” Grilamid® lenses across the range. Offering superior impact resistance compared to conventional materials, he says the Grilamid® stands up to stone strikes, road debris and harsh operating environments without compromising optical performance.

Protection doesn’t stop there. Every HeavyDuty 80 Series lamp is fully sealed to IP68 and IP69K, providing complete defence against dust ingress, water immersion and high-pressure, high temperature washdowns. Whether the vehicle is crossing remote mining roads, enduring torrential rain or being pressure cleaned at the end of a shift, the lighting remains protected and ready for work.

“Keeping f leets moving starts with components built to last,” James says.

Visibility has also been a major focus throughout the development process. Precisionengineered LED optics deliver crisp, highly visible light output that helps other road users quickly identify braking, indicating and vehicle position. In transport, where split-second decisions matter, James says clear signalling plays an important role in improving safety for everyone sharing the road.

The versatility of the Heavy-Duty 80 Series also makes it suitable across an enormous range of vehicle applications. Combination

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Images: NARVA

“IT’S BUILT TO WITHSTAND AUSTRALIA’S TOUGHEST CONDITIONS – KILOMETRE AFTER KILOMETRE.”

lamps, stop/tail/indicator configurations, reverse lamps, rear fog lamps, side marker lamps and clearance lamps are all available, allowing manufacturers, body builders and f leet operators to specify a complete lighting solution using one cohesive platform. The consistent styling across the range also provides a modern, premium appearance that complements today’s commercial vehicles, while the Model 82 and 88 are also available with hardened acrylic lenses.

Installation has been carefully considered through multiple mounting options and connector configurations that simplify fitment across new vehicle builds and replacement installations, helping reduce workshop time

ABOVE, L TO R: Clear signalling is a key safety issue that NARVA takes seriously when designing its lighting solutions OPPOSITE BOTTOM: The HeavyDuty 80 Series lights have been built to withstand Australia’s tough conditions

while maintaining a professional finish.

For f leet operators, however, James says the greatest benefit often comes after installation. Downtime costs money and replacing damaged lighting is both inconvenient and expensive. By combining premium materials, fully sealed construction and robust internal electronics, the Heavy-Duty 80 Series has been engineered as a genuine fit-and-forget solution that helps minimise maintenance throughout the life of the vehicle.

“It’s built to withstand Australia’s toughest conditions – kilometre after kilometre,” James says.

Backing that engineering is one of the strongest warranty offerings in the category. The NARVA HeavyDuty 80 Series is supported by a lifetime warranty, ref lecting the brand’s confidence in the design, materials and manufacturing quality behind every lamp. It’s a commitment that gives operators additional peace of mind long after the vehicle leaves the workshop.

As commercial vehicles continue to evolve, James says the demands placed on lighting systems will only increase. Greater uptime, improved safety, reduced maintenance and enhanced durability have become essential requirements rather than desirable extras.

“The NARVA Heavy-Duty 80 Series has been developed to meet those expectations head on,” he says.

“From Australia’s busiest highways to the harshest off-road environments, it delivers the performance professional operators demand – kilometre after kilometre, year after year.

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SEPTEMBER 2026 47

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feature

FLYING HIGH E A group of Hawks is a “kettle” and for Hawk Logistics that kettle is boiling hotter than ever with the addition of 58 heavy-duty SITRAK trucks

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very day Hawk Logistics’ drivers cover thousands of kilometres hauling fresh food and beverages around Australia in a f leet of trucks fitted with refrigerated trailers.

Since launching in 2014 the business, started by friends Armit and Harman, has grown to the point where it now employs more than 550 people and has depots in Melbourne, Sydney, Griffith and Adelaide.

It’s a big business, with hundreds of deadlines, made even tighter by the refrigerated nature of its work.

Finding the right trucks to get the job done is key to maintaining reliability and profitability.

When Hawk Logistics went through its most recent f leet refresh in June and July (2026), the team weighted up their options and turned to

SITRAK to help them on their journey of growth.

Working with the team at Northeast SITRAK, Hawk Logistics ordered a total of 58 commercial vehicles including 20 G7S 540hp prime movers and 38 G5S 6x4 cargo trucks.

The decision is strong recognition of SITRAK’s outstanding reliability, fuel efficiency and stable performance in high-standard cold chain and long-haul interstate transportation scenarios.

SITRAK says the SITRAK G7S and G5S models are perfectly customised to fit Hawk Logistics’ core business demands.

Designed for high-intensity cross-border and cross-state trunk transportation, the SITRAK G7S 540hp prime mover is the ideal power solution for long-distance interstate cold chain routes.

The G7S inherits German-core manufacturing technology and is equipped with a highperformance MC13 engine, releasing a maximum power of 540hp and peak torque of 2500 Nm. It delivers steady, sustained strong power to support full-load operation of refrigerated carriages across Australia’s diverse road conditions, from f lat highway corridors to hilly suburban routes, avoiding power stall that may cause delays and affect cold chain temperature control.

The G7S also adopts industry-leading secondgeneration TD thermal efficiency technology and intelligent energy-saving control systems, achieving ultra-low comprehensive fuel consumption and effectively reducing high longdistance transportation costs for Australian interstate logistics.

Its core components feature a 1.5-millionkilometer B10 service life, with extremely low breakdown rates.

Driver safety is catered for with a full suite of intelligent active safety configurations including AEBS automatic emergency braking,

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Images: Northeast SITRAK

ACC adaptive cruise and a 360° panoramic vision system.

