When the Fuso Canter rst hit Australian shores, it delivered on a promise: a safe and practical work truck you could rely on to get the job done. And get jobs done it did. Since 1971, Aussies have been turning to an ever-evolving range of Fuso Canters for all kinds of jobs – cabs to carry crews and pantechs to help with moves, trays for loading and tippers for disposing. The work carries on with our new-look Canter.
An updated design combines brighter LED headlights, sleek exterior styling and an enhanced 8” multimedia touch screen with the DNA of Australia’s hardest-working light-duty truck. Add in class-leading payload across most models, advanced active safety systems* and impressive 30,000km service intervals, and you have everything that you need to get the job done.
EAST COAST EXPANSION
It has been a big start to the year for empty pallet transporter JATEC Transport, as they begin a major journey of growth.
36 DEALERS THAT DO IT ALL
The Brisbane Isuzu dealership in Burpengary is uniquely positioned in its ability to take on new projects, like its recent partnership with Base Air.
40 HERE COMES THE TRUCK SHOW
There’s more than a fair share to look forward to at this year’s Brisbane Truck Show, which may be the biggest edition yet
46 BECOMING A FUTURE LEADER
Being awarded opportunities to grow within the transport industry isn’t everything – but taking advantage of those chances certainly is.
50 THE ROAD FREIGHT CRYSTAL BALL
Insights from toll road operator Transurban are pointing towards the incoming trends in road freight – some positive, others not so much.
55 HYDROGEN OFF THE HIGHWAY
The 2025-26 federal budget has been a mixed bag for the future of hydrogen projects in the transport sector.
66 BUILDING AN AI UNDERSTANDING
Misconceptions around AI may be getting in the way of its potential in the transport industry, but with so many fleets anticipating its use, we must understand it.
ISRI: DEALERS
WHO WILL BE THE TRUCK OF THE YEAR?
Tim Giles goes for a spin in one of the four contenders for this year’s Truck of the Year Australasia – who’s going to take out the crown?
Standard Issue
20 TACKLING THE URBAN FREIGHT TASK
The update range of Fuso trucks have plenty to offer fleet owners and drivers when it comes to navigating tight ace in r an envir n ent afe an efficient .
48 ROAD SAFETY IS BLACK AND WHITE
The NHVR has entered into a partnership with the Collingwood Football Club for its latest iteration of the ‘We All Need Space’ campaign.
58 A BRIT DOWN UNDER
After spending time driving trucks in Australia, Will Shiers reckons the UK could learn a lot.
62 TRAYPACK TRANSFORMS THE LAST-MILE
P & G Trucking has made great use of its Isuzu NLR 45150 Traypack for its interstate haulage work.
72 HOW TIGHT IS TOO TIGHT FOR FASTENERS?
Tightening your fasteners too much can have a negative effect on bolt torque. Hendrickson takes you through the best way to go about it.
74 LET’S GET THE SAFEST OUTCOMES
Are current rules around heavy vehicle design providing the safest standards? Technical expert Bob Woodward isn’t so sure…
76 CARRIER GOING SUPRA
The new generation of the cold chain is here with an exciting start of an era for Carrier Transicold.
• Supporting drivers for more than 50 years
• Seating – on ahigher level
LRTAQ undergoing road train access discussions
The Livestock and Rural Transporters Association of Queensland (LRTAQ) says it has met with Queensland transport ministers to discuss “inefficient and disruptive” type two road train restrictions.
After years spent dealing with the restrictions, LRTAQ says its representatives met with Queensland transport and main roads minister Brent Mickelberg and Gregory MP Sean Dillon to discuss improvements.
“Currently, drivers must break down their road trains, causing de lays of up to three hours and disrupting local communities,” the LRTAQ says.
The LRTAQ says the meeting was successful, giving optimism for the restrictions being amended.
“But there’s hope! The government is listening and positive discussions are underway to improve
access to the Emerald saleyards,” the association says.
“These changes aim to enhance afet efficienc an re ce nnecessary delays for truck drivers.”
SA Police, Border Force, NHVR combine
A joint operation between the NHVR, SA Police, Australian Border Force (ABF) and SafeWork SA in March uncovered a number of major heavy vehicle safety issues including faulty brakes, steering issues and exploitation of migrant workers.
chief erati n fficer a Salvati says more than half of all heavy vehicle stopped as part of Operation Vigilant proved to be non-compliant, with offences ranging from self-clearing defects to major violations.
fficer c n cte targeted intercepts over the course of the two days, checking for compliance with the Heavy Vehicle National Law (HVNL), including mass and dimension, load restraint and driver fatigue,” he says.
“Unfortunately, there were 38 defect notices issued throughout the operati n three f hich ere c a ifie a major, with the most prevalent offences being mechanical defects such as faulty
9000 vehicles inspected by NHVR
The NHVR has revealed the findings of the 2024 National Roadworthiness Survey (NRS), which ran for 12 weeks in all Australian states and territories last year.
The 9,082 vehicles and combinations inspected across the country makes it the largest ever in-depth health check conducted across the country and averages out to 103 heavy vehicle inspections per day.
The 2024 NRS was the third edition of the survey, following similar campaigns in 2016 and 2021.
NHVR Chief Operating Officer Paul Salvati says non-compliance statistics have remained relatively steady when compared to the last survey.
“Nationally, 75 per cent of units passed inspection, which was the same percentage as the 2021 survey, continuing the strong improvement over the 2016 benchmark survey of 55 per cent,” Paul says.
“Unfortunately, the number of units having multiple defects was slightly higher in comparison to the previous survey, up to 33 per cent in 2024 from 31 per cent in 2021.”
38 defect notices were served from a road safety operation in SA.
Transporters are calling for an end to type two road train restrictions in QLD.
PACCAR Parts announces expansion
PACCAR Parts has announced it has provided a major investment to expand its Bayswater giant warehousing, manufacturing and parts distribution centre (PDC).
The Melbourne centre has undergone a multi-million dollar development, showcasing PACCAR’s ongoing commitment to keep Aussie trucks moving by improving the time it takes for essential parts to reach dealers.
The original Bayswater site was built in 1985 before being extended to double its size in 1996. Now, this update has seen it increase by nearly 50 per cent again to 15,700sqm.
The updates include a mezzanine level, a spiral conveyor system and battery powered carts for ferrying parts. The mezzanine allows for 13,000 smaller parts weighing up to two kg to be stored above the warehouse floor, with PACCAR Parts general manager Mark Santschi saying the expansion project drew on ideas from PACCAR’s other PDCs around the world.
Volvo earns green award
The Volvo FH Aero has claimed the 2025 Green Truck Award, awarded by German trade magazines Trucker and Verkehrs-Rundschau.
saving CO2 and running costs for our customers every day,” says Jan Hjelmgren, head of product management at Volvo Trucks.
Thanks to its aerodynamics, powertrain an vera efficienc it a e the tests in fuel savings and CO2 according to the test organised by the publications.
“I am so proud to see an external te t c nfir in that r v er rea e iver eri r f e efficienc
“We will continue to innovate and intr ce i r ve ent f f e efficienc hich enefit th the c i ate and the productivity of transport companies. Fuel consumption represents a major part of the operational costs of our customers, so we know that our efforts make a difference.”
The PACCAR Parts team cut the ribbon on their new warehouse.
FH Aero won the 2025 Green Truck Award.
Image: PACCAR
Image:
Volvo Trucks
Lindsay Australia appoints new CIO
“We’re thrilled to welcome Cameron Stone as the new CIO at Lindsay Australia,” a company statement reads.
“Cam brings a wealth of experience, having served as CIO at Virgin Australia, Ticketek, and the National Heavy Vehicle Regulator. He’ll lead our Information, Technology and Operational Systems teams, focusing on enhancing and transforming our
NSW introduces transport reforms
The New South Wales government is set to introduce law reforms to offer greater protection to transport gig workers.
Alongside modernising the Indus trial Relations Act relating to the road transport industry, the legislation fol lows the federal Labor government’s gig worker and owner driver reform, aka the ‘Closing Loopholes’ bill.
The NSW government says it com pleted consultation with unions, the transport industry and communities before ultimately deciding the reforms are fit f r r e f r the tran rt sector.
The law allows transport gig work ers to access the same legal protections currently offered to owner driver truckies, couriers and taxi drivers under the NSW Industrial Relations Act.
platforms to support and streamline the
our CEO Clayton McDonald, driving innovation and strengthening our tech capabilities for the future.”
Cameron served as CIO for three years at the regulator, and seven years at Virgin Australia, as well as being in notable roles at Ticketek and Aurizon.
As a member of Lindsay’s executive committee, he will report directly to CEO Clayton McDonald.
Ron Finemore subsidiary purchases competitor shares
Safe Driving Concepts, an entity controlled by Ron Finemore Transport, has acquired a total of 28,003,556 shares in Lindsay Australia. This means it now has a total voting power of 8.89 per cent.
Completed in early March, the acquisition of shares means Australian transport icon Ron Finemore now has a sliver of voting power in the national trucking giant.
Founded in 2004 following the sale of Finemore Holdings in 2001, Ron Finemore Transport currently runs more than 280 prime movers and 550 trailing equipment pieces.
The acquisition of shares came just a week after Lindsay Australia announced the acquisition of Western Australia’s GJ Freight to extend its capabilities into regional WA.
“All legislative protections that provide rights to workers, a fair play-
in fie f r e er an etter safeguards for the community are to be welcomed, and these are ones that
will save lives,” says Transport Workers Union national secretary Michael Kaine.
The NSW government is changing laws to protect transport gig workers.
Cameron Stone has joined Lindsay Australia.
Image: Lindsay Australia
Arrow Transport enters sport partnership with popular AFL club
Transport and professional sport are coming together with the signing of a partnership between operator Arrow Transport and the Collingwood Football Club.
tics operator has joined the Australian Football League club as its Australian Port Cartage, Quarantine Warehousing and Transport Logistic ervice fficia artner.
140 prime movers and more than 400 trailer combinations to deliver their services to ports across Melbourne, Sydney, Brisbane, Adelaide, Darwin, and Perth.
“Arrow’s partnership with Collingwood is driven by the club’s unwavering professionalism, its commitent t a tea fir t enta it hi e embracing individual strengths, and the sustained success this approach has delivered both on and off the fie ” a rr ana in irect r Craig Webster.
“Recognising the parallels between high-performance sport and business, Arrow sees this collaboration as an opportunity to integrate the same principles of discipline, teamwork, and community impact onto its own operations, fostering long-term growth and success.”
NSW shuffles transport ministers in the wake of Haylen resignation
Following the resignation of Jo Haylen, the New South Wales government has announced its new transport and roads ministers.
Jenny Aitchison has been appointed the new minister for roads, while John Graham has moved to the role of minister for transport. Graham was the previous minister for roads, and takes on the transport portfolio after acting
as the interim transport minister for six weeks.
“On behalf on RFNSW and our members, we congratulate the Minister on her elevation to the critical NSW Roads portfolio,” says Road Freight NSW CEO Simon O’Hara.
“From our perspective, this an excellent, common-sense appointment by the Premier, allowing the Minister
Kamilaroi rest area under construction
Early works have started on the upgrades and construction of the Kamilaroi Highway rest area improvements in western NSW.
The current Yambie Lagoon truck parking bay on the eastbound side of the Kamilaroi Highway about 60 kilometres east of Brewarrina is being upgraded, while a new rest area will be built on the opposite side of the road.
Upgrades to the existing rest area will include the installation of toilets, shade facilities, bins, picnic tables and the extension of heavy and light vehicle parking capacity.
The newly built rest area will be constructed with similar amenities to ensure motorists travelling in both directions have access to a rest stop.
When completed, the rest areas will be roughly 230 metres in length and will possess the capability to house the e iva ent f five tri e ar e at any one time.
The $1.75 million project has been funded by $1.4 million through the federal government’s Safer Local Roads and Infrastructure Program and $350,000 through the NSW govern ment’s Heavy Vehicle Rest Stop Minor Works Program.
to transition from her previous role as the Minister for Regional Roads and Transport into her new portfolio.
“We are encouraged that the Minister has a successful history working in the tourism industry, where she was the Managing Director of an award-winning company which undertook coach tours across Australia.”
Arrow Transport’s Craig Webster.
A new rest area in on the way.
Image: Transport for NSW
Image: Collingwood FC
EAST COAST EXPANSION
It has been a big start to the year for empty pallet transporter JATEC Transport, as they begin a major journey of growth
The past 12 months have been some of the most eventful in the history of JATEC Transport. Expansion is the key word to what the New South Wales-based family business has been able to achieve.
Based out in Dean Park in Sydney’s western suburbs, they specialise in empty pallet transport, carving out a niche for themselves in the industry for the better part of the last two decades.
JATEC announced in February of this year it would be expanding interstate, taking up a foothold in Queensland as it looks to strengthen its operations up the east coast.
Then in March it was official as
JATEC bolstered its new Brisbane operations through the acquisition of Max Waldau Transport’s pallet transport division. Max Waldau Transport has been registered since 2011 and operates out of the Jimboomba region south of Brisbane and west of the Gold Coast.
The acquisition includes a truck, trailer, and the transfer of the client relationships the Max Waldau side.
JATEC general manager Caitlin Barlow has been overseeing the move in one of the most successful periods for the business so far.
“The move into Queensland was definitely demand driven,” she says.
“Our customers in New South Wales were getting desperate for
somebody to provide a similar empty pallet transport service up in Brisbane.
“Because we do have a unique business model, we don’t hold any product on site, we don’t have to warehouse anything. It’s just from A to B. So we’ve got a pretty agile operation. It was just a matter of getting a truck.
“Luckily one of our drivers was looking to move up to Queensland, so we sent him up there and helped out with finding him some accommodation. We started with two Queensland customers and now we’ve grown to 20.
“My vision is definitely to be across the whole east coast. This is definitely
JATEC Transport is a family-owned operator based in New South Wales.
still baby steps, but that’s the long term goal.”
The expansion interstate fits well in line with the continued growth of JATEC across the years, from a oneman owner-driver business to now 15 trucks and beyond.
With that growth comes greater demand for JATEC’s services and while it hasn’t been a massive jump just yet, Caitlin says, it is continuing to get busier.
JATEC is looking to keep filling out its fleet to be able to cover its greater east coast presence.
“We’re getting close to needing to get another driver on board now,” Caitlin says.
“We’ll look to source someone from Queensland, because currently both our drivers up there were from New South Wales from our current employee pool.
“The expansion has just kind of filled in the gaps to what we were already doing. We’ve got some really big customers that are very loyal
to the JATEC brand, so that kind of helped kick it all off.
“Now, Max’s customers have filled in the gaps, and from there it’s been word of mouth. Now we have
board after hearing that we’ve moved up there.
“It’s great to know that we’ve got customers that are out there championing us on and we do have a lot of support from LOSCAM, a pallet pooling solutions partner, as well the team both down in New South Wales and in Queensland.”
