The all-new Isuzu truck range. Reliability redefined.
The all-new range of Isuzu trucks has arrived. With a sleek new cab design, more advanced safety features and a smoother, more comfortable drive, the new range will change the way we rely on our trucks. Forever.
To find out more, visit your nearest Isuzu Trucks Dealer or visit isuzu.com.au
Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique
Christine Clancy | COO
With more than two decades of experience as a media professional, Christine has worked in newsrooms across Canada, Vietnam and Australia. She joined the Prime Creative Media team 12 years ago, and today oversees more than 43 titles, including a dozen print and digital transportation titles. She continues to lead a team that focuses on continuous improvement to deliver quality insights that helps the commercial road transport industry grow.
William Craske | Editor
As the Editor of Prime Mover magazine since 2018 William has reported on the commercial road freight and logistics segments extensively. During that time he has been privileged to lead a team entrusted with covering the latest developments in trucks, transport, technology and the rapidly evolving domain of international supply chains and leading Australian eets.
Peter Shields | Senior Feature Writer
A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker eet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.
Paul Lancaster | Journalist
Paul Lancaster is the editor of Global Trailer magazine. He has enjoyed broad career experiences spanning more than 20 years across different sectors, including law, journalism and marketing in Australia and internationally. He derives great satisfaction from creating targeted content that appeals to audiences of various backgrounds and interests.
Sean Gustini | Journalist
Having completed a Bachelor of Arts majoring in Media and Communications at the University of Melbourne in 2024, Sean looks forward to bringing his passion for writing and journalism to the road freight and transport industries. He previously lived in the Philippines, Vietnam, Indonesia and Malaysia. In his downtime he enjoys playing the guitar and running.
Ashley Blachford | Business Development Manager
Handling placements for Prime Mover magazine, Ashley has a unique perspective on the world of truck building both domestically and internationally. Focused on delivering the best results for advertisers, Ashley works closely with the editorial team to ensure the best integration of brand messaging across both print and digital platforms.
CEO John Murphy john.murphy@primecreative.com.au
Editor William Craske william.craske@primecreative.com.au
Managing Editor, Luke Applebee Transport Group luke.applebee@primecreative.com.au
Senior Feature Peter Shields Writer peter.shields@primecreative.com.au
Business Ashley Blachford Development ashley.blachford@primecreative.com.au Manager 0425 699 819
Art Director Blake Storey blake.storey@primecreative.com.au
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“I’ll be the first person to tell you that I can’t do the job at a certain rate because it’s unsustainable for us. We’d like to think we can give customers the service they’re after, but if it’s purely a commercial decision, then maybe we’re not the right partner.”
24 New Order
Two DAF XG 660hp prime movers have proven to be ideal conduits for Minus 1’s new age of national consolidation, team expansion and overall data-driven growth.
Beginning as an in-house support service for its sister company’s expanding commercial plumbing operations, APS Earthmoving has developed to become a successful business entity in its own right.
34 Top Floor
A grassroots founding later reinvigorated by expansion and a major change of ownership, hasn’t detracted from GMK Logistics becoming the market leader in its industry.
38 Crane Reaction
The building trade operates around reliable deliveries of key materials. To provide this important service, a PBS 10-wheel Isuzu crane truck has joined Network Building Supplies.
48 Heavy Traffic
This year’s Brisbane Truck Show, the 58th since its inception, attracted record crowds as OEMs and suppliers showed off their latest wares.
54 Little Big Wheels
The 721 Wide Cab is at the top of Hino’s 300 Series range and straddles the divide between light and medium duty applications.
William Craske Editor
Being an island continent brings with it the challenges of isolation. In an economy that produces little and relies on consumer spending, it cannot function without imports. There are advantages, too, not having shared international borders. One of which is the rise in incidents of freight hijacking in Europe and the Americas.
Mexico is the highest-risk country in the world for cargo truck hijacking, according to BSI Consulting, a US-based supply chain intelligence company. On the Mexico Queretaro Highway two drivers are hijacked every day.
There were 7,800 of these incidents reported by insurance brokers just last year. But gures vary. Some estimates are as high as 21,000 for truck hijackings every year with the biggest concentration in central and southern states like Puebla, Michoacan, and Mexico State where the capital, Mexico City, is found.
Countries like Mexico but also some of our neighbours to the north such as Indonesia, present very different distribution problems
than say developed nations. Big box warehouse retailing doesn’t exist in these countries. More trucks are required to service deliveries when there are limited nodes of centralisation, especially in the food and beverage space where familyowned corner stores and bodegas still dominate the market. Geotab has 25,000 connected delivery vehicles in Mexico alone. The process of distribution under a model like this one is granulated around much smaller trucks. No need for B-triples. Long-term there may be no need for drivers. The heads of industry have, to that end, already gone on record about it.
“Automated transport technologies are going to transform the way we move goods around cities,” noted Transurban CEO Scott Charlton two years ago. “With vital connections between ports and other freight hubs, our roads offer ideal conditions to facilitate this new technology.”
Aurora’s autonomous trucks, which reached yet another recent validation milestone in Texas, offers a portal into future problems and how they can be overcome with scalable technology. One of which might also be the security of cargo. Without a driver present the means of physical
security measures are also absent for incidents of piracy.
High value, low mass cargo, however, for instance like electronics, increasingly produced in Mexico by the likes of Samsung, Sony and LG, to be exported via ports or across the northern border, already make for prized targets. Will driverless trucking technology provide the answer? Is the future of freight fortresses on wheels? Taking a look at Aurora’s carrier partners should forestall any doubt where the majors are looking longterm. Werner, Schneider and Uber Freight have all completed pilot programs with Aurora. Eliminating the driver, however, may not necessarily remove the need for humans. With pedestrian detection technologies immobilising modern vehicles, it’s a potential weakness hijackers could exploit. Having an armed guard like the stagecoaches of yesteryear is one scenario we’re unlikely to see any time soon and if we do it will probably be in a movie rst — the usual place to test out the ideas we’re nowhere near ready for.
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> Toll Group acquires Australia-based freight forwarder
Toll Group has acquired Transolve Global, a specialist in international freight forwarding of wine, bulk liquids and perishables it has announced.
This strategic acquisition enhances Toll Global Forwarding’s capabilities, a o in it to o er inno ati e so tions to an e anded c sto er base. Transolve will operate as a separate brand within the Toll Global Forwarding division.
This acquisition positions Toll Group to ro ide enhanced ser ices o erin new solutions to existing customers and serving as an alternative service provider for sectors requiring these specialised services.
The acquisition will allow Transolve’s customers to leverage Toll’s extensive international network, gaining access to a broader range of o istics ser ices.
Transolve CEO, Rachael Budd, will lead the new business unit and join the Toll Global Forwarding leadership team as Senior Vice President Transolve, bringing invaluable expertise and eadershi .
“We are very excited about Transolve becoming part of Toll,” said Suhail Qureshi, Interim President of Toll Global Forwarding.