The SITRAK G5S 6x4 cargo trucks feature strong load-bearing capacity, excellent structural stability and superior road adaptability.

Its optimized lightweight design effectively increases effective payload, improving singlevehicle transportation efficiency and bringing higher operational returns for cold chain f leets.

A standout advantage of the G5S in cold chain scenarios is its high operational stability and low maintenance frequency.

SITRAK says this large-scale f leet cooperation is a strategic win-win between SITRAK’s highend commercial vehicle strength and Hawk Logistic’s professional cold chain layout.

“As a professional Australian interstate cold logistics enterprise committed to providing precise, efficient and safe cross-state refrigerated transportation services, Hawk Logistics has strict screening standards for f leet equipment,” Sitrak says.

“The batch delivery of SITRAK G7S and G5S models proves that SITRAK’s product positioning of high reliability, high efficiency and low consumption is highly compatible with the development demands of Australia’s high-end cold chain logistics industry.

“Supported by the professional full-cycle service system of authorised dealer Northeast SITRAK, the cooperative f leet will enjoy standardised delivery, systematic after-sales maintenance and professional technical support, ensuring long-term stable operation in Australian interstate cold chain scenarios.

“Moving forward, SITRAK will continue to deeply explore the pain points of global cold chain logistics transportation, continuously optimise vehicle performance adapted to longhaul temperature-sensitive transportation, and empower more overseas professional logistics enterprises to achieve high-quality f leet upgrading and sustainable development.”

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ABOVE: A total of 20 G7S 540hp SITRAK trucks are undertaking cold chain transport duties for Hawk Logistics

Australia, we’ve got you covered...

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LEFT: Hawk Logistics has added 38 G5S 6x4 cargo trucks to its fleet

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1800 808 769 sales@ellisandsonsgroup.com.au ellisandsonsgroup.com.au/industries/transport

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industry focus

COST OF A MISSED CHECK

REDCAT Industries’ growing range of wheel safety products is allowing more Australian operators to maximise vehicle uptime and opportunities

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roadside issue at the best of times is an inconvenience. Time spent on the side of the road waiting for help. For owner-drivers, it’s much more than just repairs. It’s missed loads, delayed payments and lost income.

For more than two decades, REDCAT Industries has provided leading wheel safety products for Australian operators to ensure they don’t have to face these sticky situations that can cripple businesses.

Through the latest safety technology, the brand is ensuring owner-drivers have it easier on the roads by mitigating wheel losses, overheating brakes and failing hubs.

“It’s important to emphasise how critical a wheel-off incident can be and how that can impact a business,” REDCAT director Lester Sharples told OwnerDriver.

“Our vision is to make the global transport industry a safer place by delivering the world’s leading wheel safety solutions, supported by industry-leading expertise, education and customer service.”

These roadside incidents can vary largely from mechanical failures to smaller details like a wheel problem. The latter is where REDCAT Industries has become a trusted industry partner for many years as the world-leading manufacturer, distributor and retailer of wheel safety products that keep many Australian transport businesses safe and secure every day.

REDCAT was first founded in 2000 with the

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aim of providing a higher quality, marketleading range of wheel nut indicators that rise above the problems faced by modern f leets.

To date it has sold millions of wheel nut indicators internationally, with these products excelling in Australia where they secure

hundreds of local f leets while also improving operational productivity, reliability and efficiency.

This focus has seen REDCAT Industries become an expert in the wheel safety market, with its products being fitted to heavy vehicle

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Images: REDCAT Industries

“CLIENTS TELL US THEY VALUE THE SIGNIFICANT REDUCTION IN WHEEL OFF INCIDENTS AND WHEEL RELATED MAINTENANCE ISSUES ACHIEVED ACROSS THEIR FLEETS’” ABOVE, L TO R: MGM Bulk have fitted the REDCAT system to its fleet; The wheel safety technology can help reduce down time and wheel off incidents OPPOSITE BOTTOM: REDCAT extended links provide clear indication and retention over dress rims

f leets in transport, mining, military and industrial sectors.

Nowadays, REDCAT products are designed to combat operational pain points with simplistic yet innovative solutions that ensure downtime is minimised at a time where every operating dollar matters.

This experience has seen REDCAT develop simple and highly effective ways to enhance wheel safety for f leets such as the LugLinx system and wheel nut indicators, which offer evidence-based solutions to common f leet

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problems through real-time visual detection of movement or loosening, early fault detection and faster and more efficient inspections.

By using this system, REDCAT customers can reduce road failures, speed up vehicle checks and identify faults earlier, each by up to 40 per cent.

“We place a strong emphasis on helping operators meet their Chain of Responsibility obligations, providing simple, effective wheel safety solutions that support safer f leets and stronger compliance outcomes,” Sharples says.

“Our products give maintenance teams and operators greater visibility over wheel security, helping them identify potential issues early and operate with increased confidence in the safety and reliability of their vehicles.”

Sharples says while the data from the system does reduce excessive downtime and labour during inspection routines, an important focus for the REDCAT team is educating

operators on the importance of thorough checks, and not being lulled into a false sense of security.

He says a particular strength of the LugLinx system is its ability to report indication of wheel movement and guide maintenance teams to problem areas efficiently. It is a capability not available on all wheel safety products.

REDCAT released its patented next-generation indicator retainer design in 2014, with the longstanding range being recognised as the most efficient wheel safety product available.

“REDCAT continues to lead the wheel safety market through its commitment to innovation, product performance and real-world reliability,” Sharples says.

“Clients tell us they value the significant reduction in wheel off incidents and wheel related maintenance issues achieved across their f leets.”