Being an empty pallet transporter gives JATEC a spot in the industry which isn’t filled by too many other operators.
It’s something that Caitlin has identified as a growth opportunity, and a service that their customers greatly appreciate.
It has only made the expansion efforts more fruitful so far, with the reliable and specialised service that JATEC can offer.
“It’s definitely a very niche part of the supply chain world, but one that’s very important, as we saw when we had the big pallet shortage a few years ago,” Caitlin says.
“I think that the thing that sets JATEC apart is that we do offer transport for both CHEP and LOSCAM pallets. So for our biggest suppliers that are carrying both, it’s really easy for them to just let us handle the whole thing. It takes away a worry for them.
“And that’s something that’s really helped us expand into Brisbane, because the customers that we’ve brought on board have found they now have better communication with suppliers.”
Caitlin is a strong advocate for equality and diversity in transport.
Images:
JATEC Transport
JATEC offers the best in empty pallet transport.
A FAMILY HISTORY
Founded in 2003 by Caitlin’s parents Troy and Jane Barlow, JATEC Transport has now become a second generation family business. Caitlin acts as the general manager, while brother Aaron works as the fleet manager.
In fact family is built so closely into the business that it’s in the name –JATEC is an acronym for Jane, Aaron, Troy, Ethan and Caitlin.
“I was pretty young when they started it off, and it was just dad driving a truck and mum doing the books,” Caitlin explains.
“As we got older, the business kind of grew, and then I came on board. Aaron has also worked mostly behind the scenes.”
While he now oversees the JATEC fleet, Aaron started out as a diesel mechanic and eventually a driver after doing an apprenticeship with Volvo.
Aaron would help out driving after hours while Caitlin worked in the office as a business development manager, with Troy and Jane heading up the business.
“Now that me and Aaron are in the office, mum and dad are still in the business but are able to take a bit more of a backseat,” Caitlin says.
“Their priority now is more their caravanning and traveling dream of working in the family
Australia, rather than the business, as it should be! But they’re both still very involved in every way they can be.”
Caitlin, like her brother, took some time away from the family business before eventually returning to her current role.
She took on a number of roles, working in operations, accounts and customer service before finishing her study and returning to JATEC.
Caitlin didn’t grow up with the
business, but she’s finding great fulfillment in it, especially as her role and responsibilities grow.
“I had never really planned to be a part of the family business,” she says.
“I didn’t really want to be a part of transport, not that I really knew exactly what I wanted. When I was working down in Melbourne, I learned that I had a real passion for business, and then decided that I wanted to go back to uni and finish my degree.
Family-first at JATEC.
The second generation of Barlows were in the truck before they were in school!
What attracted Caitlin to the program was the relevance to her advocacy work within the transport industry. She earned the 2023 Emerging Leader Award with Road Freight NSW after being nominated by Transport Women Australia Limited, as well as the 2023 Driving Diversity Champion from the Australian Trucking Association.
“The Volvo Iron Women was definitely a really nice program to start the year off with,” Caitlin says.
“I was able to get my HC licence through that. That’s definitely been the highlight of my year so far, and I’m excited to get back with the team up in the Brisbane Truck Show.
“Getting my heavy combination license is just a real eye opener into what my drivers do every day, and just adds more experience and knowledge about their role
“I just love getting out and doing all the conferences. This year there’s Trucking Australia for the ATA, Road Freight NSW will be later on this year, the Brisbane Truck Show of course.
“I love getting out and seeing my transport community and everybody throughout all the different kind of areas that I’m involved in.”
Caitlin has also spoken at those industry events, notably at Trucking Australia in 2024, discussing diversity and inclusion within transport workplaces.
“I do get nervous beforehand, as everybody does when they’re speaking, but I feel like when I get up
on stage, especially when it’s things like diversity that I’m super passionate about, the passion just takes over,” she says.
“Then I just find myself blabbering on about how important it is and talking about the ATA’s InRoads program.
“I just did a talk at Macquarie University, which is where I went to university, talking about diversity and highlighting the InRoads program.
“I’m mostly talking to the fact that you can join any industry that you like if you’re passionate about something.
“I think that’s really important to
know for uni leavers as well.
“It doesn’t have to be a specific industry if you’re passionate about something.
“Whatever you end up doing career wise, you can still follow what you’re passionate about and implement that.”
Becoming general manager means that Caitlin’s role and focus has shifted, not only in scope, but also in responsibilities.
She says that while this comes with its challenges, it has given her the chance to widen her perspective within JATEC and continue to not only grow the business, but her own skills too.
“My role has definitely developed, going from business development manager, where I was just focusing on building the business and the foundations and introducing technology and policies and procedures,” Caitlin says.
“Now being promoted to general manager, my focus has shifted onto growing the business and getting it interstate. And my focus will always be our employees. They’re number one for me.
“As a family business in particular, I do genuinely feel like all of our drivers and all our staff are family to me. I always want to be making sure that they’re all supported.”
Caitlin (far left) at the Road Freight NSW conference. (Image: Road Freight NSW)
Caitlin kicked the year off by earning her HC licence.
THE BEST GETS BETTER.
Scan to find and speak to your nearest dealership today.
Select models from the Mercedes-Benz Actros StreamSpace range available with complimentary Best Basic 3-year/450,000km* service package for a limited time. *Complimentary Best Basic Service Plan provided for first 3yrs or 450,000km (whichever first) on all new eligible Mercedes-Benz Actros 2.5m StreamSpace purchases with Best Basic Service Plan sign-up. Ends 30/06/25. Offer subject to service plan terms and exclusions apply. See your Daimler Trucks dealership for details.
MOVING CANTER ON
The latest iteration of the Fuso Canter is now available and is the next step in the process of moving Canter on into the future of trucks in this segment of the market.
Tim Giles took a couple of the new models for a spin
Looking at the light duty segment of the Australian truck market, it is dominated by three Japanese truck brands. Light duty trucks sold by that trio represented, in 2024, between 75 and 85 per cent of the Australian market depending on how you classify a light duty truck. In fact, those three brands also represent 43.5 percent of the total truck market, at all masses.
This is the highly competitive market into which Fuso have released the latest iteration of the iconic Canter. Listing all of the many and varied great things which are included in the specifications of the new Fuso Canter would match those of its two main competitors.
Fuso has introduced the latest face-lifted Canter range, which
includes all of the items which are required by the modern truck buyer. In fact, it is not that easy to see what has changed about the new truck at
first glance, apart from the exterior look and finish. Familiar strengths of the Canter, including the lower tare weight when compared to the
The new state-of-the art multimedia set up.
The new look Fuso Canter 615 City Cab.
competition, still apply. The longer service intervals also continue to be in place.
Once the driver is sitting in the driving seat, changes probably become a little more obvious, with the latest state of the art multimedia unit in the dashboard. This, along with the dashboard directly in front of the driver, is the interface with all of the electronic smarts which come along with a truck in 2025.
The changes to the exterior were previewed on the eCanter with a design which sees a curved name panel above the actual redesigned front grille. On the Canter the panel is black and on the eCanter, it’s an electric blue, of course. There’s a small black panel in the middle of the front bumper which protects the forward facing radar, vital to the included safety systems. Apart from these changes to the front panels, the rest of the outside of the cabin will be easily recognised by anyone familiar with the Canter.
The headlights on the new truck have had an upgrade, with the new LED headlights, which are reckoned to be 30 per cent brighter than those in the previous Canter. There are also LED turn lamps at the bottom of the cabin doors.
OUT ON THE ROAD
most obvious development. The controls are familiar and it is good to see that this Japanese truck maker has left behind the clunky displays designed to be placed directly in front of the driver, still common until the recent past. They have finally made it into the modern world.
From the driver’s seat, it’s clearly a Canter and the driver’s door closes with a familiar clunk. Looking around inside the cabin, the larger (eight inch) screen multimedia unit is the
In fact, Fuso is ahead of some of its close competitors in having wireless connection with Apple and Android phones as standard on the latest model.
All of the latest technology required, as we move into the Euro 6 era, is on display in this cabin. An Advanced Emergency Braking System (AEBS) has been available in the Canter since 2019 and is now available, as standard on every new Canter, alongside Lane Departure Warning (LDW), apart from on 4x4 models. There’s also the electronic stability program to keep the truck’s feet on the ground
The large screen in the centre of the dashboard is unfussy, easy to use, as well as being large enough to display all of the different systems available. It can show up to five camera views as well as the image from the main reversing camera. Surely enough for even the most safety conscious driver.
Once out on the road the performance of the engine and transmission come into their own. This three litre diesel has proved its worth over the years and this latest Euro 6 version is no different. Although there is a five speed manual gearbox available, the six speed Duonic AMT is now showing some maturity and makes well timed,
A curved nameplate is one of the new features of the truck.
development without stretching its own organisation too far. This was demonstrated when the brand was able to offer an electric truck in this market segment well before its most direct competitors.
The high level of competition between these light duty truck
makers is not only fought out in the metal of the truck itself, but also in all of those services around the brand which are also highly competitively sold. The dealerships and the service they provide, also come into contention. The sheer geography of Australia and support in place around
the country also come into play for the potential truck buyer.
What we have here from Fuso is a Canter design which does tick all of the boxes, both in terms of productivity and safety performance, but also as a driver friendly experience. It doesn’t look too shabby either.
Safety is key in these new Fusos.
INTRODUCING THE TRUCK OF THE YEAR AUSTRALASIA AWARD
It’s ToYA time again, when we look at the new trucks on the market in 2025 in Australia and New Zealand and seek out those trucks which have made a difference, as we look forward into trucks and trucking’s future
This year’s contenders for the Truck of the Year Australasia show us how the truck market is starting to change, and how much it is likely to change into the future. All of the trucks in the running for ToYA represent a process of going forward for truck buyers and at the same time meeting the criteria the judges on the award’s jury have to consider in their deliberations.
When examining the four contenders that we have this year, the judges are looking at a variety of factors. Essentially, we need to identify the truck which makes the best contribution to the standards of safety and efficiency of freight transport by road in Australasia.
As it has done for the past three years, PowerTorque is working with NZ Trucking magazine from New Zealand to hone down the contenders to a final winner of the ToYA award, which will be presented at the Brisbane Truck Show in May.
Last year’s trophy was presented at the New Zealand ATA TMS event in Christchurch when the Western Star X Series was named as the 2024 Truck of the Year Australasia. The year before, the Brisbane Truck Show was the venue for the first presentation of the ToYA, to the Kenworth K220. Now, in 2025, it’s time to start thinking about Truck of the Year Australasia 2025.
There are four strong contenders
for the title, and all four represent development and change in some way. They all have a legitimate claim to be the Truck of the Year Australasia and it is the task of our judges to pick one winner to receive the trophy and the accolade of being the Truck of the Year in our part of the world.
To be considered for the Truck of the Year Australasia, a truck has to solve problems and issues which trucks elsewhere in the world do not have to deal with. Trucks coming onto the truck market in Australasia have to cope with a very different trucking environment to many of their home countries and have to be adapted accordingly. Often, the trucks which
are most successful in our market are those which have been adapted in the best way to make them useful here in our very different environment.
It has been said many times before that Australasia presents truck makers with challenges unlike those that they face anywhere else in the world. Trucks are working in the harshest conditions, including extreme heat, sub-zero temperatures and mountainous topography at weights up to and over 200 tonnes in some
cases. At the same time, the trucks are running at higher speeds than most of the rest of the world.
Choosing contenders can be a bit tricky. Quite often a truck may appear in Australia but not arrive in New Zealand until a later date, or vice versa. Therefore the trucks which are in contention for the title of Truck of the Year Australasia have become available for purchase in both Australia and New Zealand before December 31, 2024.
• 30 + years in the market place
• Clean, grease-free fifth wheel
• More cost effective
• Easy to fit
• Consistent steering characteristics
• Environmentally friendly
• Australian
•
manufactured
The Western Star X Series took home the coveted 2024 Truck of the Year Australasia Award.
2023’s Truck of the Year Australasia win went to Kenworth’s K220.
FOUR CONTENDERS FOR TRUCK OF THE YEAR AUSTRALASIA 2025
Four contenders will be narrowed down to one when the winner of this year’s ToYA Awards is announced at the Brisbane Truck Show in May
It’s been said many times that there are no bad trucks on the market anymore, and the speed of technology development for the past quarter of a century has been hard to keep up with.
So far, in this century, we have been through emission rule changes from Euro 3 all the way to Euro 6, the introduction of quantum leaps in the power of electronics to drive efficiency and safety improvements. We’ve
EBS. ACC, AEB and there’s AI on the horizon.
It’s a fast moving and fluid technology era, and there’s more to come with decarbonisation and
TRUCK OF THE YEAR
globalisation. As we approach 2030 we are on the cusp of another period of fast moving radical change where alternative fuels and battery power are going to emerge as common technology in the Australian trucking industry.
The choice of contenders for 2025 reflects those moving goalposts, which will be forcing truck buyers to balance productivity and efficiency against changing regulations around emissions and emerging technical development.
CRITERIA FOR THE FINAL FOUR
What the judges for the Truck of the Year Australasia are looking for in this latest group of trucks, is their ability to improve the outcomes for the owner, the driver and other road users, and to take the road transport industry forward.
Each of these trucks is on sale in both Australia and New Zealand and represent different requirements from operators, coming up with different solutions. Each brings considerable innovation to the table and are operating in new territory.
The four trucks chosen by the judging panel of five to be considered for the Truck of the Year Australasia 2024 accolade are, in no specific order: The Mercedes Benz eActros, the Volvo FH16 780, the FAW JT6 550 and the Scania 500P.
Each of the four represent a different solution to a different problem. They are taking their brand into uncharted territory and offering a broad set of choices to the Australasian truck buying public. All four are a departure for their brand and all of them should make a significant improvement to efficiency and productivity.
THE CONTENDERS
MERCEDES BENZ EACTROS FIRST ELECTRIC PRIME MOVER
PowerTorque test drove this newcomer to the Australian market for the November/December edition. This eActros is the first production electric prime mover on the Australian truck market. It’s introduction represents the first step in the transition across to zero emission prime movers.
The design represents a leap forward here in Australia with the
fitted with an e-axle, as opposed to motive power in the prime mover coming from an electric motor placed in front of a diesel powered model’s transmission in the engine bay.
This truck sees Mercedes-Benz one step ahead of competitors in the development of its electric truck offering. The Mercedes-Benz eActros truck tested was a 4x2 prime mover, as the development of an eActros with tandem drives is still ongoing. However, it represents a major first step on the road to full decarbonisation.
This eActros is aimed at the first market sector which is likely to be interested in this kind of product. It is ideal for freight tasks, which are not at high masses, such as supermarket distribution from DC to supermarket as well as other metropolitan distribution tasks, warehouse to warehouse or warehouse to shop type applications.