“The Transolve team has built impressive capabilities that will
si nificant enhance o r c sto er solutions for customers and drive our growth in our strategic verticals.”
This ac isition ar s a si nificant step in Toll Group’s commitment to supporting its customers’ regional and global growth ambitions.
Rachael Budd CEO of Transolve said she was thrilled by the prospect of the agreement.
This ac isition a ifies o r capabilities and expands our reach, enabling us to deliver more value to our customers in the wine, bulk liquids, and food & beverage sectors,” she said.
> Heavy vehicles will be subject to new camera technology in NSW
vehicles and operators.
The Automatic Number Plate Recognition (ANPR) cameras, of which there will be ten, have been introduced by the National Heavy Vehicle Regulator (NHVR) on key freight routes across the state. A total of 49 ANPR cameras have been deployed across the country.
These include roadside trailers and vehicle mounted cameras.
“Tragically, we have already seen 51 lives lost in crashes involving heavy vehicles across Australia this year, with 16 of these lives lost on NSW roads – the NHVR remains committed to doing everything in our power to drive down this road toll,” said NHVR Chief erations cer a Sa ati.
“These fatal incidents are sadly
occurring more in regional and remote areas which is why these cameras are such an important step towards safer heavy vehicle movements and improved road safety outcomes for all.
ein obi e eans o r o cers can move and use the cameras in di erent ocations ith ca era sites strate ica identified ithin the busiest freight routes and areas that are high-risk, to maximise heavy vehicle monitoring capability.”
Salvati said by utilising ANPR technology, the NHVR can facilitate intelligence driven, risked-based intercepts, with the cameras automatically detecting the number plates of passing heavy vehicles, a in an otentia hi h-ris
“While it is pleasing that the majority of drivers and vehicles operate safely, the wider implementation of the ca eras eans increased e cienc for compliant heavy vehicle drivers by ensuring they are intercepted ess re ar he said. cers i be ab e to oc s their e orts on those who are potentially higher risk, allowing them to inform and educate drivers on how to comply with their obligations under the Heavy Vehicle National Law, resulting in a safer heavy vehicle industry.”
The high-tech monitoring cameras, according to Salvati, aim to encourage safer driving practices on heavy vehicle routes in NSW.
“[It] will allow the NHVR to better understand the movement of heavy vehicles right across the country by providing critical data-driven insights,” continued Salvati. “The rollout of ANPR cameras in NSW is a critical step in our mission to reduce road trauma by preventing dangerous behaviour on our roads protecting families, friends and loved ones from the heartache and s erin ca sed by avoidable incidents.”
Linfox is now part of the biggest single delivery of heavy duty electric trucks in Australia.
The logistics titan has accepted ten electric Volvo prime movers during a handover ceremony in Brisbane.
Staged at Linfox’s Willawong site in Brisbane, the delivery marks a pivotal moment for Australian manufacturing, ith o o Tr c s stra ia confir in it i b i d the first-e er stra ianmade heavy duty electric trucks at its Wacol plant next year.
Ten of the electric trucks in the landmark order of 30 in total will carry the Australian Made label.
It likely positions Volvo at the forefront of creating a new electric truck manufacturing sector in Australia, tailored, the OEM notes, to the country’s unique heavy transport needs and conditions.
an act rin a si nificant ortion of these electric trucks locally is a key pillar of our long-term vision
for Australia,” said Martin Merrick, President of Volvo Group Australia.
“We are dedicated to establishing a thriving electric truck manufacturing industry that will create skilled jobs, drive innovation, and accelerate the uptake of zero-emission transport solutions across the Australian road transport sector.”
The massive order with Linfox will consist of 29 FM Electric units and one FH Electric model.
Linfox has already successfully trialled Volvo electric trucks, beginning with two vehicles in 2021 and expanding to four in 2023.
The milestone delivery and announcement included appearances from Volvo Group President and CEO Martin Lundstedt, and Roger Alm, President of Volvo Trucks, who have travelled from Sweden with Volvo executives, and also Linfox Executive Chairman Peter Fox AM for the o cia hando er.
“Linfox is excited to partner with Volvo in driving the future and leading sustainable logistics in Australia. rther e ectri in o r eet sets the standard for us and our customers and the entire industry,” said Executive Chairman of Linfox, Peter Fox.
“As a proud Australian company, it is our great pleasure to take ownership o the first stra ian- ade hea d t electric vehicles.”
Martin Lundstedt, President and CEO of Volvo Group, said the handover si nified the da nin o a ne era or Australian manufacturing.
“This landmark order from Linfox, coupled with our commitment to build a third of these electric vehicles right here in Australia, demonstrates our confidence in the local industry’s potential to lead the way in sustainable heavy transport, perfectly suited to Australia’s demanding distances and conditions,” he said.
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Centurion has secured a contract with Australia Post to manage freight delivery across three key regions of Western Australia.
The dea is or fi e ears and a ies to re iona centres in the Centra o dfie ds and North West areas of the state.
Centurion, per the agreement, will transport parcels and mailbags bet een erth and ost o ces in Kalgoorlie, Karratha, Geraldton, Port Hedland, Broome and Kununurra.
Centurion has been servicing regional Western Australia for more than 0 ears.
Through its extensive network, along with its established infrastructure and transport capability, it was considered well-aligned with the needs of the contract.
This a ree ent re ects Cent rion s commitment to supporting essential freight movements across regional Western Australia,” said Centurion EGM of Business Development,
Damain Bishop.
“It highlights the strength of our network and our capability to service some of the most remote communities in the country.”
By consolidating mail and parcel deliveries into Centurion’s existing transport runs, the partnership re orted de i ers an e cient and consistent service for local communities.
“Our roots are in regional WA. We’ve b i t o r net or o er fi e decades to deliver safely, reliably, and regularly to even the most remote parts of the state,” said Centurion CEO stin Cardaci.
“Working with Australia Post is a great fit beca se it a o s s to contin e doing what we do best-serving regional communities.”
Under the agreement, Centurion is providing direct deliveries to regional post offices and handling returns to Perth from regional towns.
Though this is the first time it has been made public, the contract officially commenced in mid-March according to Centurion.
The company has, furthermore, shown strong delivery performance, receiving positive feedback from both operational and retail teams at Australia Post.
“Centurion’s experience in regional transport in WA was a significant advantage when we worked through the selection process,” said Rod Barnes, Executive General Manager Network Operations – Australia Post.
“Their teams understand the demands of remote delivery and have already demonstrated they can deliver with care and consistency, providing our customers and communities with a reliable service.”
The contract reflects a shared commitment to maintaining reliable, high-quality delivery services in even the most remote parts of the state.
> MLG secures maiden contract with Rio Tinto
Western Australian resources-aligned company, MLG, will commence e ec tion o its first contract ith Rio Tinto. MLG will be engaged to provide bulk haulage services to support activities at the Western Turner Syncline Mine in the Pilbara region of Western Australia.