For more information phone 1300 223 203 or go to redcatindustries.com

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KEEPING TRUCKIES HEALTHY - Healthy Heads

Navigating the crisis Healthy Heads is allowing operators across the country to face the ongoing fuel pinch and maintain sound mental health despite the extra stress

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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

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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.

If things feel more urgent or if you’re experiencing a crisis, it’s important to reach

Healthy Heads in Trucks & Sheds is dedicated to improving mental health and physical wellbeing in Australia’s road transport, warehousing and logistics sectors.

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

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Images: Healthy Heads

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/.

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

ABOVE: Healthy Heads in Trucks & Sheds is bringing its message of support to truckies all around Australia, with its App offering practical help in times of need OPPOSITE BELOW: Rising fuel costs, busy schedules and life itself can lead to stressful times and the HHTS wellbeing check-in is there to help you identify how you’re tracking mentally and physically

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.

THE PERFECT BLEND OF FUNCTIONALITY AND AESTHETICS WHEEL NUT COVERS Crafted with the finest chrome plating, Redcat ChromeSafe wheel nut covers are designed to retain a pristine, shiny appearance. Plus we’ve added a unique touch to promote safety.

Each cover features a striking wheel nut alignment arrow in vibrant yellow on the outer face, ensuring visibility and helping your team maintain focus on wheel safety.

With ChromeSafe, we bring you an indicator that not only provides safety but also enhances your fleet’s look.

redcatindustries.com

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1300 223 203

info@redcatindustries.com

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NRFA Glyn Castanelli

Do we have ‘this’?

NRFA president Glyn Castanelli looks at how the industry can set a minimum standard for road transport, making it safer for everyone

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or years, we have talked about the need to set a minimum standard for road transport.

We all say we want a safer industry, better operators and a fairer market, but a minimum standard only works when we can clearly say, “Everybody has to do this”.

That leaves us with two questions.

What is the “this”, and how do we make sure everybody has to demonstrate it?

Road transport is a high-risk industry. Heavy vehicles share the road with the public, and when something goes wrong, the consequences can be severe. Yet we still do not have a consistent national entry gate requiring every business to prove it has the basic capability to operate safely before it starts competing for commercial freight.

A person can buy a truck, register a business and start looking for work.

A customer may ask about the rate, availability, insurance and whether the driver has the right licence. But there is no universal test requiring an operator to show that they understand their risks, maintain their equipment, manage fatigue, train their people and have controls that work in practice.

That is why I keep coming back to the need for an entry gate. For the NRFA, creating a safe, sustainable and viable industry is about more than adding another rule or increasing another fine. It is about lifting the f loor so that every business entering the industry must demonstrate a reasonable level of safety capability.

The principle should be simple: everybody has to do this to prove safety capability. The question is whether we now have the “this”.

I believe we may be closer than we have ever been. The Heavy Vehicle National Law already gives us the Primary Duty. Section 26C requires each party in the Chain of Responsibility to ensure, so far as reasonably practicable, the safety of their transport activities. This means looking at more than the truck and the driver. It means looking at the rate, the schedule, the loading plan, the condition of the vehicle, the maintenance arrangements, the training provided and the way the work has been organised.

The Primary Duty is intended to make businesses manage risk before

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something goes wrong. It should stop the industry from waiting for a crash, a rollover, a defect notice or a fatigue breach and then placing all the blame on the driver.

The updated Master Code of Practice helps turn that broad duty into something businesses can understand and apply. It brings together the known hazards, recognised controls and activities that inf luence heavy vehicle safety. It covers the decisions made by operators, customers, schedulers, consignors, loaders, loading managers and other parties across the transport chain.

The Master Code does not create a new legal duty, but it helps explain what good looks like. It shows what the industry knows about common risks and the types of controls that can be used to manage them. If a business chooses a different approach, that may be acceptable, but it should be able to demonstrate that its approach achieves

GLYN CASTANELLI is the president of the NRFA

an equivalent or better safety outcome.

The new Safety Management System Standard then gives us a structure for putting that knowledge into practice.

It is built around leadership, risk management, people, assurance and connecting the safety system to the way the business actually operates.

It asks an operator to identify its risks, assess those risks, put controls in place, allocate responsibility, train its people and check whether the controls are working. It is not supposed to be a folder of policies that sits on a shelf and comes out when the auditor arrives.

The PSOE test asks whether the system is Present, Suitable, Operating and Effective. Does the system exist?

Does it suit the actual business? Are people using it? Is it achieving the outcome it was designed to achieve?

That is a genuine test of safety capability.

Importantly, it can be applied proportionately. A one-truck ownerdriver should not be expected to have the same level of documentation as a national f leet. But both should be able to explain their risks, what controls those risks, who is responsible and how they know the controls are working. Proportionate should not mean optional. It should mean the system matches the size, nature and risk of the operation.

The Master Code gives us the knowledge. The Safety Management System Standard gives us the structure.

PSOE gives us the test. Heavy Vehicle Accreditation gives operators a recognised way to prove that their system is working.

We may now have the “this”. What we still need is the “everybody has to”.

For the NRFA, this is part of our

“The Master Code does not create a new legal duty, but it helps explain what good looks like. It shows what the industry knows about common risks and the types of controls that can be used to manage them.” work to build a safe, sustainable and viable industry. Safe, because risks are properly identified and controlled.

Sustainable, because responsible operators are not continually undercut by businesses leaving safety costs out of their rates. Viable, because drivers, owner-drivers and small f leets should be able to operate lawfully, maintain their equipment and earn a fair return.