The back to base nature of the work and the opportunity to recharge trucks parked on a loading bay makes these trucks a viable option. Also, the near silent running of the trucks makes them more attractive in busy urban environments. The truck also provides a marketing opportunity, as city dwellers driving around the city will see these trucks every day, plastered with signage touting the corporate customer’s green credentials.
According to Mercedes Benz the truck in this configuration currently would have a range up to 200km, taking into account the fact that in this sort of work around half the mileage
model driven, during this test, the current GCM available is around 35 tonnes, giving the combination tested a payload ability of around 16.5 tonne.
The axle mass on the steer was right up to 6.5 tonnes, with 10 tonnes on the drive. The innovation which arrives in Australia for the first time in a prime mover is the e-axle which uses two integrated liquid cooled electric motors and an inbuilt two speed transmission.
Read the full review from the November/December edition of PowerTorque online at: issuu.com/ primecreativemedia-2016/docs/ pt1124
FAW JT6 550 A CHINESE PIONEER
Now we come to a truck which, to
The Mercedes-Benz eActros.
The FAW JT6 550.
TRUCK OF THE YEAR FINALISTS
many, may not be an obvious inclusion: The FAW JK6 550 prime mover. This truck is the first entry into the Australian truck market for FAW, one of the biggest Chinese truck makers, and surprisingly, it comes in at the top of the market, with a 6x4 550hp prime mover.
This surprise entry tells us the Australian truck market is starting to change. A number of strong brands have dominated the Australian truck market and very few new brands have been introduced. However, the growing truck industry in China and the planned changes over to zero emission trucks has seen the introduction of a number of new brands from China and Korea.
FAW is probably the biggest global truck manufacturer you’ve never heard of. First Automotive Works makes everything from cars up to heavy duty trucks. Its trucks are sold in China under the Jiefang brand.
The JH6 prime movers were brought in as a Euro 5, but will transition to Euro 6. The engine available is a 13 litre rated at either 500hp or 550hp with 2300Nm or 2600Nm of torque available. There is a 600hp engine in the pipeline. The transmission is the 12-speed ZF AMT. There is also some talk of a Cummins option up to 15 litres as well. Eaton and Allison transmission options are also in the program.
As to the rest of the range, which may start to appear in the next couple of years, it will be difficult to assess how well it could do. This prime mover will be the first FAW to be sold onto the highways of Australia. If the FAW team have done the correct development work crossing the Ts and dotting the Is, then there could well be a number of freight tasks into which this particular truck would fit at what would be a very competitive price.
This truck has been included as a contender, mainly because it is the first of the Chinese brands to offer a complete package which meets all of the criteria the trucking industry here is looking for in a cost effective package.
Click here for the original article in PowerTorque’s September/October 2024 edition issuu.com/primecreativemedia-2016/ docs/pt0924
FILLING A NICHE
There a wide range of niches and subsets in the Australian trucking industry which suit a particular kind of truck, but there’s always one niche, or group of niches, which aren’t fully served. It’s the job of the truck manufacturers to make sure they offer a wide enough range to be able to fit into as many of their customers’ pigeon holes as possible.
Large loads on A-double, B-double or even a heavy semi trailer in tight situations are often being towed by the larger prime movers which have enough power. However, sitting with the cabin lower to the ground and its better all round visibility at that lower level is always going to be the safer option when moving the freight around in a busy or confined space. Heading into a crowded yard in a tall highway prime mover can quite often be problematic in tight situations.
Scania has three cab sizes, the R, G and P until now the P Series has been denied the higher horsepower end of the Scania 13 litre engine’s rating. The cooling package capable of handling the heat output from a high power 13 would not fit under the lower cab engine tunnel.
However, with the advent of the Super engines from Scania in the past couple of years, it was found that the more fuel efficient engine didn’t produce the same level of heat rejection as its predecessors and the cooling package under the P cab could handle the job. Hence the Scania 500P, which was tested on the roads in and around Melbourne on a grey day with
Out on the highway, trying to get a fully B-double loaded to over 50 tonnes up to highway speed is relatively simple, the 500hp kicks in and will satisfactorily get the whole rig up to cruising speed. It comes as a bit of a surprise when pulling the B-double up a slope out of a facility to find out you can do it easily with the 500P.
There’s enough power under the hood to get the job done, with 500 hp available at 1800 rpm and a decent 2650Nm of torque (1955 ft lb) available all the way from 900 rpm to 1320 rpm. This is the kind of performance which would surprise a driver used to horsepower ratings in the low 400s and having to work hard to manoeuvre a B-double loaded with containers in a tight container yard.
Read the full story in PowerTorque’s January/February 2025 edition: https://issuu.com/ primecreativemedia-2016/docs/ pt0125
VOLVO FH17 780
The Scania 500P Super.
The Volvo FH17 780.
AUSTRALIAN TRUCKING LOVES A BIG BANGER
The world’s most powerful production truck is put through its paces by Tim Giles and he has plenty to say about the latest innovations from the big Swede. The truck is also a contender for Truck of the Year Australasia 2025
Volvo’s latest addition to the FH16 catalogue does not actually have a 16 litre diesel engine, which the model name would suggest. It is, in fact, a 17 litre engine. The FH16 is an existing brand, a trademark and the model with that name has always been the flagship for the Swedish truck maker, so it has decided to stick with its FH16 branding, for now.
However, the fact of the matter is, the number which is on the door is
not as important as the horsepower rating. The importance of this number is emphasised by the fact that on the signage above the windscreen on the model tested by PowerTorque, the 780 was in a much bigger font than FH16.
Many in the industry get carried away by the performance numbers which are written on the door or above the grill on a truck. However, it is not just about the number which is quoted for power, but more about the torque available. It is about the way that these
two numbers interact and how they perform under load in real highway conditions for an average truck driver.
The aim of the exercise, for this average driver, was to take the 780 hp truck out onto the highway with a fully loaded B-double and see how it performs in a normal every day trucking role. This is how we can tell whether it’s just a number written on the door or there actually is genuine quality power and torque under the hood.
Volvo’s FH15 780 is the world’s most powerful production truck.
TRUCK OF THE YEAR FINALIST
In fact, it is common for many people driving trucks to believe that the most important number is that horsepower number. They believe that it is the power which gives them that ‘seat-of-the-pants’ sensation they will get when hauling a large load and they are accelerating along the highway at a decent rate.
In actual fact, it is more likely the sensation they are feeling comes from the torque generated by the engine. It’s the strength of the push being applied to the rotation at the flywheel, passing into the drive line, through the tyres, onto the road and moving that vehicle which does the trick.
HARD WORKING DRIVELINE
The features of Volvo heavy duty trucks have become familiar to us over time and each new model brings incremental improvements in the design and quality of the truck. The jump for Volvo from the 750hp to 780hp may have been incremental in Europe and New Zealand where the 750 was available, but much more significant here in Australia, where the previous highest horsepower from the 16 litre was 700hp.
The D17 engine is based on the D16 engine with a few modifications, including thinner and low drag cylinder liners as well as wave top pistons, which are in the process of being introduced across all of the Volvo truck engines.
The amendments to the design of the engine which enabled the increase up to 780hp saw an increase in the engine’s cylinder bore by 5mm to 149mm. This increased cubic capacity by over a litre, from 16.1 litres to 17.3 litres. As a result of this increase, the engine is achieving over 600hp all of the way from just over 1,000rpm to 1,950rpm, with the maximum at 780hp achieved at 1,700rpm.
The peak torque of 3,800Nm is available to the driver’s right foot from 1,000 to 1,200rpm. This torque rating equals 2802 ft lb in the old money and needs to be compared to the 1,850 or 2,010 ft lb which were the target values for torque not so long ago.
Needless to say, we can talk about these numbers as much as we like, but it’s that ‘seat-of-the-pants’ feeling
which tells the driver whether the torque is doing the job out on the road. With this truck it definitely has to be a ‘seat-of-the-pants’, because like most modern European prime movers the sounds inside the cab and the rumble from under the engine cover is barely discernible.
However, hooking into a corner at speed and then accelerating out of it is when the torque becomes very apparent, or when hauling a couple of trailers up a series of varying gradients like the long pull up Cunninghams Gap in Queensland. As a result, the combination made it up to the large servo just outside Warwick in good
flanks of Mount Mitchell.
On that climb it was the quiet effortlessness the driver feels as they get into the climb and how the driveline copes in an unfussy way with the varying gradient, tightening corners and stop/go road works traffic control, which impressed. The driveline is simply uncomplainingly hunkering down and getting the work done.
This driveline includes the latest version of the I-shift which sees even more integration, electronically, between the engine and the transmission. The changes are imperceptible and very quick. The time taken to move from one to the next was pretty quick when these
The side mirrors are now in the truck.
TRUCK OF THE YEAR FINALIST
but perceptibly, quicker with each new iteration.
FURTHER INTEGRATION
Volvo seems to have the topographical mapping of Australian roads worked out and loaded into this truck’s system. The transmission clearly knew the gradient was levelling off a bit and took advantage by quickly grabbing another gear and increasing road speed.
The truck also includes Volvo’s Pilot Assist in its offering as part of the Volvo Dynamic Steering package. This system continuously monitors the truck’s position on the road, using the data from the video camera in the windscreen. It then provides what Volvo calls ‘light steering assistance’ when the truck moves away from its desired road position.
Although the first iterations of this kind of system felt a little strange and
could be off-putting for the driver, who would be feeling alien impulses through the steering, Volvo have now got the settings just right. The driver can adjust just how much correction it will perform. It is possible to dial the bias into the steering depending on the road you are travelling on. For example, heading on a long straight open road with a howling gale coming in from the right, the driver simply adjusts the VDS so that the truck steers into the wind a bit to compensate.
The Active Cruise Control on this model also introduces a bit more subtlety. It will intervene when needed and slow the truck as it closes on a slower vehicle, but again it is done subtly. When a vehicle in front of the truck does something stupid or unexpectedly hits the brakes hard, the Autonomous Emergency Braking does its job and does so without fuss.
Armed with the smart mapping
of the road and the terrain, then the steering keeping the truck well inside the white lines, plus using ACC and AEB to avoid collisions with other road users, we are quite a long way down the road to autonomous trucks already.
Once the driver gets used to the way these systems work and has enough experience with them to gain some trust in the technology, they can leave a lot of the basic driving to the various electronics employed. Then they only need to concentrate on the high level monitoring needed to keep 60-odd tonnes of vehicle safe and heading in the right direction.
The driver can look further ahead and improve their anticipation, or keep an eye on the traffic behind to be aware of any approaching issues, while also acting in a courteous way, keeping everyone on the highway a little bit safer.
This model tested by PowerTorque
TRUCK OF THE YEAR FINALIST
has Volvo’s Camera Monitoring System (CMS) fitted and it proved to be a useful addition to the myriad onboard systems. This is not just a mirror replacement system, it also has an infrared function to enable it to improve visibility at night. It also includes moveable indicators on the screen so that the driver can see where the rear of the back trailer is. These can be adjusted while sitting in a truck park. Simply place an object on the ground next to the rear of the trailer and adjust the line to where it appears on the screen and save that position.
The jury is still out on whether camera systems to replace rear view mirrors are going to further improve safety outcomes, but they do have a couple of advantages anyway. Not having to look around large mirror installations through the driver’s and passenger’s window does aid visibility at road junctions and in busy traffic. The other is the reduced wind noise in the cabin for the driver from improved cab aerodynamics, which also results in a fuel saving.
FOR THE DRIVER
Sitting in the driver’s seat of this truck is certainly not an uncomfortable experience. The European truck makers have set the bar high and drivers can now expect a wide range of options to make life easy to bear.
One of those little comforts is the low noise levels, which don’t really hint at the amount of grunt working hard just below the cabin floor. It is quite an achievement to make a big banger like this which won’t interfere with a normal conversation.
Drivers feel secure when they know the equipment can do the job, that there really is that much torque and power under the hood. When the truck is climbing a steep grade under pressure, it will still decide to go up a gear if the grade eases slightly, and then accelerate. Most drivers in that situation would hold onto the lower gear, just to be on the safe side. The truck is being safe, but it has the data to know it can carry it off.
The level of sophistication of some of the systems is surprising, there is always a new feature which comes along. On this FH16 there’s an added
functionality on the retardation mode for driving down a grade. A button on the cruise control activates downhill mode and the system will use all of its retardation available to ensure the truck stays below whatever speed the driver sets for the hill. On this iteration the truck will even use the trailer brakes to maintain a safe speed if it needs to, as long as the combination is fitted with EBS.
At the same time as there are new iterations of all of these smart technologies, the actual design of the hard metal in the truck itself is very similar to its predecessors. Many changes to the metal of the truck are cosmetic, indicating brand differentiation from the previous model. Even the major changes in the
metal are invisible: a cylinder liner and piston head, in this case.
This is the way forward for the modern truck, where the physical object we see in front of us will hardly change shape, but the movement forward into the future will all be about the software. This model shows us where the Volvo truck brand is at this year, but software updates will continue to flow through into the system on an ongoing basis. Even getting downloaded remotely as the truck heads down the highway.
Volvo have always been one of the front runners in embracing technology and on the evidence of this latest model, the FH16 780, the brand is going to be one of the leaders for some time to come.
The sleek lines of the big Volvo reduce wind noise in the cabin.
ELECTION PRIORITIES FOR TRUCKING
The Australian Trucking Association is calling on the next federal government to prioritise key areas in the transport industry
The ATA has called on the next federal government to prioritise road safety, road projects, longer and safer trucks and more resources for trucking apprentices.
It believes that the federal government should provide financial support to apprentice and trainee truck drivers and their employers.
“Trucking is one of Australia’s essential industries. We deliver every item at your local supermarket, every litre of fuel at the service station and every medicine at the chemist, but we face a shortage of truck drivers,” ATA chair Mark Parry says.
“Truck driving is one of the top five occupations with a skill shortage. More than 26,000 positions are unfilled.
“The federal government provides financial support to apprentices in priority occupations such as electricians and mechanics. But it does not support people who want to work as truck drivers, even though driving operations can be an apprenticeship.
“Apprentices should receive $5,000 in support over their apprenticeship. Employers should receive $2,000 after six months and a further $3,000 after twelve months.”
The ATA is also calling for improved safety for truck drivers and everyone who uses our roads.
They have called on the government to resource the Australian Transport Safety Bureau (ATSB) to undertake no-blame safety investigations into crashes involving trucks where there are lessons to be learned.
“The trucking industry’s safety has improved markedly over the decades, but the number of crashes involving trucks will remain unacceptable until everyone who uses our roads gets home safely every day,” Mark says.
“The ATSB is Australia’s independent transport safety investigator. It investigates aviation, commercial
no-blame basis.”
The ATA wants to see longer trucks on the road in order to reduce costs for families and businesses. This is a part of its productivity and carbon emissions policy.