The new contract encompasses the ro ision o o -road b ore haulage services, material loading, rock breaking, unloading, stockpile management and road maintenance services. MLG employs approximately 300 sta 200 contractors across fi e o erationa head arters and r ns 170 roadtrains.
A strong contingent of these are pulled by Kenworth C509s and Mack Granites. The execution of this contract signals s first s a ree ent ith Rio
Tinto, establishing what the company hopes will be a positive, long-term relationship. Revenue from the 12-month contract is expected to be approximately $20 million.
Managing Director, Murray Leahy, said the contract is the outcome of MLG building a trusted, and potentially longterm, relationship with Rio Tinto.
“R[io Tinto] has been actively reviewing MLG’s approach and performance standards to assess our broader capability to deliver services in the Pilbara region,” said Leahy.
been selected as a supplier to RIO.
“In particular, they have been focused on the e ciencies that can be ained through MLG’s hub and spoke delivery model,” he said. “As a proud WA company, continuing to expand our
“We warmly acknowledge RIO’s commitment to support local businesses and look forward to continuing to evolve and grow our rofi e in the i bara re ion.
o dfie ds is de i hted to ha e
Container carriers in Melbourne are set to be impacted by the pending transformation of truck in-gates by DP World.
The cargo giant has announced that its West Swanson Terminal access point i be reconfi red in three hases starting at the end of the month.
Coode Road, where the current entry point is found, will be replaced by new in-gates planned for Mackenzie Road to the west of the Swanson Precinct. The reconfi ration i a o or d to stack more heavy vehicles inside
the entry stages in the Terminal.
During Phase 2 of the transition, a sizeable portion of the Terminal yard will be taken up when the temporary gate is operational, reducing yard capacity.
This is expected to impact Terminal rod cti it and andside e ciencies.
DP World anticipates the demand for VBS slots will be put under pressure during the construction phases –something that wharf carriers will need to manage as the need arises. Current plans are to open the new
MLG has continued to bolster its operational footprint adding e tensi e to its ri e o er eet this year.
truck entry on Mackenzie Road during the first arter o 202 .
“We expect this change to improve tra c o in the ort recinct o era give carriers easier access to and from the terminal with access to the new West Gate Tunnel ramps, dispense with the congestion that happens at Dock Link Road and Intermodal Way,”
DP World said in a statement.
“Most of the industry will have experienced the disruption that came about as a result of the drive on grids construction in 2024.
“While we do not expect the same scale simply by virtue of the fact that construction will not be happening in and around trucks and straddles delivering and receiving containers.”
In the statement DP World said the demand on slots at ‘preferred times’ would likely increase as the industry seeks to avoid ‘less preferred times’ of operation. Ensuring smooth and brisk movement through the terminal will be the riorit to ens re c t-o s are et and units do not dwell longer than is necessary.
ANCAP has examined some of Australia’s top-selling light trucks as part of a new initiative.
Australia’s three top-selling light trucks, the Isuzu N-Series, Fuso Canter and Hino 300 Series and, together with the highest-selling battery-electric (EV) light truck, the Foton T5, were selected for examination as part of an Australian first. The ina ra co arison aims to boost safety standards and assist business operators and private consumers make informed purchasing decisions.
Each of the four trucks were assessed at the Transport for NSW Future Mobility Testing & Research Centre – a National Association of Testing Authorities (NATA) accredited laboratory – and their performance was examined against criteria and roced res refined ith in t ro truck manufacturers and industry representatives.
The model ranges of these four trucks account for 74 per cent of all new Light Duty trucks sold (10,788 vehicles) in 2024.
Each of the four trucks were reportedly purchased independently on the retail market and tested to the same standards and processes to ensure a fair, accurate and independent safety assessment. The purchase of vehicles from dealerships is essential to ensuring ANCAP’s independent testing process, as it ensures the vehicles being tested are the same as a buyer would be receiving and driving on Australian roads the company said in a statement.
The features examined included the fit ent and er or ance o o and high-speed autonomous emergency braking (AEB), lane support systems, speed assistance systems and occupant detection. Airbag and seatbe t fit ent as a so e a ined with all four trucks lacking these features for the centre passenger
seating position.
Tested models had a gross vehicle mass between 6.0 and 7.5 tonnes.
Considering the potential weight of goods being transported, assessments were undertaken with each truck laden to 50 per cent of its good carrying capacity. Additional assessments were carried out with di erin oad conditions to e a ine any variance in performance.
Light trucks, along with other goods vehicles such as commercial vans and medium and heavy trucks, remain over-represented in fatal and serious injury crashes in Australia.
These vehicles make up less than 3 per cent of all registered vehicles on Australia’s roads, yet they are involved in approximately 15 per cent of all fatal crashes.
NC Chie E ec ti e cer Car a Hoorweg said this is a new chapter for the se ent and the first-ti e i ht trucks have come under independent examination.
“When it comes to road safety, the human cost of doing nothing is too great to ignore. We call on the entire industry to embrace this as an opportunity to prioritise improving the safety features in their vehicles and recognise the positive role they can play in making our roads safer for all Australians,” said Hoorweg. While the comparison has been
undertaken to identify a baseline level of safety performance, the program is consiered an expansion of ANCAP’s safety regime which o ers cons ers and eets ith information to make informed decisions.
ANCAP has been testing and rating the safety performance of passenger vehicles for over 30 years.
Light trucks represent an important segment of the vehicle market, responsible for the ‘last mile’ delivery to homes and as the transport vehicle of choice for many small to medium businesses nationwide.
Compared to other vehicle segments, i ht tr c s o er carr in ca acit at a re ati e a ordab e rice oint ith the ability to be driven on a C Class (car) driver licence.
These factors and the growing scale of online shopping and delivery demand since the pandemic has led to an increased presence on the roads, with Australian light truck sales increasing by an average of 6.6 per cent per year since 2012.
ANCAP noted that each truck complied with the Australian Government’s regulatory safety requirements ahead of their mandating, yet in contrast to other vehicle segments and consumer expectations, “there is still a fair way to go,” said Hoorweg.
PR Cootes has recently taken delivery of a Kenworth T410 twin-steer tridem from the Hallam Truck Centre.
Colloquially named ‘the Rock Bandit’, the T 0 oins an e c si e eet o Kenworth units last month. There are 30 truck and dog combinations all of which are dedicated to the task of transporting quarry materials for PR Cootes in and around Pakenham, Victoria. These materials – consisting of a wide range of packing sands, aggregates, crushed rock and rubble – all require strong and durable trucks to transport them over long journeys. On average the vehicles are travelling up to 2000 kilometres every week.
According to PR Cootes Workshop Manager, Andrew Clarke, the T410 has been doing the job required of it, and doing it well.
“The T410 has been excellent in o r eet he to d Prime Mover
“We’ve been really happy with its performance and surprised by its capabilities. The tare weight is surprisingly low for a bigger prime mover, at 12 tonnes,” said Clarke.
“We ordered a slightly bigger body than normal for this truck, since the payload is quite large at 21-tonnes. It’s proven great for jobs handling large material quantities that you can’t access with trucks and dogs. It’s extremely versatile.”