This is not about creating unnecessary paperwork or making life harder for small operators. It is about creating a clear entry gate and lifting the minimum standard across the whole industry.

No proof of safety capability, no commercial freight.

We may finally have the “this”. Now we need the courage to build the gate and say that everybody has to do it.

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THE LEGAL VIEW Sarah Marinovic

Speed in check

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here’s been a lot of construction work on Sydney’s roads lately, which means extra reduced speed areas and variable speed limits in force.

Missing these changed speed limits is one of the top ways I see good drivers lose their licence, so I want to f lag the problem and help my readers avoid falling into this trap.

The risk with reduced speed zones is they make it very easy to accidentally fall into the ‘excess speed’ categories that attract an automatic suspension.

In NSW, when a driver is caught more than 30km/h over the speed limit, they face an automatic three month licence suspension. If they’re more than 45km/h over the speed limit, they face an automatic six month licence suspension.

It’s not hard to end up 30km/h over the speed limit where a road that usually has a 90km/h or more speed limit is reduced to 40 or 60km/h for roadworks. It just takes missing one sign. The other place we often see this happen is in the motorway tunnels, where the electronic variable speed signs that usually display 90km/h are often reduced to 40km/h, often without there being any visible roadworks or hazards. Many drivers travel at 85km/h believing they’re comfortably below the speed limit, only to discover they’re actually 45km/h above the reduced limit.

I tell everyone who will listen about this problem, and that’s because the best outcome is to avoid it happening at all. The more people know just how risky reduced and variable speed limits are, the more vigilant they can be around them.

The second reason it’s important to know about this problem is because the penalty notices don’t include any information about the automatic suspensions. The notices only include information about the fine and demerit points. Once you pay the fine, Transport for NSW issues a suspension notice separately. It’s a nasty surprise if you’re not expecting it!

There are a couple of ways we can fight the suspension. One is to elect to take the infringement to court (i.e. instead of paying the penalty notice fine we ask for a judge to decide the whole case including guilty vs not guilty and what penalties should

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SARAH MARINOVIC is a principal solicitor at Ainsley Law – a firm dedicated to traffic and heavy vehicle law. She has focused on this expertise for over a decade, having started her career prosecuting for the RMS, and then using that experience as a defence lawyer helping professional drivers and truck owners. For more information email Sarah at sarah@ ainsleylaw.com.au or phone 0416 224 601.

Image: Adwo/stock.adobe.com

Sarah Marinovic discusses what construction work means for drivers travelling through variable speed limit zones

be imposed). The other way is to pay the penalty notice fine, wait for the suspension letter and then appeal against the suspension.

This is a situation where it’s important to speak with a lawyer as soon as you receive the penalty notice.

That’s because while one of the options is very safe and usually achieves a shortened suspension, the other is very risky and often results in a conviction and possibly increased time off the road. The right approach will depend on your personal situation and driving record. A good lawyer will be able to help you decide which option is better for you.

As always, my team at Ainsley Law are always happy to have a chat if you need help.

® = registered trading name of Verband der Automobilindustrie e. V. (VDA)

“It’s not hard to end up 30km/h over the speed limit where a road that usually has a 90km/h or more speed limit is reduced to 40 or 60km/h for roadworks.”

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Image: Adam Hourigan

events

CLASSIC CASINO Casino Truck Show continues to break records with a massive turn out for the 2026 event on July 31 and August 1

From top to bottom: Darren Parker Tyler and Anna Dillon PT Blueboys; Truck show volunteers Mick Brettner, Greg Trew, Paul Baxter and John Hamilton; Evan and Steve from RC Metalcraft; Emma Makejev and the Casino Bulls Rugby Club mascots; Kara and Sharon at the Lelox stand

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f anyone happened to be flying over the country town of Casino on the evening of July 31, they’d be forgiven for wondering if the sun had landed on the earth.

From about 6pm more than 350 trucks rolled into the city’s CBD with their lights glowing to be part of the opening event of the 1.5-day wonder that is the North Coast Petroleum Casino Truck Show.

Backed up in lines the trucks filled the CBD streets and left their lights on for hours so the keen truck fans who flocked to the Pittsworth Fleet Maintenance Friday Night Lights section of the show had time to fully appreciate the hard work, precision and execution of the transport operators who’d make the trek to northern NSW to show off their trucks.

While tens of thousands of people attended on Friday night, Saturday was even bigger with hundreds of trucks rolling into town as part of the Dawson’s Haulage Truck Parade, resulting in more than 550 trucks lining the streets, joined by industry exhibitors, equipment displays, live demonstrations, family entertainment and live music throughout the day.

More than 70 trophies were presented at the end of the day, culminating in the presentation of the prestigious Tiny Lollback Rig of the Show trophy to Matt Haylock of Emerald Carrying Co with his Kenworth T900.

Casino Truck Show Volunteer Committee Lead Darren Goodwin says the 2026 event exceeded expectations and reinforced the Truck Show’s reputation as one of Australia’s premier trucking events.

“Every year we challenge ourselves to make the Truck Show even bigger and better, and this year has surpassed anything we’ve achieved before,” Goodwin says.

“The Casino Truck Show has once again cemented its reputation as the greatest truck show in the Southern Hemisphere.

“That reputation belongs to everyone who brings their trucks here, our loyal sponsors and exhibitors, and most importantly, our volunteers.

“These volunteers have given up countless hours throughout the year and over the weekend to make this event happen. Without them, there simply wouldn’t be a Truck Show.