“Better government policies to improve the trucking industry’s productivity would save a typical Australian household more than $400 per year on their everyday purchases,” Mark says.
government should invest an extra $5 billion over ten years in targeted road upgrades to link up high productivity
“High productivity trucks, such as 36.5 metre long A-doubles, reduce the cost of moving freight and the amount of fuel you use. These trucks can only operate on defined networks, and often all that’s stopping their increased use is a single stretch of road, an intersection or an out-of-date bridge.
“The government needs to eliminate these gaps, accompanied by changes to the states’ networks. It also needs to press on with changing the national truck law and introducing a national automated access system to reduce the need for special access permits.”
ATA chair Mark Parry. Image: ATA
DEALERS THAT DO IT ALL
The Brisbane Isuzu dealership in Burpengary is uniquely positioned in its ability to take on new projects, like its recent partnership with Base Air.
Can a dealership do it all? That seems to be the motivation for the team at Brisbane Isuzu Burpengary when it comes to just how comprehensive their service is.
A key part of Isuzu’s dealer network in Brisbane, which has been operating for over 26 years, the crew pride themselves on the support they are able to offer their customers. This is thanks to the scope of not only the dealership itself, but the adjoining engineering department, whose purpose is the research and development and custom fabrication and manufacturing of components,
separate from the service workshop. They also have the capacity to build truck bodies on site, not having to contract independent bodybuilders and keeping it all in-house.
Brisbane Isuzu Burpengary general manager David Windsor says all these extra services and their ability to offer them to customers sets them apart.
“What’s different at Brisbane Isuzu is that we’re able to offer a fair bit more,” he says.
“We’re able to diversify from a support point of view. Our engineering workshop team is quite specialised when it comes to components, whether it’s designing and building
accessories for trucks or building electrical harnesses for body building, particularly in the fleet and government space.
“In addition to that, we have a wrecking and recycling facility on the site here as well. The Burpengary site will do everything from a brand new truck driving out the door to its last days being dismantled for reuse of parts to keep other Isuzu Trucks on the road and the recycling of materials such as scrap metals and copper from wiring harnesses.”
As far as dealerships go, being able to manufacture truck bodies on site offers David and the team a
Brisbane Isuzu has been delivering quality vehicles for 26 years.
significant advantage, especially with the customisability of several of their Isuzu models.
Big Rigs Australia, a body-building business, is based alongside Brisbane Isuzu in Burpengary, also operating another factory in Acacia Ridge in Brisbane’s southern suburbs.
They will build flat deck trays, tipper bodies, beaver tail bodies, pantechs and curtainsiders locally, while Acacia Ridge focuses on Pentecostal and curtainsiders for the Isuzu Australia ready-to-work offerings.
“It gives us another control point where we can build our own gear and design it all on site,” David says.
“We’ve got the ability to sit down with customers, understand their needs and then be able to correctly specify the vehicles and provide drawings prior to order.
“Even during the build, Our customers can come to the one site, see the progress of their vehicle and make any adjustments needed to ensure the build matches their needs exactly. We feel that this process makes a big difference to our customers and their confidence in our product.”
While their primary business is selling, building and servicing trucks, the Brisbane Isuzu team also run a small fleet of internal freight trucks, all Isuzu models of course.
They are used typically to run parts between the Brisbane Isuzu network, wherever they may be needed most. One of their curtainsider freight delivery vehicles has recently been fitted with Base Air.
“Our internal freight trucks are just running parts and whatnot between the dealerships and doing odd jobs where our small internal run vehicles aren’t big enough,” David says.
“You need something to pick up larger or heavier bulk items. That’s just a general freight vehicle that we utilise, but it can perform numerous different jobs within the group.”
BUILDING
A PARTNERSHIP
It is no doubt an exciting year to be involved with anything and everything Isuzu. The new model range is now out in the public eye in a long-awaited move by Australia’s market leader.
This will also mean a massive
“The change in the handling of the truck fitte ith a e ir is insane. I’ve sort of likened it to being in a go-kart.”
increase in work for dealerships across the country, taking orders for customers big and small looking to expand their fleets or replace trucks within them.
On the sales side of the business, Nic Bradley has been involved with Brisbane Isuzu for nearly 14 years. He says he’s never seen quite this level of anticipation within his section of the industry until now.
“We’re just really keen to get in and get our teeth into them,” Nick says.
“The product looks fantastic. It’s a big change for Isuzu, the step up is massive. The improvements we’re going to see in terms of safety features, driver comfort and technology inside the truck is just amazing.
“The buying public suggests that there is supply shortage of new vehicles but that isn’t the case. The Isuzu Dealer Network has delivered just over 40,000 vehicles in the last three years. It comes down to customer orders outstripping what we can deliver.
“I’m really keen for the momentum to continue with the new product
major Isuzu launch in 2007 so this is a massive event for me.”
The Brisbane Isuzu team have plenty of exciting news of their own, forming a new partnership with Base Air to install their suspension solutions on their vehicles.
Strangely enough, it was first formed through the bus side of Brisbane Isuzu’s business, with the first Base Air installations being used on some of their I-Bus models.
“We were invited by Base Air to view and test drive an FTS 4x4 demo that they had,” David says.
“We were interested in the system as we were arranging the build of a similar model bus at the time. Once we had seen that the system wasn’t just fitting some air bags to a vehicle, but how the Base Air valves interacted with the vehicle to improve the stability, handling and performance of the vehicle we knew it would be a great addition to our product.
“We also looked at how we could apply it to our commercial market, that’s where the brain really started ticking.”
David and the team identified that the Base Air pressure-control would pair well with several of their available models, including tippers and agitators due to the high roll centre of these vehicles.
Being quite top-heavy in comparison to bigger combinations with multiple trailers, it seemed like a perfect fit.
A look inside the Burpengary dealer.
how the Base Air system could be utilised in the lighter vehicles with their N Series, DMAX & MU-X side of the business.
“We got to work straight away, working with the Base Air team to get trained on the fitment of their system and developing mounting solutions for our N Series, I-Bus and Isuzu Ute vehicles,” David says.
“The feedback we started to get after doing these installs made it evident that Base Air does change the performance of the vehicle from a safety and stability level, as well as the overall driving experience.
“All these different projects have set the platform for us to really get moving with Base Air.”
One of the first trucks that Brisbane Isuzu delivered to a customer was an FYJ Agitator model that was originally specified with dual height control valves by the customer and changed to the Base Air system during the build.
“Agitator drivers are usually very muted when it comes to positive
feedback, and the gentleman I sold this one to was singing praises,” Nic laughs.
“I spoke to him the day after he received it, to make sure the truck was going well, and the first comment he made was how fantastic the Base Air system was.
“The change in the handling characteristics of the truck is insane. I’ve sort of likened it to being in a go-kart. There’s minimal body roll with
Base Air installed. Even when fully loaded, he’s been much more efficient when navigating roundabouts and sharp corners.
“The Base Air system works to counteract the natural vehicle lean in a way that really needs to be driven to understand. Having vehicles on the road with the system fitted has certainly helped customers to see the benefits of Base Air.”
A variety of Brisbane Isuzu’s trucks have been fitted with Base Air, from front loaded tippers to concrete agitators.
Brisbane Isuzu has been fitting out trucks with Base Air.
MANNING THE SHIP
Part of the continued success of the Brisbane Isuzu dealer network has been the stability that they have managed to maintain across the years. Look no further than the man at
promoted to the general manager role in 2018.
There has certainly been a change in people’s expectations from dealerships, and the people within them, David explains.
“If you went back 20 years when I first started selling trucks, I’d say people in the transport industry were reasonably comfortable in sorting their own stuff, to some extent, whether that’s a body build or accessory fitment,” he says.
“As time has gone on, more people are searching for a ‘drive out the door’ solution. The expectation now is being able to walk in and say ‘this is my business, this is what I need a truck to do – what solution can you provide?’
“The expectation of the sales team is that they provide a service where the customer can just walk in at time of handover, pick the vehicle up and put it straight to work.
“We believe having the facilities
The changing over of the guard across the transport industry has also significantly changed not only the types of vehicles being sold, but how they have to be sold.
As a new truck sales consultant at Brisbane Isuzu, Nic has seen plenty of industry change over the past 15 years, including the driver shortage, rise of alternative fuels and continuing fights for access and regulation.
He has seen how family businesses are changing hands and the younger generations are becoming drivers and company owners.
“I’ve seen a large change across this period, where we’re seeing those older blokes getting out of the industry and handing it down to their sons and daughters,” Nic says.
“That comes with a massive change in expectation. The people coming through now know what they want, and they want it to be right, however they have less time to spend communicating these needs.
“For us, that means we have to be efficient in everything we do. We want to make sure we’re understanding the customers’ needs and be able to implement them.
“Having the facilities we do, where we can take customers down to see the vehicles in build or show them a build prior to ordering is a massive help to what we do every day.
“Having the extra tools to build that value into our product and get our customers sorted in a timely manner is
“I’ve delivered trucks to many regions, and that’s purely just due to having the facilities that we do and being able to tailor the trucks to the customers needs.”
BRISBANE ISUZU
Brisbane Isuzu was crowned as Australia’s #1 selling truck dealer in 2023, after also taking out the title in 2022. It has four locations, in Archerfield, Burpengary, Eagle Farm and Stapylton. Base Air is available now from the Burpengary site, with the broader Brisbane dealership group to be added later in the year.
Brisbane Isuzu has also utilised Base Air on their I-Bus models. There’s plenty to like right now.
was the launch of our New Gen Euro3 models in 2008, and the market success of that range, albeit with our continuous improvement approach and regular model upgrades, has carried us through to today.
“Our all-new 2025 truck range represents a new era for IAL. Based on the massive research and development undertaking for this new range by Isuzu Motors Limited, our experience in working with the new models for Australian operating conditions, and the extensive testing and development work already completed, we are hugely confident in the market prospects.”
“Sure, it’s a new model, but it’s the smarts that underpin it that will deliver the dividends,” adds Isuzu Australia director and chief of sales and aftersales Ben Lasry.
“For our industry suppliers, there’s all new electrical architecture and even more effective integration of chassis and body.
“For our customers, there are real productivity gains to be achieved from new powerplants and specification configurations, all-new safety benchmarks to keep operators and other road users even safer, and an even more comfortable and ergonomic cabin, ensuring that they can put their best foot forward to attract and retain talent.”
The all-new 2025 Isuzu truck range will be displayed on stand 52 (Hall 2).
HIGH HORSEPOWER
Scania meanwhile will be showcasing its V8 prime mover, the 770 S 6×4. It boasts 3700 Nm of torque from just over 1000 rpm from its 16.4-litre V8 engine, and the S-series extended CS 23 cab delivers a flat floor and the ultimate in spacious luxury for a driver who may live aboard for days at a time.
Scania says it remains the only supplier of on road trucks powered by a V8, and the S-series show truck comes equipped with all the latest and greatest European active and passive safety features from Advanced Driver
Assistance Systems to side curtain rollover airbags, autonomous emergency braking, adaptive steering, as well as Scania’s brand new all-digital dashboard.
Scania says the 770 S CS 23 sets a new standard for long haul comfort, technology and convenience and is joined on the stand by a 500 P low entry prime mover boasting an example of the successful 13-litre straight six-cylinder SUPER engine family that has been a huge hit with Australian customers since launch two years ago.
The brand says the 500 P prime mover is ideal for last mile delivery, urban and regional work, as well as having the flexibility to undertake B-double work when needed.
Driving down fuel consumption and emissions has seen a rapid acceleration with the arrival of the Scania SUPER engine range. Scania’s claims of an eight per cent fuel saving have been met and exceeded in many cases in real world operation down under.
The feature-rich all-new DOHC design delivers amazing fuel figures, plenty of power and prodigious torque.
Compared with rivals of similar hp outputs, the Scania SUPER engines deliver more torque at each hp rating which underscores its drivability and performance as well as fuel economy and reduced emissions.
Scania is showing off its most powerful prime mover.
2023 was the biggest attendance for the Brisbane Truck Show yet.
Image: Prime Creative Media
Image: Sacnia Australia
INSIDE INDUSTRY
IMPROVED ACCESS EQUALS IMPROVED PRODUCTIVITY
NatRoad CEO Warren Clark believes that removing the majority of heavy vehicle access permits save time and money for operators and governments alike
When it comes to the issues in the trucking industry right now, the conditions of our roads, congestion and access have all come to the foreground.
NatRoad members have told us that of all their concerns, access is one of the challenges topping their list. What’s more, better access for trucks feeds through into improved productivity for any industry using road transport.
NatRoad has been working together with other industry associations and stakeholders to keep up the momentum of access reform and help drive higher productivity both within our industry, and ultimately across the entire economy.
NatRoad’s ‘Road to 2028’ agenda highlights the urgent need to improve heavy vehicle access to both unlock safety and productivity benefits, and reduce the burden on operators of constantly having to apply for permits.
NatRoad recognises the work of the National Heavy Vehicle Regulator (NHVR) in allowing tasks — which once required multiple access permits — to be fulfilled under the same notices. However, the process has not progressed quickly enough. Trucking operators are being hamstrung by delays in the issuing of permits and the increasing costs to meet compliance requirements.
Due to the dramatically increasing need for higher productivity vehicles the number of permits required has more than doubled in the past decade. The strain on the process, which uses legacy systems to process and analyse permit applications, is causing delays that will further hamper any progress on improving productivity. Many of these delays could be averted by giving general approval to the types of heavy vehicles consistently being granted access under a permit, almost
automatically, today. There are many routes to productivity. Removing the red tape of unnecessary permits and complicated application processes is one clear solution that benefits the Australian economy and enables regulators and road asset owners to concentrate on other areas to deliver further improvements.
In NatRoad’s submission to the National Heavy Vehicle Regulator’s Productivity Plan 2024-2029, we called for governments to take bold action to boost productivity, with the elimination of 90 per cent of all heavy vehicle road access permits by 2028.
Governments should not simply start applying a layer of automation over the top of a broken and inadequate permit system. A new approach to network-based access is needed, one that not only reduces red tape for industry, but also removes administrative burdens for governments.
Making it easier for high productivity trucks to move around the country is key to streamlining the freight task. Image: stock.adobe.com/gilles paire
The recent announcement from the Victorian government that it will end the imposition of structural bridge assessment fees next year is an example of reducing red tape and costs for operators. It comes after extensive industry engagement with NatRoad working alongside the Victorian Transport Association and the Heavy Vehicle Industry Association on the issue. It’s great to see the Victorian government now recognising the issues facing trucking operators.
The ending of structural bridge assessment fees in Victoria represents the kind of change we need to see across the country and would make a significant difference in the push for more higher productivity trucks on our roads.
The Heavy Vehicle Structural Assessment Permit System in Victoria, will be capable of automating 85 per cent of the vital structural assessments
needed, leading to reduced processing times for applications from transport operators. Faster assessment and approval aids in a substantial improvement in productivity outcomes.