This reliability is a big reason for PR Cootes’ steadfast alignment with Kenworth.
“Kenworths suit what we do,” Clarke added. “They’re tough, rugged, wellbuilt trucks that can handle the rough sites we service as part of our line of work. We’ve been using them for 20 ears.
In addition to its on-site capabilities, the T410’s design was reportedly
The Managing Director at Toll Group has announced his resignation.
After seven years with the organisation, Alan Beacham announced he was leaving the role e ecti e 202 .
Beacham, who ascended to the Managing Director position in 2022, described his three years at the helm as the most challenging and
rewarding of his career.
“The board asked me to guide the company through challenging times, including stabilising, recapitalising and rebuilding the business in the aftermath of two cyberattacks and the impact of COVID-19,” he said in an online statement.
“We did this by turning around the performance of the Australian
so ethin o a co aborati e e ort. The truck is equipped with an auto greaser manufactured by Groeneveld, a tipper body by Hercules, stainless battery, toolbox covers wrapped tanks and tank trips by Longhaul. Both a custom-made centre console and set of UHF radios came courtesy from Hallam Truck Centre’s predelivery team.
While pleased with the truck’s performance, Clarke and the PR Cootes team were also extremely pleased with the delivery service from Hallam Truck Centre, which was able to de i er the tr c to the eet so e three months in advance.
“Their customer service and product support has been truly excellent,” said Clarke. “They take great care of us — even getting the Kenworth to us in May, when we were expecting it in st.
business, strengthening the balance sheet and implementing key initiatives for growth in Asia.
“As we come to the end of our current fi e- ear an and t rn o r attention to the ne t fi e ear an ha e agreed with the Board that now is the ri ht ti e to find the ne t ana in Director to lead the company forward into its next phase.”
Beacham pointed to the progress the company had made in safety, en a e ent and rofitabi it d rin his tenure as managing director.
Thomas Knudsen, the current chair, has been appointed Executive Chairman in the interim to provide continuity while the Board concludes the search for a new Group Managing Director.
“I feel privileged to have led the wonderful people of Toll and express my deepest gratitude to the board, our loyal customers and all Toll employees. I wish you every success for the future,” said Beacham.
temperature-controlled transport and logistics company, SRT Logistics.
SRT is widely recognised as Tasmania’s number one refrigerated carrier which boasts an award-winning safety and service record.
Through six operating sites and with 00 dedicated and ro essiona sta SRT operates a modern and diverse eet o tr c s and 00 d e electric diesel rail containers, moving refrigerated product between Tasmania and the mainland.
The combined SRT and Lindsay business will provide an expanded network and additional services, size and scale.
Lindsay Australia anticipates it will now be in a stronger position to better connect products with markets from Mareeba to Hobart or Launceston to Perth.
The integrated business will provide the opportunity for mainland operations to be combined resulting in improved e ciencies and aci it ti isation.
“SRT is a quality business that has created a compelling position in a market with positive growth characteristics,” said Clayton
disciplined execution of our ‘Grow the Network’ strategy. It will be a transformative event for Lindsay Australia and our shareholders through the creation of a truly national service o erin or o r c sto ers.
“SRT is the clear market leader in the Tasmanian refrigerated transport market. Together, both businesses demonstrate strong operational and cultural alignment with the combination creating compelling opportunities for growth, synergy realisation and competitive advantage.”
The acquisition enables Lindsay Australia access to Tasmania’s highly productive horticultural region with its strong growth trajectory —historically it has been less impacted by adverse weather conditions than those in the northern part of the mainland.
SRT will continue to work under its recognisable brand within Tasmania led by the current management team.
SRT Chie E ec ti e cer and Majority shareholder, Robert Miller, said integration within Lindsay’s network would be the logical next step in the company’s commercial evolution.
“This transaction underscores our
o erationa e ciencies and e andin our geographic footprint,” he said in a statement.
“I look forward to leveraging the combined expertise to deliver further value to our customers and employees.
“My decision to join the Lindsay Board is re ecti e o the stren th o the merged entity. Lindsay’s clear track record of strategy execution and leading market position have forged a strong operating platform with a highly attractive outlook. I have been deeply impressed by the Lindsay team and am excited about the opportunity to work with them in driving continued growth and success.”
Over the coming months Lindsay Australia will continue to work through sale arrangements leading up to the first da o co bined o erations on July 2025.
Lindsay Australia will pay the SRT vendors consideration of ~$108.2 million on a cash-free debt-free basis. The purchase price represents an enterprise value multiple of ~7.4x forecast pro forma FY25F pre-AASB 16 EBIT.
> tal
istic
ti ns la nc es first electric tr ck
another string to the company’s bow when it comes to supporting national customers.
“That’s about being able to offset some of our emissions and hit our sustainability goals,” he told Prime Mover. “We need to make sure it’s practical and that it works for us but at the same time, as a fleet with trucks, we need to be part of the solution. We need to be trialling these technologies in the business with a focus on being greener.”
If the trials are deemed a success
electric truck. Working out of the commercial freight carrier’s Truganina site, the 10-pallet electric rigid will undergo evaluations as a back-to-base battery electric vehicle servicing metro retail customers before it is moved interstate.
TLS anticipates the truck will spend time at its Sydney, Newcastle, Brisbane and Adelaide depots as it assesses its suitability for metropolitan deliveries in each of the sites.
Sydney, for instance, includes a sprawling network that includes movements as far north as Manly, and as far south as Engadine and Cronulla.
A mobile charging station will accompany it between sites.
“It will be interesting for us to see if we can get the two runs a day out of it in a metro environment,” said Jason McHenry, TLS CEO. “Our current rigids complete two runs a day, so using that as our model we will consider the opportunity charge in between shifts and how that will work to our advantage throughout the day as a top-up solution as opposed the full charge at night the next day.”
Topping up the battery is still likely to take place after the first run while the truck is being loaded. Understanding how much power they can put back into the battery from that
key before determining the range it is likely to yield.
“At the moment all of the numbers line up but in a practical sense we need to make sure that’s what’s actually going to happen,” said McHenry.
The Scania 25 P electric is the OEM’s first road registered battery electric vehicle in Australia.
Recharging utilises a CCS type 2 plug-in connection with up to 130kW/200A DC charging. The battery packs are mounted outboard of the chassis on each side as well as under the cab in the area traditionally occupied by a conventional ICE engine and gearbox.
The ABB charger unit is a DC fast charger suitable for a wide range of EV charging needs.
Full charging can be achieved within four to six hours.
That should equate with a range of approximately 250 kilometres depending on variables such as load profile, time of day, traffic conditions. The electric Scania 25 P is based on the traditional P-series cab and chassis, with a mid-mounted permanent magnet electric motor drawing its energy from nine large lithium-ion batteries with a total output of 300 kW/h. The 10-pallet rigid has a full high tailgate to support major retail chains within metro deliveries.