“To see these trucks filling the streets of Casino from across the country and thousands of people enjoying the event is something our entire community can be proud of.”

Richmond Valley Council General Manager Vaughan Macdonald says the Casino Truck Show continues to

Opposite top & above: The Xpress Fleet crew were out in force

Images: Prime Creative Media

Opposite bottom: Matt, Meg and Henry with the Tiny Lollback Rig of the Show Trophy for the Emerald Carrying Company’s 2018 T900 Legend

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Image: Prime Creative Media

Image: Adam Hourigan

AND THE WINNERS WERE

Image: Prime Creative Media

deliver significant economic and community benefits while strengthening Casino’s reputation as a destination for major events.

“The Casino Truck Show injects millions of dollars into our local economy each year, supporting accommodation providers, cafés, restaurants, retailers, service stations and businesses right across the Richmond Valley,” Macdonald says. “It also continues to put Casino on the map as a vibrant and growing regional community capable of delivering one of Australia’s most successful trucking events.”

Since the Truck Show’s revitalisation in 2022, the event has donated almost $100,000 to charities and community organisations, ensuring its success continues to benefit the Richmond Valley long after the final truck leaves town. This year it raised another $59,000.

“After this year’s record-breaking success, we’re already looking forward to welcoming the trucking industry back to Casino for an even bigger and better 2027 show,” Macdonald says.

For those planning already, July 30-31, 2027.

BROWN & HURLEY PRESENTS Best Specialised: Kenworth T909, Heavy Haulage Assets, Dave Pancino Best Rigid: Kenworth SAR, Bernie Tobin, Geoff McGregor Best Tilt Tray: Kenworth T350, Tytan Transport, Nathan Smith Best Heavy Recovery: Kenworth T409, Allcoast Towing, Steve Best Car Carrier: Kenworth T401, Mirror Finish Customs, Aaron Hie Best Tanker: Kenworth T610 SAR, Monaro Fuel Haulage, Owen Turei Best Tipper Bulk: Kenworth C509, TDH Bulk Haulage Pty Ltd, Patrick Heaney Best Tipper Civil: Kenworth T659, BT Tipper Hire, Trevor Baker Best Log Truck: NH Volvo, Golding Haulage, Doug Golding Best Livestock: Kenworth T909, Betts Transport, Mitchell McElroy Best Refrigerated: Kenworth T909, Brown Citrus Transport, Bill Kiely Best General Freight: Kenworth T509, G & Z Pryor Transport, Riley Pryor Best Heavy Haulage: Kenworth C509, S&S Heavy Haulage, Jarred Sacca Best Custom Truck: Kenworth Patchbuilt, Transpatch P/L, Patch Best Engine Bay: Mack Super-Liner, WA Limestone, Steve Della Bonna Best Day Cab: Kenworth T909, Bondwoods Transport, Aaron Lang Best Bonnetted: Kenworth T900, Ashmore Haulage, Ashley Moore Best Cab-Over: Kenworth K100G, Campbell Earthmoving & Excavations, Paul Best European: Mercedes-Benz Atigo, Xpress Fleet, Brett Jenkins; Scania R620, Wemyss Transport, Damon Awhitu Mercedes, Anthony Browne, Anthony Best International: International Atkinson, SAR Industries Pty Ltd, Michael Buttigieg Best Ford: Ford LTL9000, Highland Haulage, Mick Linger Best Freightliner: Freightliner Century Class,Hill Mac Haulage, Matt Hill Best Western Star: Western Star 4900,EJ Vella Pty Ltd, Eddie Best Peterbilt: 379 Peterbilt, Spinefex Industries, Daniel Booby Best Mack Old Breed: Mack Superliner,Mark Tobin, Ryan Hocking Best Mack New Breed: Mack Superliner, Mactrans Heavy Haulage, Faadhil Deen Best Kenworth Pre-2000: Kenworth T600, Kearney Logistics,Matt Kearney Best Kenworth Post-2000: Kenworth T909, Highland Haulage, Joel Best Sponsors Display: Scott Taylor Motorsport Mayor’s Choice: International Transtar, Earthmoving Creations, Dustin Scerri GEORGE & FUHRMANN PRESENTS Best Local Area Rig: Kenworth T909, Gava Freight, Jason Gava REFLECTION METAL POLISHING PRESENTS Top Owner: Mack Superliner, James Miller Transport, James Miller TRANSPORT INSURANCE SOLUTIONS PRESENTS Five Star Selection: Kenworth T900, Coastline Haulage, Cobb Heldt Kenworth T909, Ballinger Transport, Paul Norton Kenworth C509, Oliver’s Livestock Transport, Ryan Kenworth T909, JDN Transport, Joe Corte Kenworth T909, Ambrose VE GROUP PRESENTS Future Operator / Young Achiever: Bailey Taylor