NatRoad’s work with the Victorian government aims to further improve the transition to a more efficient process for operators looking to improve productivity.
The Australian economy also needs the proposed National Automated Access System (NAAS) as soon as possible to enable businesses to plan and execute freight tasks in real time online. The Tasmanian Heavy Vehicle Access Management System (HVAMS) has proved an efficient access system is possible. NatRoad believes it should be rolled out nationally and as a matter of urgency.
Modelling has shown improving heavy vehicle access would save the average consumer over $450 annually. This reduction in red tape is something everyone should be getting behind in a period when the rising cost of living is at the front of everyone’s mind.
Warren Clark is CEO of the National Road Transport Association.
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IT’S BLACK AND WHITE: WE ALL NEED SPACE
The National Heavy Vehicle Regulator’s Executive Director of Corporate Affairs
Michelle Tayler has an update on how the group is focusing on safety this year
At the National Heavy Vehicle Regulator (NHVR), we firmly believe one of our most important roles is playing our part in educating drivers on how to share the road safely.
When we were alerted to a growing concern from industry, jurisdictional partners and our own Safety and Compliance Officers regarding unsafe practices being witnessed during Oversize Overmass (OSOM) movements, we embarked on the creation of a new colourful and attention-grabbing campaign to help tackle the issue.
The NHVR have long-strived to create road safety campaigns which capture the attention of the everyday driver – as well as promote critical safety messages which are easily digestible and can be put into practice.
Our latest road safety campaign It’s Black and White: We All Need Space seeks to alert drivers of the need to stay safe around OSOM vehicles through creatively comparing these enormous “superloads” – which can be everything from wind turbines, mining equipment, electrical transformers or tunnel boring machines – to other “huge” things.
Superload movements can weigh as much as 583 giraffes (up to 700 tonnes), stretch as long as the height of the Melbourne Star (120 metres) and be as wide as 10 AFL players lined upside by side (almost 6 metres) – with some OSOM loads even bigger.
We want to drive home the message that just as you wouldn’t want to go head-to-head with a herd of 500-plus giraffes weighing more than 700 tonnes, you also don’t
want to get on the wrong side of an OSOM vehicle.
Our campaign also clearly outlines the important role pilot and escort vehicles play in these complicated movements – and the necessity for other drivers to pay attention, and follow their instructions should they be approaching an OSOM vehicle.
Ensuring these critical safety messages reach as many people across the country as possible is a key component of our campaign strategy.
It’s why we have explored multiple partnerships over the years, including campaigns featuring the likes of comedian Jimmy Rees, musician James Blundell andformer NRL star Sam Thaiday.
For this campaign we were excited to partner with the
Collingwood Football Club, who have worked with the NHVR to promote the safety message.
Collingwood CEO Craig Kelly says the Club was pleased to support the partnership given the important community safety message.
The NHVR will also maximise this partnership opportunity by holding safety messaging activations at a number of AFL games throughout the 2025 season, where we will deliver face-to-face safety awareness to hundreds of thousands of footy fans.
With Australia currently witnessing a construction boom, enormous OSOM movements are becoming a much more common occurrence – something which is likely to continue well into the future.
These movements play an essential and important role, critical to help shape the growing needs of our society, while at the same time also posing significant logistical challenges and requirements to operate safely.
Not only do they often stretch across multiple lanes, require road closures and traffic light management, but the associated convoy of pilot and escort vehicles can mean the movements stretches for kilometres, sometimes moving at necessarily slow speeds.
Last year Melbournians witnessed a colossal movement of a 477-tonne, 125-metre-long load from the Wilson Transformer Company in Glen
Waverley, through the city and onto the Waratah Super Battery Project in New South Wales.
The striking vision of the extraordinary load navigating through the busy streets during the night garnered significant attention, and required the cooperation of multiple agencies and operators –including the NHVR.
And earlier this year the NHVR team even assisted in coordinating the movement of nine elephants from Melbourne Zoo to their new home at the Werribee Open Range Zoo.
As those in the heavy vehicle industry would understand, navigating OSOM loads is a challenging and potentially dangerous task not only for the driver, but for also for the accompanying pilot and escort vehicles.
Unfortunately, members of our NHVR team have reported other motorists not following escort vehicle instructions, attempting to overtake when it is not safe to do so, and even honking and abusing officers just doing their job of keeping everyone safe.
Sadly, there has been several high-profile incidents involving OSOM vehicles over the past decade which have had tragic outcomes –and with a growing number of major projects in the pipeline likely to lead to an increase in such movements, we felt it imperative to invest in this space.
With these vehicles having limited maneuverability, the role of the pilot and escort vehicles in ensuring the transportation stays on track and safe is paramount.
Fortunately, members of the public can stay safe by following the clear instructions handed down by these vehicles which may be through hand signals, vehicle signage or over the radio.
What we know is by educating light vehicle drivers about what actions they need to take when they encounter heavy vehicles on the road, we can get better safety outcomes for both industry and the general public.
A collision or near miss between a major OSOM load and another vehicle has the potential for catastrophic consequences – a scenario no one wants to see.
It is up to all of us to slow down, stay patient and follow instructions from the pilot and escort vehicles, to ensure everyone makes it home safely.
For more information about the campaign visit: www.nhvr.gov.au/blackandwhite
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BECOMING A FUTURE LEADER
Being awarded opportunities to grow within the transport industry isn’t everything – but taking advantage of those chances certainly is
Jo Tomaszewski works as an operations manager at Freighter Group.
The past six months have been an unmistakable whirlwind for transport industry professional Jo Tomaszewski.
She has spent nearly a decade at Freighter Group, formerly MaxiTRANS, where she has been the operations manager since November of 2019.
Since last year, Jo has gone on to be awarded two of the transport industry’s best opportunities for up and coming individuals – the Transport Women Australia Limited scholarship and selection as a Daimler Truck Future Leader.
The Daimler program in particular offers experience that very few others do. Jo had already attended a twoday workshop in Canberra, and will have just presented the fruits of her research as a part of the program at Trucking Australia 2025 at the time of publication.
But Jo’s story started in the accounts department, working up through her roles at other transport businesses before finding herself at Freighter.
An accountant by trade and education, she says that the draw to take on an operations role came from the challenge that she knew would come with it.
“I went away from the transport industry for a few years into engineering, then I applied for the systems accountant role at Freighter,” Jo says.
“When I first got offered the operations manager position, it was a challenge to take on. I wanted to prove that I knew my stuff and I can talk trucks and trailers and have those technical conversations.
“I’m confident in that now which is nice. My hard work is starting to pay off and I really appreciate the company giving me the chance to learn and grow in my role.”
Across the decade at Freighter, Jo has become an invaluable part of the team. Her name was put forward by people within the industry to Road Freight New South Wales, who then nominated her to be a Future Leader. It was of course massively
TWAL celebrated its 25th anniversary last year.
celebrated by Freighter when she was selected, as well as by Transport Women Australia, in what has marked a milestone in her transport career so far.
“It’s pretty cool to be recognised in that way,” Jo says.
“I jumped at it straight away. I was really excited and privileged and proud.
“Starting as an accountant I wasn’t particularly customer facing, whereas now in operations its very much the opposite.
“I think it takes a fair bit of confidence to be in those kinds of roles in the industry. To now be a part of the Future Leaders Program, I’m stoked.”
The two-day workshop in Canberra as a part of the program acted as an eye-opening experience to the depth on offer in the transport industry.
The Future Leaders work in groups, dedicating their time to their project and learning about a number of ways to improve themselves and their skills to enhance their careers.
“I definitely learned a fair bit in Canberra,” Jo says.
“There was a big focus on leadership and the government and industry as a whole. But what I found the most interesting was how we were all from different parts of the industry. It was awesome to see how it all links together.
“In my role in operations, given we service trailers, I don’t have much contact with drivers. Whereas another operations manager in my group has a strong driver perspective.
“While we’re all in the same industry, there’s so many different parts of it you wouldn’t know anything about unless you’re having these conversations with people. It was fantastic being a part of it with so many like-minded, passionate people.”
THE BALANCING ACT
The Transport Women Australia Scholarships, awarded annually, offer the chance for women within the industry to take the next step in their career.
They provide resources through the scholarship for the winners to undertake training or courses that will help to provide greater opportunities.
Luckily for Jo, this aligns with the steps she’s already been taking, currently nearly halfway studying a Master of Business Administration, which she began early in 2024.
Working full-time at Freighter, being a mum and studying a master’s degrees certainly comes with its challenges, but she says it’s all about the balancing act.
“The Transport Women Australia Scholarship has gone towards the rest of MBA,” Jo explains.
“It can be pretty full on, but I’ve found that for me it’s all about managing my time. I’m very particular with my time when I’m working. When I‘m at work, I’m focused 100 per cent on work, and when I’m studying I’m all in on that.
“Then when I’m with my daughter, we’ll be at a little kinder gym class or a swimming lesson, and I’m fully focused on spending time with her. I really want to make sure I’m being in the moment when I’m doing each particular thing.
“Although my 16-month old little girl is so happy and chilled out, so she’s more than happy to just play when I’m doing a bit of study here or there!”
Transport Women Australia has now been in operation for over 25 years, founded by women pushing the boundaries of the industry, which has remained to this day.
As its membership continues to grow, more initiatives like the scholarships have continued to offer greater opportunities to women in transport like Jo.
She says that the organisation has been nothing but helpful and supportive since she has been involved with them.
“I think it’s amazing what they do,” Jo says.
“Even before I got awarded the scholarship, I thought it was a great organisation to be a part of. There’s great camaraderie within it.
“I’ve always found it nice to be around a group of women who are working hard within the industry, and be a part of the industry in itself.
“All the women I’ve met within the organisation are just really genuinely, lovely people. It’s a great support network to have.”
Image: TWAL
“Road safety is not just about preventing accidents, it’s about protecting our families, coworkers, friends, and community.”
give my opponents as little space as possible and break down their defence. While the opposition may not need space on the field, trucks sure do on our roads!”
BY THE NUMBERS
Another recent campaign by the regulator has revealed concerning statistics surrounding education on driving around heavy vehicles, exactly what the ‘We All Need Space’ campaign aims to alleviate.
The NHVR issued important safety reminders to new and still learning
young drivers about driving safely around trucks.
The regulator has identified that just 39 per cent of young people surveyed recalled having a question about driving trucks on their learner test, and 31 per cent didn’t know you should keep one lane free either side of a truck when it is turning.
This came from a survey questioning 1167 young drivers over the past six months. It also revealed that almost half had not had any instructions on how to drive safely around trucks by
their parents, guardians or driving instructors.
“Alarmingly, we see young drivers are vastly overrepresented when it comes to crashes involving heavy vehicles — a scenario no one wants to see,” Michelle says.
“It’s why the NHVR is constantly exploring new ways of engaging with young drivers — evident through the launch of our highly-successful Being Dead is Boring campaign.
“Our goal is to prevent situations where an inexperienced driver could be in a lane next to a turning truck, they pull in front of a truck too soon or they linger in a truck’s blind spot.”
To combat this, the NHVR is issuing critical safety reminders regarding navigating a truck’s blind spots, not passing turning trucks, and leaving enough space when overtaking.
In an effort to spread these crucial safety messages, the NHVR held an interactive activation at Westfield’s Chermside shopping centre in Queensland from April 3 to 6 where drivers could test their road and truck knowledge via a specially created video arcade game.
The NHVR’s Being Dead is Boring campaign had reached more than 15 million online impressions by midApril by putting a road safety spin on some of the most popular Tik Tok trends to get young people thinking about truck safety.
The NHVR has formed a partnership with the Collingwood Football Club.
The launch of the latest incarnation of the We All Need Space campaign.
Insights from toll road operator Transurban are pointing towards the incoming trends in road freight
GAZING INTO THE ROAD FREIGHT CRYSTAL BALL
You don’t need us to tell you, and we’re sure you’re seeing it with your own eyes – the way road freight is moving in Australia is changing by the day.
There are of course several factors having an impact. The roads themselves, and the access that heavy vehicles are allowed on them, are forever an issue in discussion by both big and small sectors of the industry.
Where demand continues to grow and shrink is similarly having an impact. We saw during the height of the COVID pandemic how greatly demand for direct-to-door deliveries increased, and hasn’t really died away.
New technologies, including automation across different parts of the freight chain, telematics and other methods of managing decarbonisation, have also got significant potential to change the freight landscape.
All this and more was discussed in a report titled ‘The Future of Freight’ by toll road operator Transurban, which is responsible for the operation
of some of Australia’s busiest roads, including CityLink in Melbourne, the M2, M5 and M8 in Sydney and the AirportlinkM7 in Brisbane.
Australia’s eastern coast is already filled with incredibly busy freight routes which are dominated by passenger vehicles, and will only continue to be more so.
Transurban’s report estimates that there will 40 per cent road freight growth in these major cities by 2040, outpacing the expected 28 per cent population growth.
This growth has become particularly noticeable in the busiest times of the year, surrounding Black Friday and Cyber Monday sales, as well as the leadup to Christmas and the holiday period.
Transurban says that approximately 7.6 million Australian households shopped online across November and December of 2024. This resulted in Australia Post delivering 103 million parcels.
This is a growth of 88 per cent
(Black Friday online sales) and 70 per cent (Cyber Monday online sales) from 2019, pre-pandemic levels.
The issue is fairly clear — there are more packages and freight that need to be moved, but still the same number of drivers and trucks. Melbourne in particular is forecasted to be one of the biggest offenders, with an estimated 48 per cent road freight growth in the next 15 years.
Transurban used its toll roads as a case study to look into the benefits and detriments to productivity and efficiency on our roads at the moment.
While freight routes are continually being analysed and improved, as seen by the massive investment from the federal government in the 2025-26 budget, there are still those that are better options than others.
Transurban estimates that the average number of daily trips on toll roads has increased by 57 per cent. This can offer transport operators both travel and fuel savings, with shorter and more efficient trips travelling cross-city.
Transurban trialled an automated truck on CityLink in 2022.
Image: Transurban
THE NEXT GENERATION
Daimler Truck is looking future forward in 2025, with the latest technology and electric vehicles at the forefront
The next generation of Freightliner is more available than ever thanks to a key service deal.
Daimler Truck is introducing an offer of a free three-year/450,000km Complete Service Plan package for select new Freightliner Cascadia models until June 30, 2025.
A Complete Service Plan is the highest-level Daimler Truck service package available and is described as a complete service, repair and wear and tear package for “all-round protection”.
All the work is carried out at Daimler Truck dealerships by factory-trained technicians using only genuine parts, keeping your truck in pristine condition and maximising uptime.
If something does go wrong, roadside assistance, repairs and towing cost (up to 600km) are covered too.
“Cascadia customers are already benefitting from reduced running costs thanks to the amazing fuel efficiency, but this offer helps them save even more,” says Daimler Truck Australia Pacific Sales and Marketing Vice President, Andrew Assimo.