According to McHenry it adds
TLS will look to roll out electric trucks dedicated to each of its metro sites.
“We would work with Scania to judge suitability and to see how it would work for those guys as well as us,” explained McHenry. “Basically, to start to formulate a plan on implementation where the vehicle is matched with a suitable run.”
TLS has also ordered four new sets of Super quad trailers from Vawdrey bringing the total in the fleet up to 20.
They are due for delivery in the first week of August.
“That also feeds into our goal of larger trailers, more freight on the combination, less trucks required,” said McHenry.
The TLS fleet features around a dozen rigids and 50 prime movers and over 120 sets of trailers including nine A-doubles hauling containers along the eastern seaboard.
He said that while current economic conditions were tough, the business had been able to make headway by concentrating on improvements to its service and by supporting customers.
“We’re really buckling down to focus on our customers and how we can offer them additional services to help them streamline their operations which is becoming fruitful so that we can build within our current customer base,” he said.
After successfully launching its selfdriving truck service recently in Texas, Aurora, mere weeks later, has moved the cabin occupant into the driver’s seat.
The move comes at the behest of PACCAR, one of Aurora’s commercial partners. Previously positioned at the back of the cab, the observer was shifted in the driver’s seat after PACCAR, whose Kenworth T680 and Peterbilt
579 vehicles are part of Aurora’s autonomous truck program, made the request for reasons to do with “certain prototype parts in their base vehicle platform,” according to a statement made by Aurora CEO and Co-Founder Chris Urmson on the company website.
“PACCAR is a long-time partner and, after much consideration, we respected their request and are moving the observer, who had been riding in the back of some of our trips, from the back seat to the front seat,” said Urmson.
“This observer will not operate the vehicle — the Aurora Driver will continue to be fully responsible for all driving tasks, including pulling over to a safe location if required. And we’ve shown we
can do that safely, with the Aurora Driver operating for more than 6,000 driverless miles along our commercial launch lane between Dallas and Houston,” continued the statement.
“This change has no impact on our near, mid and long-term development plans.”
Aurora had just begun regular driverless customer deliveries between Dallas and Houston, having, to date, completed over 1,900 kilometres without a driver.
The milestone had seen Aurora beco e the first co an to o erate a commercial self-driving service with heavy-duty trucks on public roads.
The co an hose a shi rod ct the Aurora Driver, an SAE L4 self-driving system, plans to expand its driverless service to El Paso, Texas and Phoenix, Arizona by the end of 2025.
Trucking is a trillion dollar industry in the US, but it faces challenges, including an ageing driver population with high turnover rates, skyrocketing operating costs, and under-utilised assets.
Prior to the request made by PACCAR, Urmson said Aurora’s commitment to building a transformative technology,
earning trust, and assembling a strong ecosystem of customers and partners had made its “pivotal milestone possible.”
One of those partners Hirschbach Motor Lines backed what it described as Aurora’s “transparent, safetyfocused approach to delivering autonomous technology,” per a statement made by company CEO Richard Stocking.
“Transforming an old school industry like trucking is never easy, but we can’t i nore the sa et and e cienc benefits this technology can deliver,” he said.
“Autonomous trucks aren’t just going to help grow our business — they’re also going to give our drivers better lives by handling the lengthier and less desirable routes.”
Urmson said a core part of Aurora’s strategy had been in building a strong ecosystem of partners across the industry, from OEMs to logistics providers and regulators.
“These partnerships are essential to delivering a safe, scalable, commercial product,” he said.
H i ta e a si nificant inorit sta e in Evri, a large, dedicated parcel delivery company in the United Kingdom. This will include merging its e-commerce division with the company.
While the deal brings Evri into the letter ar et or the first ti e it a so enab es it to leverage the vast DHL international network. The merged Evri business will deliver over 1 billion parcels and a further 1 billion business letters annually and is oised to brin si nificant benefits to cons ers and b sinesses b o erin reater choice and cost competitive solutions. Evri’s courier o er i be co e ented ith the addition of DHL eCommerce’s premium van delivery network.
Rebranded Evri Premium, a network of DHL eCommerce, this will remain a dedicated and secure, separate net or that i o er ast ti esensitive deliveries with enhanced shipping security protection for highvalue and large items for B2B and B2C arce ser ices.
The new Group will include an expanded international capability for inbound and outbound parcels to complement Evri’s
own international network by making use of DHL eCommerce’s extensive expertise in cross-border parcel shipping and out-of-home network of nearly 150, 000 global access points. This includes faster transit times across the world with access to DHL’s own eCommerce network in Europe, the US and selected Asian markets such as ndia.
Notably, Evri is entering the UK b siness etter ar et or the first ti e with DHL’s UK Mail retained in the new co bined ro and o erin hat it calls a best-in-class mail service. This i a so o er e-co erce b sinesses more options for sending lighterei ht ite s.
The merger of DHL eCommerce UK with Evri, according to Martijn de Lange, Evri CEO, will create the pre-eminent parcel delivery group in the UK.
“Over the last decade Evri has grown ten-fold in size and this transaction will further expand our access into the European and global e-commerce
drive forward and grow to become the UK’s premier parcel delivery business.” C sto ers additiona i benefit ro the Group’s new combined out-of-home shop and locker network parcel delivery and collection which, reportedly, will be the UK’s largest.
“DHL eCommerce and Evri both stand for top service quality, reliability, and sustainability, which makes this artnershi a reat fit or o r customers,” said Pablo Ciano, CEO of DHL eCommerce. “Together, we’ll be ab e to o er ore e cient ar-reachin and innovative solutions to keep up with the fast-paced e-commerce market. By joining forces in the UK, we’re creating a one-stop shop for all our customers’ parcel needs here and giving them better delivery options from around the or d.
Meanwhile, DHL Supply Chain is leaving its warehouse in Ontario, California after an undisclosed customer chose to relocate part of its distribution operations.
Two DAF XG 660hp prime movers have proven to be ideal conduits for Minus 1’s new age of national consolidation, team expansion and overall data-driven growth.
Minus 1 is no stranger to change. Change instead seems to be embedded in the very DNA of the refrigerated transport provider, whose operations have undergone signi cant and continued development since its establishment in 1989. Founder Dominic Barba initially commenced the business as a means to deliver chickens across Victoria for a major poultry supplier, before word of his ef cient and reliable transport inevitably spread, attracting more customers and forcing the out t to grow its capabilities.
Adopting linehaul operations from 1996, Minus 1 was then one step closer to its current form, as its presence grew beyond Victoria’s borders, and its freight capacity beyond that of poultry. Bringing his children along for the ride within the business, Dominic ran a tight ship underpinned by a rigid set of family values to re ect Minus 1’s leadership.
His eldest son, Billy, was an indispensable part of these operations, and remembers these values that guided the company’s work for a considerable period – many of which he has retained since his ascension to Managing Director in 2023.
“Something that has been ingrained in me through my tenure working with my old man is the company’s focus on keeping our family values intact, and putting our people rst as a result,” he says. “At Minus 1, we’re always keeping business ethics front of mind, looking after our staff and doing right by our customers. This philosophy hasn’t shifted throughout my 16 years.”