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MADER ROAD TRANSPORT PRESENTS – THROUGH THE YEARS SERIES 0–1 Years Best New Truck: Kenworth T909, Merc Transport, Cameron Damon 1–5 Years: Kenworth T659, DTS Haulage, Jake 5–10 Years: Kenworth T900 Legend, Taylor Holdings, Brad Breakspear 10–15 Years: Kenworth T909, Mactrans Heavy Haulage, Ryan Dunne 15–20 Years+: Kenworth K104B, Simon Flynn,Simon Flynn TEFOL TRANSPORT REPAIRS PRESENTS Industry Pride & Passion Award: Kel & Blake Lawrence HIGHWAY LIGHTS PRESENTS – HERITAGE HIGHWAY SERIES Master Restoration Award: Mack Super-Liner, CMW Trucking, Craig Walker Classic Champion Award: Aztec Superliner, Vince, Vince Historic Icon Award: GREYGHOST, Wickham Freight Lines, Chris Hall Period Perfect Award: Kenworth SAR, SAR Industries, Paul Sultana CHEVRON EQUIPMENT FINANCE PRESENTS Fleet Excellence Awards: Rasmussen Bulk Haulage; Bondwoods; MFT Haulage Master Art Designs Presents – Elite Paint Series Excellence in Original/Traditional Paint: Mack SuperLiner, Bickley’s Transport, John Bickley Excellence in Custom Paint: SAR, MFT Haulage, Master of Lines & Scrolls Kenworth W900 SAR, Bowers Heavy Haulage, Reegan Batchelor Supreme Paint Scheme: Kenworth 950, DTS Haulage, Doug Sizer PITTSWORTH FLEET MAINTENANCE PRESENTS – FRIDAY NIGHT LIGHTS SAR Legend, Fred’s Interstate Transport, Joshua Small KW SAR, RC Metalcraft, Steve Farrel Kenworth K200, Schaeffer’s Transport Pty Ltd, Trent Schaeffer ROBUK RANDOMS It’s a Banger: Mack CLR, Le Blang Transport, Matt Wilson Keeping It Real: Kenworth W900, STA Trucking, Steven Armstrong She’s Done a Bit: Kenworth W900A, Blackhurst Trucking Co, Mark Blackhurst Fast and Loud: Kenworth T604, Ford Transport Services, Steven Jorgensen Specced Up: Kenworth C509, Fardells Heavy Haulage, Adam Peter AMPOL PETROLEUM DISTRIBUTORS PRESENTS Elite Fleet: VE Group WALES HEAVY VEHICLE REPAIRS PRESENTS – SHOW TRUCK CHAMPIONS Mack Superliner, Champions Rockhampton, Bernie Champion Peterbilt, SGM Trucking, Simon Montford K200, Lawrence Transport SAR Legend, Cornwill Transport Kenworth T909, Schaeffers Transport TRUCKER LID CO PRESENTS Supreme Show Truck Champion: T908, ANA Asphalts COUNTRY TRUCKER CAPS PRESENTS Judged Elite: T900, Inverno; T909, Airlie Beach; T909, Gierisch Bros Trucking; T950, Murrells; T909, SRV RICHMOND VALLEY COUNCIL, NORTH COAST PETROLEUM & RTE CUSTOM TRUCKS PRESENT The Tiny Lollback Rig of the Show ($5,000): Kenworth T900, Emerald Carrying Co., Matt Haylock

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EYES ON THE ROAD Rod Hannifey

Justification time Rod Hannifey tackles a plethora of issues this month, from the new HVNL to recent works on Cunninghams Gap

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Image: anankkml/stock.adobe.com

oodaye all, I am publicly asking for the NTC to justify the increases in the fines under the new HVNL. I will quote Steve Shearer from SARTA – he told me “the NTC did not listen to any of the industry associations who argued against the savage increases in many of the fines”. The ones they did reduce should never have been so high and many of those have little or anything at all to do with road safety.

Yes, there are some drivers with a perfect record who have never been stitched up or given a fine for a clerical error that had nothing whatsoever to do with road safety, and they say “it doesn’t worry me”. But the interpretation of the law, where we specifically had clerical error fines introduced at a lower penalty to stop many from being hit with a large fine for deliberate attempts when it was only clerical, now seems to have been bypassed with a blatant “anything in the top section is now $800”.

So we get the law fairer, some don’t like that and they find a way to belt us again. How? Many will see Cunninghams Gap is nearing completion, a lot of time and money has gone into it, yet I now have a copy from before the work was started saying it will be returned to pre-bushfire condition. Yes, the removal of the top pinch that caught many out over the years is a welcome and terrific inclusion into the works, but we now only have one lane for the last section and that was two before, but not now.

Why? What will happen when a truck

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breaks down and blocks the road? I have been told that the inclusion of the wide centre line is partly responsible, but while I have pushed for such things for years, is it truly a road safety benefit when we in trucks are going slowly anyway and now we could see a problem meant to be removed, still there.

I recall years ago hearing of a truck rollover going up the Gap and at the time thinking how can you roll over going slow uphill? Of course, having then been delayed and passing such an incident, it is easy to see why – when the grass on the section grows so high that when you look, it seems to be just grass – yet the issue is the savage drop off where the road goes round to the left. If it is mowed, you can see it and beware, but if the grass is long and/or it is dark, when an overtaking truck pushes you over, or you simply cut the corner a bit too far, the trailer wheels drop off and take the truck with them. So if that small section causes more rollovers on the Gap than any other, why not fix it while all the gear is there?

It only took me two years of ringing, emailing and arguing with TMR – Gold Coast is responsible for the bottom section and Warwick the top, and each of course wanted to blame the other to get the “TRUCKS MUST USE LEFT

ROD HANNIFEY, a transport safety advocate, has been involved in raising the profile of the industry, conducting highway truck audits, the Blue Reflector Trial for informal parking bays on the Newell, the ‘Truckies on Road Code’, the national 1800 number for road repairs proposal, and the Better Roadside Rest Areas Group. Rod is the current president of the NRFA. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au

LANE” signs removed. I was initially told there weren’t any signs like that when I saw them every week. You would think someone could have checked and apologised for not listening, but they kept telling me I couldn’t read and see a large sign. The issue was further compounded by the fact there was a signed “Vehicle Monitoring“ camera, with a truck and car logo, immediately after one of the “use left lane” signs, so it was reasonable to think they worked together to ping trucks who did not comply.