“Our three year/450,000km offer represents a really significant saving and we are thrilled to be able to offer it to our customers.”
The Cascadia is available as a 116 model with a 505hp Detroit 13-litre engine or as a 126 with 600hp Detroit 16-litre unit. Both engines use a smart 12-speed Automated Manual Transmission that uses GPS a topography data in order to coast for optimum efficiency.
Last year, the fifth generation Cascadia arrived in the United States as the latest Freightliner model. The newest addition to the Freightliner family will build on the company’s legacy for providing the industry’s preferred on-highway truck with advanced safety features, increased aerodynamic efficiency and a new business intelligence tool suite.
The fifth-generation truck includes all-new and expanded capabilities for the Detroit Assurance Suite of Safety Systems.
These updates include enhanced computing power and an upgraded camera, as well as four new shortrange radar sensors and an improved long-range radar sensor.
The active brake assist six is included, while active lane assist, attentive driver protection and side guard assist all part of the package.
On top of this, the intelligent braking control system introduces brake-by-wire technology combined with back-up pneumatics.
Finally, the new release also includes dual stage intelligent LED headlights and a factory-installed MirrorCam system for driver visibility.
ELECTRIC TRIALS
Arrow Transport Logistics and Quarantine Services has launched a new electric truck trial alongside Port of Brisbane that will see a MercedesBenz eActros prime mover deliver containers around the port as an A-Double combination.
The eActros features three lithiumion battery packs with a total capacity of 336kWh and can operate at a GCM of 40 tonnes.
It has up to 200 kilometres of range
in a typical working situation.
Testing has also found the vehicle to be 10 decibels quieter in the cab, which means perceptible in-cabin volume drops by around half when compared to a traditional diesel prime mover.
Arrow Transport Managing Director Craig Webster says he is excited to see the results of the eActros in the business’ Brisbane operations.
“Sustainability is a real area of focus for Arrow, so we were very excited to pursue this opportunity to put an allelectric Mercedes-Benz to work with Arrow at the Port of Brisbane,” he says.
“We are quite excited to trial a truck that can operate on green energy carting containers while producing zero emissions.”
The Mercedes-Benz eActros has earned international recognition for its status as one of the leaders of the new generation of electric trucks.
The eActros 600 was named the 2025 International Truck of the Year by a jury of 24 editors and senior journalists from the commercial vehicle press in Europe.
International Truck of the Year is presented to a truck launched in the previous 12 months that has made the largest contribution to road transport efficiency.
It was just the second time an electric truck was named the winner of the award.
The Freightliner Cascadia can be rated as high as 600hp.
European construction of the eActros 600 model commenced towards the end of 2024, with the first models being delivered to local German customers at the end of the year.
Andrew Assimo says he is pleased to see “the most advanced electric truck on the Australian market” integrated into Arrow Transport’s operations.
“The eActros is a great example of design, with its advanced technology incorporating an integrated motor as part of the drive axle, but it is also a practical workhorse,” he says.
“We love to see the eActros hard at work, delivering freight and producing zero exhaust emissions in Australian conditions for customers who are looking to advance their sustainability programs.
“It’s the most advanced electric truck in the Australian market and we know it will make a great impression at the Port of Brisbane.”
In addition to its trio of lithium-ion batteries and reduced noise capacity, the eActros also features two liquid-
cooled motors integrated into the drive axle.
It has 536hp (400kW) peak power output and 443hp (330kW) continuous output.
A five-stage recuperation braking system works like an engine brake to both spare the service brakes and recoup electricity, which is fed back
into the batteries. The truck also comes with safety kit including Lane-Keeping Assist, Attention Assist and Stability Control Assist. It also has tyre pressure monitoring, and the ability to use front and side radars – and a front camera –to automatically brake for pedestrians and other vehicles if the driver is distracted.
Support for running your business
When you join NatRoad, not only do you get industry-leading discounts on fuel and tyres, you also have access to expert resources to support your business, including advice on HR issues and workplace compliance, plus insurance benefits, discounted roadside assistance, and more.
NatRoad is the largest road freight transport association supporting trucking businesses in Australia. Become a member today.
Arrow Transport’s electric prime mover.
THYDROGEN OFF THE HIGHWAY
The 2025-26 federal budget has been a mixed bag for the future of hydrogen projects in the transport sector
he big promises put forward in the budget are always one of the key areas of interest when election time rolls around. Unfortunately, in this cycle, hydrogen was not one of the winners.
Investment into hydrogen in Australia, both in terms of infrastructure such as refuelling stations and support for maintenance, as well as trucks themselves, is still not quite to the level of what is being seen in other countries, like New Zealand.
Rental businesses like TR Group have now got fleets of more than 20 hydrogen trucks being leased out to customers in New Zealand — a far cry from our own backyard.
One of the ways the federal government has looked to alleviate this is through the Hydrogen Highways Fund.
The program held the goal of turning Australia into a leader of hydrogen transport and was set up as part of Labor’s 2022 Driving the Nation fund, which has helped fund projects including the addition of electric vehicles to large operators including Toll Group, Linfox and ANC.
However, $75 million has been
quietly removed from the fund in the 2025-26 Budget, to some disappointment from those heavily invested in the future and potential of hydrogen trucks in Australia.
It has been reported that the Hydrogen Highways project committed funding to just one project in its three years of existence, Line Hydrogen’s $5.5 million development in Georgetown, Tasmania, before the funding cut.
We spoke to Fiona Simon, the CEO of the Australian Hydrogen Council, the peak body for the hydrogen industry, about the impacts of the loss of funding.
The AHC made a pre-budget submission to the federal government covering a number of areas and priorities needed to make Australia into a global hydrogen leader.
Concerning the Hydrogen Highways fund, the submission stated that the government needed to ‘revise and progress the Hydrogen Highways initiative or reallocate funds to refuelling for other heavy transport applications for 2025-26.’
“The moving of $75 million of funding is not a surprise, to be honest,” Fiona says.
“In the budget submission we wrote that nothing had happened with that money, or that we hadn’t observed anything happening with that money at least.
“We needed to come out of that limbo of waiting to find out if anything was going to happen under the Hydrogen Highways program.”
Fiona says that the AHC has had positive conversations with the federal government regarding support for hydrogen trucking – the loss of funding is certainly not panic stations at all.
There was other significant investment laid out in the 2024-25 Budget, with the Hydrogen Strategy 2024 acting as groundwork for the future of hydrogen in Australia.
‘Australian hydrogen could avoid emissions of between 93 and 186 million tonnes of CO2 per year by 2050,’ the strategy states, with transport a big part of working towards that decarbonisation goal.
Long haul transport in particular was identified as one of the most prospective hydrogen demand sectors.
The New South Wales Hydrogen Hub Initiative was an area of funding put towards hydrogen, aiming to
Dr Fiona Simon (second from left,front) pictured at the Asia Pacific Hydrogen Summit & Exhibition. (Image: Australian Hydrogen Council)
‘unlock a green hydrogen industry and workforce to transform NSW regional economies and prepare NSW for the future as global markets decarbonise’.
This project supported the development of three hydrogen hubs across the state, with $109.3 million put towards the Good Earth Green Hydrogen and Ammonia – Hiringa, Sundown Project Co in Moree Plains, The Illawarra hydrogen technology hub – BOC Limited, in Cringila and The Hunter Valley Hydrogen Hub – Origin Future Fuels, Orica, on Kooragang Island in Newcastle.
“We asked for the $75 million to be reallocated back into hydrogen, as opposed to putting it back into general revenue,” Fiona says.
“Last year’s budget was very much a hydrogen budget. However, the government is still very open to working on hydrogen projects within transport, but it is a matter of reorienting what those are.
“We have been arguing for steps to be taken to support hydrogen and transport, but the loss of funding for Hydrogen Highways is an understandable outcome given its lack of progression.”
2024 also saw moves made in other alternative and renewable fuels, such as synthetic fuel production.
English company Zero Petroleum laid out plans to build a commercialscale synthetic fuel production plant in Whyalla, SA.
‘Plant Zero.SA’ is set to be located in South Australia’s Upper Spencer Gulf, and the feasibility study will officially be supported by the state government and run in collaboration with a consortium headed by Adelaide Airport and Qantas.
It has since been through a sixmonth feasibility study which will evaluate the technical, economic and environmental viability of a facility capable of producing up to 10 million litres of synthetic aviation fuel, gasoline and diesel annually.
“South Australia’s leadership in renewable energy and renewable hydrogen production makes the state an ideal location for advancing e-fuel innovation,” says South Australian minister for infrastructure and transport Tom Koutsantonis.
“The State Prosperity Project is already starting to see results with companies such as Zero Petroleum
recognising the opportunity to leverage our world-leading investments in renewable hydrogen.
“Hydrogen is a game-changer for industries striving to decarbonise, and aviation is no exception.
“By fostering innovative projects such as this and collaborating with major partners such as Zero Petroleum, Qantas and Adelaide Airport, we can drive the transformation to sustainable fuels while cementing South Australia’s position at the forefront of renewable energy and industrial transformation.”
Looking at the steps being taken to make hydrogen viable in Australia, Fiona believes there still needs to be plenty of patience given.
Hydrogen-diesel hybrids are another option for trucking operators and OEMs to invest in, and may make their eventual transition to alternative fuels easier.
“One of the things we’re finding with hydrogen projects in transport is people wanting to walk before they’ve crawled,” Fiona says.
“It’s not to say we won’t get to where we want to be, but trying to get there the way we had been might not match the current appetite for hydrogen.”
Toll Group ordered a hydrogen prime mover in January. (Image: Toll Group)
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Permalube™
When British truck drivers think of Australian logistics, what do you reckon comes to mind? Road trains thundering through the Outback, kicking up red dust as they haul freight across endless highways. We’ve got Outback Truckers to thank for that image, just like you might picture us Brits sipping tea and eating fish and chips in the rain.
But as I found out on a recent trip Down Under, while those 50m monsters are certainly iconic, they’re only part of the story. What really surprised me was just how urbanised Australia is. Over 80 per cent of the population lives along the east coast, and most of the freight runs between cities like Brisbane, Sydney and Melbourne.
I was lucky enough to hit the road for a 1,600km run from Brisbane to Melbourne. First up was a Volvo FH Aero 500 with I-Save. At the halfway mark in Sydney, we swapped it for something with more muscle: the FH16 780. Then over on the west coast, I rode shotgun in a Cropline FH16 780 from Perth to Newman — 1,200km hauling 100 tonnes of ammonium nitrate in a 36.5m road train.
Sydney and Melbourne, there’s no reason it couldn’t work in the UK. Well, apart from our truck parks, most of which are already bursting at the seams.
From that time behind the wheel, and in the passenger seat, I’ve come away with a fresh perspective on how trucking is done in Australia. And in many ways, I reckon you’ve got it right.
Back home, we’re currently obsessed with zero-tailpipe-emission trucking - electrification, hydrogen, you name it - even though most hauliers aren’t exactly crying out for electric trucks. Meanwhile, Australia’s approach to cutting carbon is far more practical: high-productivity vehicles.
Take the B-double. In the UK, with a few exceptions, trailers are limited to 13.6m, and the maximum GVW is 44 tonnes on six axles. That’s it. Your approach makes far more sense - move more freight with fewer trucks. Much of Europe is starting to catch on, with 25.25m combinations allowed in several countries. But the UK still won’t budge.
And yet, as I discovered while navigating roundabouts in Coffs Harbour, the B-double follows beautifully. The outfit tracks perfectly through corners. If it works in Brisbane,
Then there’s drivers’ hours. In the UK, we’re limited to a maximum of nine hours driving a day, extendable to 10 hours no more than twice a week, and a weekly maximum of 56 hours driving. Over any two consecutive weeks, driving must not exceed 90 hours in total. After 4.5 hours of driving, we must take a minimum 45-minute break. It’s all very structured, and enforced via digital tachographs.
In Australia, things seem a bit more flexible, at least on the east coast, where you can legally drive for 12 hours a day, or 14 with an extended work diary. That struck me as pretty sensible, especially given the long distances involved.
But on the west coast, I found that things are different. The driver I travelled with, Brinley Lewis, could legally do 17-hour days, 12 days in a row. That feels excessive, but there’s hardly any traffic out there, and the driving is far less intense. What I did find confusing is how the rules vary across the country.
You probably won’t all agree with me on this, but I reckon Australian car drivers are better around trucks than in the UK. From what I saw, there’s more awareness, and more patience. They give you space when you need it, they don’t sit in your blind spot forever, and they seem to get what you’re trying to do.
That sort of attitude makes a huge difference, especially when you’re running at 60 tonnes and 26m. It’s not perfect, of course, but overall I’d take Aussie car drivers over British ones any day.
And on the subject of respect, I was genuinely bowled over by the Truck Drivers’ Memorial in Tarcutta. You won’t see anything like it in the UK.
Set in a peaceful park just off the Hume Highway, it’s a national memorial to Australian truck drivers who’ve lost their lives on the job. Their names are engraved on polished granite walls, and every year, families, friends and fellow drivers gather to remember them.
It’s beautifully done, dignified, moving, and a powerful reminder of the
Images: Gavin Blue
GOING GLOBAL
risks drivers take to keep the country moving. It’s not just a tribute, but a sign of the respect the job commands. That really stayed with me.
Your use of two-way radios is something else too. Barely anyone uses them back home anymore, certainly not outside the quarry or recovery world. But I quickly discovered they’re invaluable in the Outback, and still really useful on the east coast.
Whether it’s calling out overtakes, warning about wildlife, or tipping off others about roadworks or hazards, the CB keeps drivers connected in a way we’ve largely lost in the UK.
Case in point: on the run from Sydney to Melbourne, someone called out, “Double one at the Big Dipper” over the radio. That one bit of chatter probably saved me a ticket. Without it, I’d have had no idea there was a patrol car lurking in the centre reservation.
Speaking of speeding, I was
shocked by the tactics used in Victoria. Unlike NSW, where speed cameras are clearly signed, Victoria takes a far sneakier approach. I saw anonymous cars, often unmarked utes or wagons, parked at the roadside with hidden cameras inside.
It feels less about safety and more about revenue collection. In my view, the Victorian method does little to improve road safety, it just catches drivers out and lines the coffers. There’s a big difference between encouraging compliance and setting traps.
Another thing you’ve nailed is licensing. You work your way up - starting with smaller trucks and building experience before moving onto the big gear. It’s structured, sensible, and by the time someone’s in charge of a B-double or road train, they’ve earned it.
In the UK, it’s a different story. Since Covid, you can now go straight from
a car licence to a 44-tonne artic with just one test. And incredibly, you don’t even have to reverse in the test.