These fundamental principles permeate Minus 1’s operations in which the
emphasis of clear communication to employees and customers, has ensured that when business is conducted it’s never at the expense of the company’s business ethics.
“Communication is very important to the way we do things and we’re transparent both internally and externally,” explains Billy. “I’ll be the rst person to tell you that I can’t do the job if the rates are unsustainable. We’d like to think we can give customers the service they’re after, but if it’s purely a commercial decision, then maybe we’re not the right partner.”
Billy, by way of context, says he approaches this part of the business exactly like his father.
“We equally welcome opportunities as we let them go, collectively our values need to align,” he says. “We’re not looking to be the biggest transport company by any stretch of the imagination. We just want to be the
best refrigerated transport company that we can be.”
While Dominic’s family mantra laid the foundations for Billy’s leadership, it is here where things begin to change. Just as Dominic grew Minus 1’s boundaries within the purview of a family business, Billy’s strategy is driven from a hunger to grow bigger and better.
With locations in Adelaide, Brisbane, Melbourne and Sydney already established and multiple other projects being planned or under construction, Minus 1’s enterprising ight path is well underway. All new combinations the eet deploys now are B-triples, a signal of the rapt investment placed in high productivity units. At present it maintains an even split from vans and rigids, through to B-doubles, roadtrains and triples. There are also legs where it caters just for general freight.
In recent times, Billy has sought to push Minus 1’s boundaries in a way
that was previously thought impossible — taking advantage of technology to develop new elements of company culture and gradually grow.
“I think I’m a lot quicker to move,” he earnestly re ects. “Before, we didn’t have a strong reporting culture which is something very common for an owner/operator who may not have the resources or knowledge to cultivate this. You largely operate on gutfeel and validate by the funds in your account — this is what we used to do.”
Minus 1 is now very data driven. The shift in focus around high-quality data has enabled the organisation to have a much greater conviction around its decision-making.
“It’s very clear to me that if the numbers stack up to support a decision, then that’s the answer,” adds Billy. The melding of his father’s gutfeel approach with this modernised technological guise provides Minus
1 with the impetus and Billy the con dence to grow at a more accelerated rate. It also manifests in various forms including the continual revitalisation of the company eet of 180 trucks. The most recent being two new DAF XG660 FT prime movers.
Built exclusively out of DAF’s site in Bayswater, Victoria, these units were rst demoed with Minus 1 at the start of the year — the result of a strong and longstanding relationship with DAF Sales Consultant Muza Syed. “Our good relationship with Muza from Hallam Truck Centre was the main reason for our choice to go with DAFs in the rst place,” Billy explains. “He’s supported us with DAF purchases in the past and is aware of our eet needs.”
These trucks cater well to the company’s plans for expansion with their unique designs that have drawn from European, American and Australian truck manufacturing; an amalgam of styles that makes the DAF XG something of a novelty in the industry. For drivers this immediately amounts to noticeable differences in handling and available power.
the market.
“The DAF XGs provide a combination of European comfort and tech with the power of an American engine, and the handling of an Australian truck,” Muza says. “The trucks’ abilities to play these different roles with ease makes them a great and unique asset to any eet.”
This versatility played well with Minus 1’s driving crew during a demo undertaken of the two trucks back in January in which several veteran drivers sung praises of the DAF XG660s recalls Billy.
“The drivers who trialled these DAF XGs have been loyal operators of a variety of brands in their careers,” he says. “Everyone who drove the DAF had extremely positive things to say about it, and they all put their hands up to take on the XGs going forward. That’s a pretty solid indicator of the quality of these trucks.”
One foremost advantage found under the hood is the PACCAR PX-15 6-cylinder diesel engine.
Running to 660 horsepower, the size of these engines – optimised by a lightweight design – allow it to hit an operational sweet spot pulling heavier
The DAF XG 660FT prime movers can, as advertised, deliver a superior fuel burn in the neighbourhood of 2.2 kilometres per litre. A range of engineering feats have helped to achieve these levels of economy.
The truck cab’s tapered build, air fenders, closed wheel arch covers and adjustable roof air de ectors, all greatly contribute to the DAF XG’s aerodynamic ef ciency and make the prime movers an attractive choice for linehaul operations. The trucks, rated to 97 tonnes GCM, are also equipped to provide plenty of pull and payload carrying ability.
Additionally, the prime movers are equipped with TraXon’s 16-speed automated manual transmission.
The DAF XG660 prime movers serve another purpose at Minus 1. Their inherent ef ciencies t with Billy’s stated vision to consolidate the company’s presence across a network of distribution sites. For the moment the vehicles have been integrated into established routes the cold carrier services between Melbourne-Brisbane, and Adelaide-Sydney.
The strengthening of this network connection is, according to Billy, a critical next step in Minus 1’s growth journey.
“Now that we have the right infrastructure in every state, it is imperative we continue to join the dots in our operations as we keep up with growth,” he says. “When looking at our freight pro le against a map of Australia, there is nowhere our network doesn’t reach. The business no longer has appetite to rely on third-party transporters across certain regions.
These are the dots we need to continue connecting, [as] we’ve been successful in doing so over the last few years.”
Billy’s desire to take care of his employees has also been re ected in the construction of the DAF XGs, as their interiors feature an additional wealth of bene ts designed to keep drivers safe and comfortable amid long journeys through harsh Australian road conditions.
The prime movers come with adaptive cruise control including a frontal collision warning notice, an advanced emergency braking system and a driver airbag. These technological safety products within the truck cab are further protected by the cab’s own 360-degree impact protection, which allows the cab to move back with a head-on collision to greatly reduce impact.
DAF has also matched these capabilities with the implementation of its own custom-made corner view camera, which provides drivers with a 285-degree view of the road, which spans from the driver’s position in the cab all the way to the passenger side. The presence of this camera greatly improves the truck cab’s visibility when compared to other DAF builds.
“The DAF corner view camera is a new addition which provides an unseen amount of safety for drivers,” says Muza. “The inclusion of this camera has largely increased driver visibility, which in this cab is 33 per cent higher than that of previous models.”
Other enhancements to improve visibility have been furthered in the spec with an external sun visor and skylight to provide extra sight both within and outside the truck cab, as well as two LED work lamps on the truck cab’s rear wall to make it more present on the road.
But these are not the only features which make these prime movers unique in their safety and comfort value proposition. Perhaps the most notable upgraded driver comfort afforded the new DAF XG660 FT
prime mover comes in the form of their Super Air seats. These are totally new to the market. The seats are built with an active two-step ventilation system that sucks air through perforations in the seat cushions and back to cool drivers off during shifts — a feature essential for certain legs of transport in Australia’s hot and humid conditions. In addition to lessening driver fatigue, the ventilated seat provides a marked improvement to the operational environment with which drivers are expected to spend long hours. A better ‘of ce’, after all, leads to greater job satisfaction and even can help boost retention within an industry currently plagued by labour shortages.