I am sorry to say the years of delays and broken promises by many during the works on the Gap have heavily impacted the business of the Fisher Park Roadhouse, one of the few oldstyle truckie friendly truck stops. Frank and Jenny have been there for years and have helped, fed and looked after thousands of drivers over that time and by the time you read this, they will have sold the business and moved on.

I certainly hope it will remain to help truckies into the future, but would personally like to thank Frank and Jenny and the staff there over the years, including their daughter Catherine, for looking after me and helping to keep me fed and sane. Sorry to see you go, but I wish you all the best for the future.

To end on a sort of positive note, those running the Hume may have seen the southbound dip off Creighton’s Creek bridge, near Euroa, particularly the left-hand lane, has been fixed. Why is this a sort of positive? Well over 12 months ago, I rang VicRoads five times and lodged complaints. Towards the end I detailed this failure and lack of response, suggesting should there be a crash there, I would be happy to inform any involved that VicRoads knew and had done nothing about it, but even that did not get it fixed.

So I rang the Euroa paper and spoke with the editor and he said he knew the bump and did a front-page story on it. It soon got fixed. Why should it be so hard to be heard, to get someone to listen and why do our lives not count enough to be listened to? Safe Travelling, Rod Hannifey.

“To end on a sort of positive note, those running the Hume may have seen the southbound dip off Creighton’s Creek bridge, near Euroa, particularly the left-hand lane, has been fixed.”

ownerdriver.com.au

18/8/2026 4:41 pm

Image: Prime Creative Media

Image: oneinchpunch/stock.adobe.com

Rocking the Roads Simon Smith

Superb September Australian Truck Radio’s Rock’n’Roll Diary is back for September full of wonderful history and memorable dates

S

eptember features many Australian and international rock anniversaries, classic album releases and notable birthdays. Check them out with the Australian Truck Radio Rock’n’Roll Diary!

SEPTEMBER 1 1946: Barry Gibb, the famous member

of the Bee Gees, was born on this day before his band became of the most commercially successful groups in pop music history!

1957: Cuban-American singer, songwriter, actress and businesswoman Gloria Estefan was born on this day before winning five Grammy Awards.

this day, emerging to become a founding member of the Pretenders.

SEPTEMBER 22 1957: The popular musician Nick Cave

SEPTEMBER 9 1941: Famous American singer Otis

Redding was born on this day, now known as one of the greatest singers in American pop music history.

SEPTEMBER 11 1978: Well-known Australian musician

and actor Ben Lee was born on this day.

He started his career at the ripe age of 14 for Noise Addict before going solo in 1995.

He’s since received acclaim for his feats on the screen.

SEPTEMBER 16 1975: The iconic Shannon Noll was born

“These people and their iconic songs have shaped the landscape of Australian rock music from the Australian Truck Radio Rock’N’Roll Diary!”

on this day in Orange, NSW. Best known for coming runner-up on the first season of Australian Idol in 2003, Noll also captured the music scene when releasing ‘What About Me’ in 2004.

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

was born on this day. The frontman of Nick Cave and the Bad Seeds is renowned for his baritone voice and wide range of music.

SEPTEMBER 23 1949: The great Boss in Bruce Springsteen

was born on this day.

SEPTEMBER 26 1969: One of the greatest albums of all

times in The Beatles’ Abbey Road was released in the UK on this day.

SEPTEMBER 27 1953: Greg Ham of Men at Work was born

on this day in Melbourne. He played the keyboard, saxophone, flute, harmonica, organ and synthesizer as part of the famous Australian band before his passing in 2012, aged 58.

ABOVE: Get on board with Australian Truck Radio.

BELOW: Load up your rock trivia bucket for September

These events remain among the most celebrated September milestones in rock history. These people and their iconic songs have shaped the landscape of Australian rock music from the Australian Truck Radio Rock’N’Roll Diary!

SEPTEMBER 2 1946: American keyboardist, singer and

songwriter Billy Preston was born on this day, paving the way in R&B, rock, soul, funk and gospel.

SEPTEMBER 3 1942: Co-founder of the Beach Boys Alan Jardine was born on this day in Ohio.

this day in Freddie Mercury. The Queen frontman was born in Tanzania before rising to become one of the greatest singers in rock music history.

SEPTEMBER 6 1943: English singer-songwriter, musician

and political activist Roger Waters was born on this day before becoming a co-founder of Pink Floyd.

SEPTEMBER 7 1951: American-British singer, songwriter

and musician Chrissie Hynde was born on

ownerdriver.com.au

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Image: v.senkiv/stock.adobe.com

SEPTEMBER 5 1946: One of the greats was born on

SEPTEMBER 2026 59

18/8/2026 4:44 pm

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QUEENSLAND MACK MUSTER September 12, 2026 MOUNT ARCHER, QLD To be held at Mount Archer Falls Airfield, north-west of Brisbane, between Woodford and Kilcoy, the Queensland Mack Muster is organised by the Woodford Lions Club Inc. This year’s event will raise money for Get Yourself Checked and the Jackson Hepner Foundation.

For the latest news, go to Queensland Mack Muster on Facebook.