One thing that really surprised me was discovering that quad road trains, despite their sheer size, aren’t necessarily seen as the pinnacle of truck driving by all. Back home, we’d assume the bigger the rig, the bigger the bragging rights. But in Australia, I learned that many employers actually place more value on B-double experience, because it means drivers are used to working in tight yards, dealing with traffic, and reversing accurately. It hadn’t crossed my mind before, but once it was explained, it made perfect sense. Out in the bush, you’re mostly driving forward. In the city, you need multiple skills.
I was also struck by the sheer variety of heavy trucks on the market in Australia.
In the UK, it’s basically DAF, Iveco,
Wide open highways are a novelty.
MAN, Mercedes-Benz, Renault, Scania and Volvo. All cab-overs. Bonneted trucks? Not a thing anymore, apart from the odd show vehicle.
But Australia is a real melting pot. You’ve got all the Euro cab-overs, but also a strong presence of Americanstyle conventionals from Kenworth, Mack, Freightliner and Western Star, plus Japanese brands like UD, Isuzu and Hino doing regional work.
It’s a proper mixed fleet, and makes for much better truck-spotting!
Now for one of the few things you arguably haven’t got quite right.
Because there are no low-emission zones yet, there’s little pressure to retire older vehicles. In the UK, many cities now ban trucks older than Euro-6, so fleets are constantly being refreshed. What I learned is that trucks in Australia typically stay on the road for around 15 years. They spend five years on long-haul, five on regional,
and their last five in urban distribution. So, bizarrely, the cleanest, safest trucks are out in the bush where no one lives, and the oldest, dirtiest ones end up in town, right where the public health impact is greatest.
All in all, I thoroughly enjoyed my time trucking in Australia. I learned a huge amount, met some brilliant people, and gained a real appreciation for how much you get right: high-productivity vehicles, practical driver regs, and a genuine respect for the profession.
Sure, no system’s perfect, but overall, there’s a lot the UK could learn from the way you do things.
And now, as I sit here writing this with a very British cup of tea, watching the rain hammer against the window, I’ve thought of one more thing you haven’t quite nailed: the weather. You’ve got road trains and big skies, but when it comes to rain, sorry folks, we still win that one.
Will travelled with WA truckie Brinley Lewis.
TRAYPACK TRANSFORMS LAST-MILE DELIVERIES
P & G Trucking
has made great use of its Isuzu
NLR 45-150 Traypack for its interstate haulage work
ACanberra business has put the spotlight on how lightduty trucks can optimise last-mile freight movements, getting in and out of loading docks and warehouses in a jiffy.
P & G Trucking reserves its prime movers for bi-weekly interstate runs and trusts Isuzu’s medium-wheelbase NLR 45-150 Traypack for the bulk of the business’s deliveries.
Operating from a main depot in Canberra and with additional depots in the regional centre of Young (New South Wales) and Brisbane (Queensland), the business has been open since 2018 and is run by avid truck drivers Paul and Gemma Smithers, a husband-and-wife team.
The duo splits responsibilities, with Paul at the helm as Director, piloting a prime mover, while Gemma manages the day-to-day machinations and covers deliveries in Canberra and surrounding towns in her brand-new NLR 45-150 Traypack.
“We have a heavy-rigid truck that
every weekday and two prime movers with semi-trailers that travel directly twice a week between Young and Brisbane,” Gemma explained.
“Once freight arrives at the ACT and NSW depots, our Isuzu NLR 45-150 Traypacks get in to drop off deliveries to our customers.”
Paul and Gemma – who lend their initials to the company name – say their two Traypacks provide quick turnaround for a variety of small to medium-sized products ordered primarily by industrial clients.
“Our customers are your typical industrial businesses; one delivery might be cans of paint, electrical equipment, or tyres,” said Gemma.
“If a customer calls at the last minute to ask if we can move a carton, we make sure it happens as fast, reliably, and safely as possible.
“The Traypacks play a vital role for the business. Our semis move the freight from A to B, but when it comes to delivering that freight to the customer, our Isuzu Traypacks do 80
Gemma is a big fan of her lightduty Isuzu, which she says gets the job done for her with minimal fuss and maximum comfort.
The Traypack’s 4,500 kg GVM, matched with a considerable 2,135 kg payload (on medium wheelbase, manual transmission models) and a 4,000 kg towing capacity, makes it extremely attractive for drivers like Gemma, who require a tough vehicle that is driveable on a standard car licence.
The NLR Traypack is powered by a 4-cylinder 4JJ1-TCS common rail system, offering 110 kW (150 PS) @ 2,800 rpm and a max torque of 375 Nm @1,600 – 2,800 rpm, which Gemma has paired with Isuzu’s MYY-5T five-speed manual gearbox for ultimate control.
The 4.5-metre tray provides plenty of space with removable drop sides that assist with efficient loading.
Coming from Isuzu’s Ready-toWork range, the NLR 45-150 Traypack is a turnkey solution that integrates necessary features without the need
Images: Isuzu Australia
P & G operates both trucks and forklifts.
“Everything about the Traypack is well-planned and easy to use.”
as a heavy-duty aluminium tray, load restraint anchor points, headboard including rear window protector, removable drop sides and rear tailgate, and a low-light capable reversing camera.
“Everything about the Traypack is well-planned and easy to use,” said Gemma.
“The anchorage points inside the tray for load restraint make tying down the loads very easy and prevent damage to the sides of the tray from tightly winched straps.
“The cabs are easy to get in and out of, and the truck holds weight really well for something that can be driven on a standard car licence.
“Isuzu came highly recommended to us, and once we put some freight on the truck, how it handled the weight was just fantastic. As soon as I took one for a drive, I was basically in love.”
P & G has a NSW and ACT depot.
Gemma Smithers runs the business alongside husband Paul.
CUMMINS SET TO BRING THE X FACTOR TO BRISBANE
Cummins’ new generation 15-litre engine rated at 660hp will be a top talking point at the Brisbane Truck Show
The X15D – or PX-15 as it is known in Paccar’s newlyreleased DAF XG cabover
– is an entirely new 15-litre Cummins platform, available only with Euro 6 emissions compliance.
“Cummins has taken internal combustion to the next level with the X15D,” says Sean McLean, Director and General Manager of On-Highway Business for Cummins Asia Pacific.
“It delivers the highest-ever outputs for a Cummins truck engine while setting new standards for fuel efficiency at ultra-low emissions levels.”
The top rating is 660 hp at 1800 rpm
backed up by massive peak torque of 2360 lb ft which extends from 1400 rpm all the way back to 900 rpm.
This rating eclipses the existing X15 peak outputs of 625 hp/2050 lb ft and enhances Cummins’ engine downspeeding strategy for improved fuel economy.
This strategy is aimed at lowering cruise rpm for fuel efficiency gains while at the same time providing the performance to meet both driver and trip time expectations.
225 KG WEIGHT REDUCTION
Another key feature is the X15D’s dry weight reduction of 225 kg compared
with the existing X15.
A sculpted iron block and composite oil pan are among the weight saving features that result in the X15D having the highest power-to-weight density in the industry.
The lighter engine is also a big advantage in cabover applications, providing significantly reduced front axle tare weight.
The latest evolution of Cummins’ XPI (Extreme Pressure Injection) fuel system is used on the X15D as is a standard wastegate turbocharger.
Euro 6 emissions compliance is achieved with single module aftertreatment technology that integrates
Cummins’ integrated powertrain will be showcased at Brisbane Truck Show.
both the diesel particulate filter (DPF) and AdBlue SCR system.
AUSTRALIAN RELEASE
The first example of the new 15-litre platform is already underway with the PX-15 branded engine in Paccar’s new DAF XG cabover.
ZF’s automated 16-speed TraXon transmission harnesses the high torque of the PX-15 and drives through to Cummins-Meritor MT21-165 rears.
Gross combination mass (GCM) rating of the DAF XG is 97 tonnes.
The X15D will be available for other truck brands to meet Euro 6 requirements into the future, with higher GCM applications in Australia following further field testing and validation.
Eagerly awaited will be an Eaton Cummins automated 18-speed Endurant transmission to handle the 2360 lb ft torque rating.
FIELD TESTING
“Initial field testing of the engine has focused on B-double type applications.” says Sean.
“18 units rated at 660 hp have been involved in the validation program with customers, accumulating around six million kilometres.
“The program has met our objectives and that was to gain feedback on fuel economy, performance and durability. We’ve had great feedback, especially on driveability and torque.”
He points out that Cummins will continue to field test in higher gross
durability and performance of the X15D prior to release in these applications.
The X15D is part of Cummins ‘fuel agnostic’ platform known as HELM –Higher Efficiency, Lower emissions, Multiple fuels – which comprises diesel, natural gas and hydrogen internal combustion engines derived from a common base with high parts commonality.
A HELM display will be featured at the Brisbane Truck Show.
INTEGRATED POWERTRAIN
The remarkable transformation of Cummins in recent years to become a genuine powertrain supplier – from engine to transmission to axles and brakes – will also be in evidence for the first time in Australia at the show.
A world-first display showing the
integration of Cummins X15 engine, Eaton Cummins 18-speed Endurant speed transmission, and Meritor driveline, axles and brakes – will be in the spotlight at Brisbane.
Cummins X15D is an entirely new 15-litre platform.
Cummins X15 HELM platform features diesel, natural gas and hydrogen engines derived from a common base.
BUILDING AN AI UNDERSTANDING
Misconceptions around AI may be getting in the way of its potential in the transport industry, but with so many fleets anticipating its use, we must understand it
I32 per cent of respondents believe that AI will effectively be used to monitor driver behaviour in real time in order to help reduce distracted driving incidents, predicting and preventing potential accidents, improving vehicle maintenance, and enhancing training and coaching through data insights.
t is becoming increasingly clear that telematics will be the area most heavily impacted by the uptake of AI in the transport industry. The raw numbers now, drawing on feedback from fleets, confirms just this.
As many as 83 per cent of fleet operators believe that AI is going to have a significant impact on the safety of their drivers on the road, according to a survey from Teletrac Navman.
Distracted driving incidents, such as using mobile devices behind the wheel are growing, and so is the concern from fleets.
49 per cent of respondents to said survey answered that distracted driving had a direct financial cost on their business. Technology, training, and developing a culture of safety are three tactics being employed by fleet operators to reduce the number of incidents.
However, implementing AI is not without its concerns and challenges. Despite 66 per cents of teams being aware of the safety benefits of AI, 23 per cent of respondents said they were concerned about data privacy and 14 per cent fear resistance from drivers or staff.
47 per cent of respondents said that human interaction is crucial for effective decision making and 37 per cent said humans provide accountability and ethical oversight.
We spoke to Chris L’Ecluse, solutions specialist at Teletrac about the benefits of receiving this information direct from fleets, and how the industry can greater understand attitudes towards AI.
He says there will be a strong use case for AI in helping transport businesses manage their compliance through the safety benefits it can provide.
“Part of what we do is provide a link between the regulator and transport
operators to help in meeting their compliance requirements,” Chris explains.
“The benefit in meeting compliance is that you realise a safer fleet of heavy vehicles. We know all too often that the number of transport operators who fall foul of road trauma is far too high.
“There’s the ability for our technology to be utilised by the transport operator to ensure as best as possible that their drivers reach their destination and return home safely, and also do so in a manner that the regulator recognises as being within the confines of the necessary regulations.”
Bridging the understanding of what AI can offer between those at the operational level of fleets and the drivers themselves will be an important step in changing how businesses approach implementing AI solutions.
Teletrac’s own solutions use AI alongside its video telematics solutions to map out a truck’s safe driving parameters, recording harsh acceleration, harsh deceleration and harsh cornering over speeding.
The cameras used for video telematics are then able to add the next layer, showing the driving conditions and allowing for a fuller picture of what can cause drivers to react to certain
Video telematics are often paired with AI.
Teletrac Navman telematics expert Chris L’Ecluse.
Image:
Teletrac Navman
Image: Daimler
Truck
situations on the road.
“We are able to see that people are anticipating AI to be, not necessarily a silver bullet, but certainly an aid to their safety outcomes,” Chris says.
“But we do have to temper certain expectations. Any time you introduce a new technology, and we saw this with the introduction of telematics a few decades ago, there was a great deal of suspicion and anxiety around what it does.
“Some of the practices by the tech companies back then were such that It fed some of those suspicions, because drivers weren’t always necessarily consulted.
“A lot of what I’ve done over the past 15 years has been to consult with the drivers so that their voice is heard, that they understand what the technology is and that we respond transparently with
respect to the drivers and the operators around what the technology is.
“With video telematics, for instance, you can imagine as a driver getting behind the wheel and they’ve got a camera lens pointed straight at them for the whole time that they’re driving.
“While for the operators, they do see AI as being a conduit to that safety outcome, we do have to work on ensuring that we not only consult with the drivers but respond respectfully and transparently to their concerns.”
Much of what Chris has been doing recently has been going out to fleets and workshops for driver education forums to speak about how AI will impact their work.
He says that so far there has been great feedback, looking beyond the executive level to have more intimate discussions with groups of drivers.
“We’ve got to respect the human element,” Chris says.
“We have been guilty in the tech industry of talking tech language which doesn’t always translate easily to the greater population. It’s the same for me with developers, when they start talking that binary talk, I get lost.
“The idea behind these education forums is that I address the drivers directly – not on a Teams call – I physically go to the distribution warehouses. I’ll have a group between 70 to 100 drivers, and I specifically ask that the executives don’t intervene.
“We want to allow the drivers an opportunity to air any concerns or grievances they may have. Once we’ve got that, I can respond to their specific concerns. Some of those conversations have been extremely robust, but that’s what we encourage.”
A glimpse at some the data available through Hino Connect, the OEM’s telematics platform.
Image: Prime Creative Media
UNDERSTANDING YOUR COOLANTS
There’s a lot more to getting the right coolant for your truck’s engine than simply matching the colours. The good news is there’s expert help at hand
For most, colour is usually just a preference – we all know that red makes everything automatically cooler.
But does it have any meaning when it comes to your coolant? And if so, what does it mean for you? Does it indicate anything about the chemical make-up of the coolant, or is it just a brand-to-brand thing?
Understanding the key requirements in your coolant is key to ensuring the optimal health of your engine’s cooling system year in, year out.
Mike Hudson is a technical specialist in all things chemicals at Atmus Filtration, and has plenty of expertise when it comes to all things coolant.
There’s plenty of misconceptions
around the colouration of coolant and its basic properties, which he clears up for us.
“Put simply, the role of coolant is to transfer extreme heat generated by the engine, to the radiator, where it is expelled into the environment,” Mike explains.
“It is then circulated by the water pump, back to the engine, to repeat the same process over and over again.
“Coolant also carries with it additives, which prevent corrosion and cavitation of the engine and its components, as well as providing antiboil and antifreeze properties.”
In short, Mike says the colour of the coolant really does not matter so much these days, it’s more about the quality
of the ingredients. It wasn’t always that way.