Even though the DAF XG driveline capabilities and meticulous safety and comfort designs have so far aligned well with Minus 1’s family values and appetite for future growth, the delivery of the trucks to the refrigerated transport provider is still, in operational terms, quite recent.
Billy and his team eagerly await to see how these bene ts, under a larger sample size, improve productivity longer term.
“Honestly, we’ve really taken the ‘suck it and see’ approach with these vehicles,” he explains.
“DAF’s a great brand, part of a trusted group with CMV. They’ve got a great name, and they’re pushing a fairly new concept in the industry, so we’re con dent in the product and its longevity.”
He adds, “We’re ready for these trucks to become a great asset for us.”
THBeginning as an in-house support service for its sister company’s expanding commercial plumbing operations, APS Earthmoving has developed to become a successful business entity in its own right.
The APS Earthmoving journey commenced 13 years ago with a three-tonne excavator and small tipper combination, which, as is often the case with good ideas, soon led to a second similar combination. As time went on, it became evident during a growth spell, the edgling earthmoving operation was capable of supporting itself as its own business. Today, the excavator eet has grown to include 14 excavators, ranging from 1.7- to 40-tonne eight track loaders that are used in the various earthmoving and demolition operations.
Established by Paul Scerra, APS Earthmoving began as a strategic extension of his commercial plumbing business. One of his rst key hires was Adrian Sciarretta who started as an operator and quickly became instrumental in the company’s growth. Over time, Adrian worked his way up to become Earthmoving Manager, playing a pivotal role in shaping APS Earthmoving into the well-regarded business it is today.
Based in the Brisbane suburb of Kedron, APS Earthmoving’s areas of operation extend from the Greater Brisbane area to include the Gold and Sunshine Coasts. The plumbing side of the business, APS Plumbing, now employs 85 plumbers, while in the earthmoving division there are 15 dedicated excavator operators and an experienced driver for each truck. APS Plumbing focuses on the plumbing requirements of new constructions, and the company works closely with builders and developers.
Paul recognised the advantages which could be gained by having an in-house earthmoving operation instead of engaging outside contractors. Investing in their own equipment also allows the team to select the latest, safest and most ef cient pieces of machinery.
Having access to its own broad range of machines, trucks and other services, APS has been able to become a true one stop shop capable of handling jobs of all sizes — an enviable situation which provides a signi cant competitive edge.
APS takes serious pride in its eet of trucks and machinery which have the most up-to-date technologies, safety features and emissions standards. This commitment to excellence ensures the clients are dealing with a professional future-focused operation.
Kobelco has become the brand of choice for heavy excavators, and Yanmar for mini excavators as APS expands its stable of excavating equipment, while Hino has become the dominant truck brand in the APS eet with the few remaining examples of other Japanese truck brands eventually to be replaced.
“I’m not saying they’re a bad vehicle, but it’s just we have such strong connections with Hino and its Brisbane dealership. Plus, their trucks are excellent,” says Adrian. “We value relationships and reputation, and Hino has supported that. We partner with companies that we can create strong working relationships with.
We rely on Nathan Murdoch and the Sci Fleet team, for servicing, warranty and general advice. We lean on them to assist with the right information to help us choose the right truck to suit each of our applications.”
All of the Hino trucks in the APS eet have been purchased through the Brisbane Sci Fleet dealership which also performs the servicing on an as-required basis rather than as a precondition of any formal maintenance contract.
Due to the nature of the materials that they often carry, such as broken concrete and demolition debris, all of
the APS tipper bodies are manufactured in steel by Mini Bodies in Brisbane. The steel bodies are more resilient than alloy bins being customised to suit the speci c machines being moved between sites ef ciently.
The truck eet includes Hino 300 Series 616 automatics which work in combination with the smaller excavators, a 500 Series FE1426 and six Hino 700 Series, including 360 horsepower FY3036 8x4 twin-steer models with load sharing front suspensions and six-speed Allison
full automatic transmissions. Other Hino 700 Series FS2848 6x4 leaf spring tipper trucks are suited to earthmoving combinations with 480 horsepower and equipped with 16-speed ZF TraXon automated manual transmissions. Each truck is ordered speci cally for the type of equipment it will carry and the type of work that it is required to carry out, with the clear aim to deploy equipment quickly and work ef ciently once on site. Whenever possible, Adrian tries to provide a one truck-one driver culture but with a remaining degree
of exibility which is well accepted by the team.
“With their autos, the new Hino 700s are so much easier to drive and the feedback from drivers is very positive about the trucks’ safety features such as the pre-collision braking system and the stability control,” says Adrian. Further important features of the Hino safety package included in the 700 Series are Autonomous Emergency Braking, Lane Departure Warning System, Adaptive Cruise Control, driver’s air bag, an effective reverse camera and
the Driver Monitor system. Driver comfort is maximised using an ISRI air suspended seat with integrated seat belt. Braking is enhanced by the Jake-brake style engine retarder.
In addition to wet weather, vehicle access can often be a challenge in the type of work APS performs, particularly when operating at sites in locations such as the Brisbane CBD. This eventuated in APS ending its reliance on traditional dog trailers.
“We used to run truck and trailer combos but not anymore,” says Adrian.
“This is another reason we went to twin-steers which give us better access and still allow us to legally handle the weight of the material or the machines we are carting.”
Manoeuvrability is important whether working at a major commercial excavation site or at a suburban home knockdown and rebuild job and the Hino six rod taper leaf spring rear suspension allows for plenty of rear axle articulation to meet these demands
APS’s reputation and consistent delivery of high quality work assists in it gaining
new and repeat business, as does its strong presence on social media where the acquisition of each new truck or piece of equipment is celebrated. APS Earthmoving continues to be successful because it provides earthmoving solutions tailored to meet the needs of its clients. Whether it’s large-scale land clearing, precise excavation, demolition, pool excavation or general earthworks, the combination of modern equipment and a team of skilled operators keeps APS at the forefront of the industry.
A grassroots founding later reinvigorated by expansion and a major change of ownership, hasn’t detracted from GMK Logistics becoming the market leader in its industry.
An established specialty business with a national footprint, GMK Logistics operates a notable eet of trucks in various applications suited for the niche ooring transport segment. The business took root in the historic town of Camden, southwest of Sydney in 1962. Naming it after his parents George and Muriel Kane –GMK – founder John Kane began as a one-man carpet carrier servicing the city. GM Kane & Sons is the of cial registered company name. In those initial years the business was rmed around a decision to invest heavily in specialty equipment to transport ooring products which today
in Adelaide, Brisbane, Perth and Melbourne.