A shot from the OwnerDriver archives of Kirby Maxwell’s prizewinning Commer at the Wauchope Yesteryear Truck and Machinery Club Show. Image: Prime Creative Media

MEGATRANS 2026

September 16-17, 2026 MELBOURNE CONVENTION AND EXHIBITION CENTRE

WAUCHOPE YESTERYEAR TRUCK AND MACHINERY CLUB SHOW

MegaTrans is Australia’s largest integrated conference and exhibition dedicated to the logistics and supply chain industry. It features a strong line up of exhibitors, alongside educational seminars and keynote presentations.

To find out more, go to megatrans.com.au

October 3-4, 2026

WAUCHOPE SHOWGROUND, NSW

QTA ROAD FREIGHT INDUSTRY AWARDS

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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.

September 19, 2026

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ROYAL INTERNATIONAL CONVENTION CENTRE, BRISBANE

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The QTA Annual Road Freight Industry Awards will feature a range of award categories this year including Industry Excellence, Trucking Woman of the Year, Professional Driver of the Year, Training and Skilling Excellence, Industry Safety and Innovation, Young Achiever of the Year and Health and Wellbeing.

To find out more go to qta.com.au/road-freight-industry-awards

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.

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SCAN THE QR CODE or go to www.facebook.com/ownerdriver SEPTEMBER 2026 61

18/8/2026 4:42 pm

FOR THE OWNER-DRIVER Frank Black

Pressure points Frank Black looks at fuel volatility, new rules and a critical mountain closure and how they’re all reshaping Australia’s freight sector

A

Image: Phillip Wittke/stock.adobe.com

ustralia’s road transport industry is entering one of its most unsettled periods in recent memory. Three major forces rising fuel costs, new regulatory obligations coming into effect in August and the prolonged closure of Victoria Pass at Mount Victoria are converging to reshape how freight moves across the country. For operators already stretched thin, the months ahead will test resilience, cashflow and patience.

The winding back of the temporary fuel excise discount is now being felt across the industry. The emergency cut, which reduced the excise by 32 cents per litre, was halved to 16 cents and then fully removed at the start of August. Diesel prices have begun creeping upward and operators are bracing for a return to pre relief cost structures.

For small operators and owner drivers, the timing is harsh. Many are still recovering from years of stagnant freight rates, rising insurance premiums and escalating maintenance costs. The rollback of the excise adds yet another unavoidable expense to the ledger, tightening margins that were already thin.

Larger fleets have more room to absorb volatility, but even they are tightening fuel management practices, revising levies and renegotiating contracts.

Across the broader supply chain, from

62 SEPTEMBER 2026

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supermarkets to construction suppliers, businesses are preparing for the inevitable ripple effects as transport costs rise.

Fuel volatility has long been a defining challenge for the industry, but the current shift is forcing operators to confront the true cost of moving freight in Australia.

The temporary relief was welcome, but its removal is exposing just how fragile many transport businesses have become.

August marks the next phase of regulatory change under the Fair Work Commission’s Road Transport Contractual Chain Order (RTCCO). While the emergency fuel rise obligations ended on June 7 when diesel dropped below $2 per litre, the underlying framework remains active and a formal review was scheduled for August.

The industry is watching closely. Many operators welcomed the April–June fuel adjustment mandate because it forced cost increases to flow through the contracting chain instead of landing squarely on owner drivers and small fleets. For the first time, parties at the top of the chain were required to acknowledge their role in cost recovery.

What’s clear is that the era of those at the top keeping themselves at arm’s length from their obligations is being challenged.

The RTCCO is slowly pushing the industry toward more accountable contracting practices something long overdue.

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: The return of fuel excise charges is adding extra pressure to road transport operations

Transparent cost recovery, fair payment terms and enforceable obligations are no longer abstract concepts; they are becoming structural expectations.

The August review was expected to refine these obligations further.

While some businesses fear additional administrative burden, many operators see this as a crucial step toward a more sustainable and equitable industry.

The closure of Victoria Pass on the Great Western Highway continues to cause major disruption for freight moving between Sydney and the Central West. The detour via Darling Causeway and Chifley Road has become a heavy vehicle bottleneck, with steep grades, tight corners and limited overtaking opportunities.

The closure is expected to last until 2027, with major construction on a new bridge structure beginning this month.

For freight operators, that means at least another year of longer travel times, higher fuel burn and increased wear on equipment.

The Central West, a region heavily reliant on road freight, is feeling the strain. Transport companies report missed delivery windows, higher operating costs and difficulty retaining drivers willing to tackle the detour day after day. The prolonged disruption is also affecting regional businesses, from agricultural producers to manufacturers, who depend on reliable freight links to Sydney.

Fuel costs rising. New rules tightening.

A major highway closed for more than a year. It’s a perfect storm for an industry already grappling with driver shortages, rising insurance premiums and slow rate growth. Yet there is a sense that this moment could also be a turning point.

The RTCCO has demonstrated that enforceable cost recovery mechanisms are possible. The Mt Victoria closure has highlighted how fragile key freight corridors are and how urgently they need investment. And the fuel excise rollback is forcing businesses to confront the real cost of keeping Australia’s freight network moving.

For operators who have spent years absorbing costs they shouldn’t have, the current environment is prompting overdue conversations about sustainable pricing, fair payment terms and transparent contracting. The pressures are immense, but they are also creating momentum for reform.

The next few months will be tough, but they may also be the catalyst for the long needed structural change the industry has been calling for.

“August marks the next phase of regulatory change under the Fair Work Commission’s Road Transport Contractual Chain Order (RTCCO).” ownerdriver.com.au

18/8/2026 4:43 pm

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18/8/2026 4:43 pm

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18/8/2026 4:43 pm