Historically, coolant colour was an indicator of the corrosion preventation chemicals chosen by each manufacturer. Pre-2000 coolants that used Inorganic Additive Technology (IAT), were usually green or blue and needing changing every 24 months or so. Post-2000 saw the introduction of Organic Acid Technology (OAT) coolants, that were red or orange in colour and made use of new technologies to protect the engine for longer, lasting up to 160,000km before needing a change.
As time went on, coolant manufacturers took the best of the old school and the new and produced
Red, green, blue - just what impact does the coolant colour have?
Connected vehicles have massive road safety potential.
CONNECTING HEAVY VEHICLES
There are many safety and efficiency benefits to be had from connected vehicles technology, as we learned at this year’s Geotab
Geotab’s annual Connect event returned to Florida in February this year, drawing telematics and fleet management professionals from around the world.
Over three days, industry leaders explored the future of data-driven mobility – from AI-powered telematics to innovations designed to make roads safer and fleets more efficient.
The event was also a platform for major announcements, with Geotab outlining its vision for the evolving transport and logistics sector.
It focused on the future of connected vehicles within the industry, looking at how its telematics solutions are evolving in their use and applications.
We spoke to senior manager, solutions engineering Chris Martin about how connected vehicles can impact heavy transport in Australia.
This is done through video-toinfrastructure, or V2I, communication, and vehicle-to-everything (V2X) communication.
“When we talk about V2I communication as part of the broader V2X, we are referring to connected vehicles interacting with infrastructure, such as traffic signals and road networks,” Chris says.
“In Australia, this technology is not as advanced as in some other regions, but leveraging connected vehicles for planning and operating road infrastructure will play a significant
Connect
role in future road networks.”
There are elements of this technology already in use in some parts of the world, but we are only scratching the surface of its potential. A key factor in advancing V2I communication is ensuring vehicles are connected and generating data to support these systems.
In the heavy transport sector, connected vehicles are able to provide data to regulatory bodies through programs like Transport Certification Australia.
“These programs help operators gain better road access by connecting their vehicles, benefiting both the industry and road managers,” Chris says.
“Operators get improved access, while road authorities gain valuable data to plan budgets, monitor road usage, and prioritise spending.
“This could mean upgrading a particular bridge or investing in specific road segments – improving productivity for operators and delivering more effective infrastructure planning.
“Traffic management, government planning, and insights into congestion and vehicle types on roads are all crucial from a regional perspective.”
Seeing advancement in this area will only see uptake grow in Australia, even if it still needs significant investment to reach the level that Geotab is seeing overseas.
With a number of OEMs releasing truck models that only include more technological capabilities, not just in terms of safety but also communication, this should see an upswing in connected vehicles on Australian roads.
“The key factor is the uptake of connected vehicles,” Chris says.
“As more OEMs produce vehicles with built-in connectivity, that will help drive adoption. Regulatory frameworks also need to be in place to integrate this data into broader systems.
“Right now, commercial fleet vehicles make up only a portion of the vehicles on the road, so the more we can connect, the better.”
One of Geotab’s solutions leveraging the potential of connected vehicles is Altitude, which has already seen great use and feedback in the United States.
The telematics data Altitude
“Connected vehicle technology has a huge role in improving safety for remote workers and those on rural roads”
provides enables operators using it to perform in-depth analyses of potential crash hazards, traffic patterns and roadway risk factors.
This data can help to identify highrisk roadway segments, analyse traffic patterns, and assess potential hazards.
Not only does this have significant safety benefits, but also efficiency benefits and the potential to save major costs.
Decreasing downtime is the battle of every person and business within the transport chain. With software continually updating and staying aware of hazards and delays being caused on road, drivers can always take the safest and most efficient route, no matter how long or short their drive may be.
“Geotab is at the forefront of this issue, particularly with the Altitude product and the vast amount of data available,” Chris says.
“With 4.7 million vehicles connected and reporting daily, Geotab has an unprecedented dataset to analyse vehicle movements and identify patterns. In North America, Geotab is already leading in this space, and I look forward to seeing this technology expand into other parts of the world in due course.”
Outside of typical road freight
applications, solutions like Altitude are well-suited to a number of diverse areas within the industry where trucks are running.
Chris and the team at Geotab have seen connected vehicles used successfully in industries adjacent to road transport, and have identified the potential it has on the road.
“At a commercial fleet level, this technology has been in use for a long time, particularly in industries like mining and oil and gas, where many workers operate in remote areas –sometimes alone,” he says.
“The safety benefits are well established. For example, using satellite backhaul, notifications can be sent when an incident occurs, whether it is a rollover, an impact, or a lone worker pressing a duress button.
“It is not just about vehicle incidents – someone could arrive at a site and experience a fall or another emergency, and the ability to send an alert is crucial.”
With so many of Australia’s operators working in rural areas, solutions like Altitude have the potential to offer safer roads in areas where road safety warnings may reach drivers later than they normally would.
This also has applications for operators running trucks in mines, quarries and other similarly remote areas.
“Connected vehicle technology has a huge role in improving safety for remote workers and those on rural roads,” Chris says.
“While it is already in use, advancements in satellite connectivity will make it even more reliable and cost-effective.”
Geotab senior manager, solutions engineering Chris Martin.
Geotab’s telematics solutions offera constant stream of data from your truck.
FASTENERS –
HOW TIGHT IS TOO TIGHT?
Tightening your fasteners too much can have a negative effect on bolt torque. Hendrickson takes you through the best way to go about it
Rattle guns are one of the most useful tools that a technician can use. However, it is also one that will cause a lot of problems if not used correctly. This is because we have very little idea of how much torque it is applying to the fasteners.
Amazingly, there are pages on the internet teaching people to check the torque of a rattle gun by comparing fastener torque reached with that of a torque wrench. Unfortunately, counting the times that a rattle gun makes an “ugga dugga” noise is not an accurate way to measure torque. The torque a rattle gun applies will vary depending on air pressure (which changes as the compressor cuts in and out), amount of oil in the gun and simple wear and tear. This makes it difficult to estimate the accuracy and consistency of this already vague guide to bolt torque.
One major issue with rattle guns is the risk of over-tightening fasteners past their yield point. To understand the issue here, we need to look at the stages that a fastener undergoes, from elastic to plastic, when it is over tightened.
The first stage is the elastic range, which is the blue part of the bolt yield chart. This is the range where we normally tighten fasteners with a torque wrench. In this range, the stress in a fastener is directly proportional to its strain. Engineers calculate fastener clamp load by considering the fastener’s material, the coating or whether washers are also used.
For example, Hendrickson QUIKALIGN pivot bolts have a special dry lubricant coating that includes zinc and aluminium. The torque specification for these bolts makes allowance for this coating. Before installation, it is important to ensure that there are no additional compounds on the threads, like grease or paint, that could change the function of the coating.
A bolt will enter the plastic range after it passes its yield point. In the plastic range the bolt undergoes permanent deformation. Most fasteners on a vehicle, including suspension bolts must never be tightened past their yield point. Engineers will normally
However, some specialised bolts, such as cylinder head bolts, are designed to be operated in this range with careful torque and angle tightening steps.
If a bolt is further tightened in the plastic range, it will stretch until it passes the ultimate tensile strength point. Once it passes this point, it will start getting easier to turn until it breaks.
To operate reliably, standard automotive fasteners should never be tightened past their yield point. When using a rattle gun, it can be easy to tighten a bolt past the yield point without even realising it, which may well fail in service. On the other hand, tightening critical fasteners with a torque wrench will ensure that the truck or trailer remains reliable and in service with the lowest overall cost.
It is vitally important to balance bolt stress and bolt strain.
You can use a torque wrench on your fasteners.
Images: Hendrickson
LET’S GET THE SAFEST OUTCOMES
Are current rules around heavy vehicle design providing the safest standards?
Technical expert Bob Woodward isn’t so sure…
Einstein quoted insanity as doing the same thing over and over and expecting to get different results. Sounds like a lot of government departments! But there can good in this, especially if it relates to safety and results continue to providing safe outcomes.
Everybody has a story of doom and gloom, fewer with hope.
Case 1: Many years back within a couple of weeks of starting a new job, the chief engineer said “come for a walk with me”. The sight was sad, a near new tipping truck with the body stuck in the up position, both chassis’ rails bent down at about 60 degrees at the rear spring hangers. The chief wanted answers as to why this happened!
Case 2: More than 20 years ago, I was approached by a dealer principal regarding a problem they were having with rigid trucks in a certain application, with continuing chassis failures, a design and installation endorsed by the OEM.
The Australian Design Rules, Australian Vehicle Standards Rules, vehicle modification guidelines and similar standards are supposedly in the interest of safety. But there are some who think that platforms such
as the ADRs should be used to protect manufacturing and the like.
The issues around approving heavy vehicle modifications hasn’t changed much over many years, there are those engineers who do a very thorough job assessing modifications whilst there continues to be examples of approved modifications that don’t confirm to OEM guidelines or Vehicle Standards Bulletin No: 6. Yet the signatory authorisation and modification approval process is supposed to ensure a common standard, level playing field, can often fail.
Body mounting and especially tipping bodies have been a source for innovation and creativity, rear side and even three-way tippers. I recall one example of a rigid body where the chassis had a hole cut through it, for the underbody exhaust to pass through it and the OEM was pretty excited about all of this. Which raises the question, how does this sort of stuff get through any sort of engineering Standards system?
The recent changes to Section “J” and Section “J4” has caused much angst within some of the approved AVE’s. It has often been suggested that there is a major disconnect between ADRs and VSBs. In reference
to J4, manufacturers who provide a completed vehicle to the market, eg: a rigid vehicle with a tipping body, do not have to meet the same installation requirements as an AVE conforming to Section J4: But there is a twist, this same vehicle then goes to ZYX Engineering for a towbar fitment, that requires AVE Certification! Are the original vehicle components including the tipping body fitment then subject to further inspection and re-certification? At least AVE cannot get a straight answer from the NHVR.
If an OEM can fit a tipping body (at the factory or wherever, precompliance certification) and be approved as complying for registration, then why does an AVE have to comply to/with a differing standard?
There is no suggestion that there are engineering issues with Section J; some opinions are complimentary, whilst others less so. But why wouldn’t a tipping body of exactly the same specifications, fabrication and mounting geometry etcetera fitted to the same chassis after certification be acceptable?
VSB6 mandates a tipping body support prop (for safety) but the design requirement is only when the tipping
CARRIER GOING SUPRA
The new generation of the cold chain is here with an exciting start of an era for Carrier Transicold
After more than 20 years of proven performance and constant evolution, Carrier Transicold launched its new generation of refrigeration unit range for trucks in Australia: the Supra HE unit. Carrier Transicold is part of Carrier Global Corporation, the leading global provider of healthy, safe, sustainable and intelligent building and cold chain solutions.
The Supra refrigeration units for trucks continues its extension with high-efficiency models. The new range architectural design, components and structure offer efficiency, performance, reliability and improved maintenance operations. The Supra HE range is made up of five new models of semielectric refrigeration units, available in four different versions (standard, silent, Nordic and road only).
The Supra HE merges mechanical
and electrical subsystems into a quieter, lighter and smaller unit, delivering improved efficiency, performance and uptime. The new Supra range delivers up to 53 per cent improvement in energy performance in comparison with the standard range models. It can consume up to 41 per cent less fuel than the previous range, for lower pollutant emissions. Carrier Transicold’s high efficiency products contribute to Carrier’s goal of reducing its customers’ carbon footprint by one gigaton as part of its environmental, social and governance (ESG) goals for 2030.
Smaller, lighter and more ergonomic, the new range offers a high level of compatibility with truck cabs and boxes in various configurations, and it makes it easier for the vehicle cab to be tilted for maintenance. By having a slimmer profile, it a perfect
fit for taller cabs or lower bodies that are better suited to deliveries in urban environments.
The new Supra range has been extensively tested under extreme operating conditions, in environments with outdoor temperatures ranging between -30 C and +55 C. The new units – like their predecessors – are designed to be highly reliable.
Thanks to the easy access to components the maintenance operations are faster and easier to perform and comply with the highest safety protocols. The new Supra HE unit has a more efficient maintenance interval of 2,000 hours, an increase of 1,000 hours when compared to the legacy Supra unit. This provides customers more unit uptime and a lower cost to maintain the unit.
All the units in the Supra HE range are compatible with Carrier
The slim lines of the Supra HE system
Tracking temperatures is a breeze.
Images: Carrier Transicold
Transicold’s Lynx Fleet digital telematics platform. Lynx Fleet combines refrigeration equipment data with machine learning to enable customers to make faster, data-driven decisions for improving the effectiveness, efficiency and sustainability of their supply chains.
Carrier Transicold has introduced a new Maintenance dashboard for its Lynx Fleet telematics platform where users can create customized preventive maintenance (PM) schedules for their transport refrigeration units based on performance data collected and communicated in real time.
With the Maintenance dashboard, Lynx Fleet users can proactively schedule preventive maintenance based on what the equipment tells them instead of relying on calendar alerts and manual checks of TRU controllers
Carrier Lynx Fleet telematics now also has a mobile application version of its powerful Lynx Fleet platform, offering fleet managers, operators and drivers on-the-go, real-time visibility of all compatible Carrier Transicold systems. Free to all Lynx Fleet users across Australia, the smartphone app is designed to enhance customer operational efficiency, reduce costs
interface, the Lynx Fleet Mobile app delivers instant access to key insights, including compartment temperatures, location data, unit conditions and status updates. This enables proactive decision-making from anywhere.
Developed for and with Carrier Transicold customers across more than 40 test fleets, early adopters have praised the app for its ease of use, the clarity it provides and its role in streamlining operational fleet management.
For the first time, drivers can access live data just as easily as their fleet managers, allowing them to proactively monitor temperature conditions, respond to alerts and keep their cargo protected. By putting critical insights directly in the hands of those on the front line, Carrier Lynx Fleet is reducing delays, preventing loss and making cold chain logistics more efficient than ever.
Seamlessly integrated with the existing Lynx Fleet platform, the mobile app features a streamlined interface that allows users to quickly assess and monitor asset status, enabling them to respond to potential risks before they become costly problems.
Through the Asset Details page,
“Carrier Lynx Fleet is reducing delays, preventing loss and making cold chain logistics more efficient than ever.”
compliance with stringent cold chain regulations and ensure that perishable goods or vital pharmaceuticals remain within optimal conditions throughout transit, reducing the risk of cargo spoilage and unplanned downtime.
The app also features Fleet Overview functionality, allowing users to quickly identify units that require immediate attention and maintenance. This helps managers stay on top of their operations by bringing critical information to light.
Additionally, with no limit on the number of users per account, customers can ensure that entire teams – from fleet managers to individual drivers – are kept informed and connected, making it easier than ever to maximize efficiency and improve fleet performance.
Available now for both Android and iOS devices, new and existing Lynx Fleet customers can get started
A side view of the new refrigeration units
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