All sites handle the warehousing and transport of rolled and palletised product. Naturally, all vehicles in the eet have been custom t to handle these products as well as pallets. The move into warehousing followed the appointment of Sharon Kane, John’s daughter, to Managing Director in 2005. Conscious of the opportunity to increase the business footprint to a national scale, in 2008 she opened facilities in all of the major capital cities in a single swoop. The 3PL offering of the business can be traced back to this moment.
includes carpet, vinyl rolls, and inter alia, rugs. The primacy of the initial years saw the service expand through New South Wales. Head of ce is now situated in Gregory Hills where it recently purchased an adjoining lot to increase its warehouse capacity at the site to 34,000m2. It has a satellite site in Newcastle as well as warehouses
GMK Logistics can count the customers it warehouses and transports goods for among largest manufacturing and ooring distributors in Australia. “Tailored solutions with industry speci c expertise are where it sits within the marketplace,” says Sarah Halpin, GMK Logistics CEO. “We very much see ourselves as part of the ooring industry as well as the transport industry.”
The eet is big at well over 120 vehicles. It consists of prime movers, rigids
“We have a diverse range of trucks depending on what we’re doing,” says Sarah. “The A and B trailers pulled by prime movers in our linehaul division are specially tted equipment to allow us to carry carpet and vinyl roll
Long time partner Exodas provides linehaul services for the business in GMK custom-branded vehicles.
The trailers, built by Vawdrey, come with posts designed to safely secure the rolls of vinyl and carpet, all of which have a cardboard core. Material handling equipment, customarily Linde forklifts armed with prongs, insert the products onto the back of the trailer in neat stacks.
B-double loading con gurations vary subject to the cargo being moved and legal weight on the vehicle. Some of the rigid trucks, nominally Isuzu F-Series trucks, have trolleys to move the
12-tonne stack of rolls to make loading to capacity much more ef cient. The product is destined, approximately 95 per cent of the time, for commercial delivery. GMK Logistics does provide some residential deliveries mainly through the customers they service in the rugs space.
The trucks most recently added to the eet include from Isuzu several FVL 240-300s and FBD 170-300s and from DAF CF450 prime movers, and some DAF CF176 rigids. An 8-tonne tailgated Isuzu FBD 170-300 will also join the eet by the end of winter. The DAFs all have a Euro 6 emissions rating; and the Isuzus Euro 5. Minimising the NOx output of the assets is one of the factors that informs their purchasing strategy.
“Obviously, we choose trucks for a few different reasons. Size and where they’re going, say, whether it’s regional or metro and considerations for the life cycle of the vehicle,” says Sarah.
“We have a large range of vehicle sizes to accommodate what we’re doing. We’ve got utilities all the way up to 12-tonne rigids for local servicing and quite a few twin-steers that service our regional routes for the additional weight capacity.”
Environmental performance and fuel ef ciency remain major factors in the commitment to certain products to ensure the eet meets, at a minimum requirement, Euro 5 and Euro 6 diesel emissions standards. Such a criterion also helps it reduce fuel usage.
“Fuel economy is a big factor with our vehicles,” says Sarah. “We look at higher gear rigids chosen for our regional routes to reduce not only our fuel consumption but also wear and tear and associated running costs.”
When refreshing the eet, kilometres driven is a key benchmark. The cost of repairs and the maintenance of the vehicles has become increasingly important. Once trucks on longer regional routes hit their target they will be redeployed into the local metro eet for the remainder of their life cycle. Typically, that works out between ve and six years per vehicle according to Sarah.
“Maintaining performance and reliability standards and minimising any of the downtime are key to that,” she says.
“We also have a very strict servicing regime for our trucks which are serviced every 15,000 kilometres. That has really reduced our maintenance costs.”
That gure of 15,000kms was proactively pulled down over time through continual assessments of data. Regional trucks ostensibly are required to do a daily return on their runs. Depending on the leg, vehicles cover between 150 and 800 kilometres a day. The DAFs were introduced into the eet around three years ago after the Perthbased parent company, CTI Logistics, had reported good results following the introduction of the brand.
“We’ve found the DAF prime movers to be performing perfectly, very reliable on our tasks, economical with good driver feedback around the cab, comfort and handling,” says Sarah. “We take a very proactive and preventative approach to our eet and eet maintenance. We aim to replace those vehicles well before those maintenance costs go up.”
GMK Logistics has over 100 drivers on the books. There is also a sizeable subcontractor presence within the eet. According to Sarah the ratio is approximately 70:30 in favour of company-owned drivers.
Other ongoing equipment partners include All Bodies and Alpha Tech Australia.
In addition to standard daily drops, GMK Logistics specialises in deliveries to construction sites and bulk deliveries. Hospitals and even correctional facilities will often be the nal destination.
Trucks are spec’d with tail-lifts as hospitals under refurbishment and building sites don’t often have a forklift on hand.
“That’s a function we provide in terms of site deliveries and the complexities around that,” says Sarah. “There’s been a lot of growth in luxury vinyl planks. Floorboards in houses now are
warehouse, but we also have racking designed to accommodate vinyl and carpet,” says Sarah. “Vinyl can be 2and 4-metre lengths. Carpet rolls are 4-metres. If you can imagine putting a 4-metre roll into a bit of pallet racking it doesn’t look like your standard pallet racking.”
Two sites, only 18 months ago, were consolidated into a brand new
only the business but a considerable source of its sustained staying power. Controlling freight and last mile delivery with GMK vehicles for its customers in regional areas is the rallying point of the business.
“Our focus is on ooring logistics and not to get distracted by anything else,” says Sarah. “That’s our lane and we like to stick to it.”
The building trade operates around reliable deliveries of key materials. To provide this important service, a PBS 10-wheel Isuzu crane truck has joined the eet at Network Building Supplies.
Network Building Supplies is located in the Sydney suburb of Revesby and is a distributor, to both trade and DYI customers, of building products including plasterboard, insulation, ceilings, and other internal lining products, as well as external cladding products and supplies of render and paint materials.
Providing a reliable delivery service has played an important role in the success of the business and this key contract is handled by Raff Elsiz and his team. Raff has been associated with Network Building Supplies for 19 years and proudly has his trucks wrapped in Network’s livery.
Raff got into the transport industry by starting as an “offsider” and has been involved in plasterboard deliveries since he was 15 years old. His destiny was determined 28 years ago when he purchased his then boss’s truck, which happened to be an Isuzu. In addition to his Network arrangements, Raff also
handles deliveries of plasterboard for CSR and today has 14 trucks, all of which are Isuzu including his most recent delivery, a 10-wheel FYJ model equipped with a HMF crane capable of a 15-metre reach which means it can deposit pallets with one tonne of product onto the rst level of a building site.
This is the rst crane truck in Raff’s eet and was conceived during many discussions with Tony Rouady, Network’s General Manager and one of the company’s founders.
“I’m an Isuzu man,” says Raff. “You’d never convince me to buy another brand of truck. Isuzu has been part of the operation since day one.”
Raff’s rst truck was an Isuzu and that 1996 model is still in service.
“All I’ve ever had to do was change the battery on it,” he says.
Jade Allerby looked after the marketing for Network Building Supplies as a client for her own business for four years, and three years ago accepted the
opportunity of becoming an employee.
“It’s a great culture, with great people who look after customers and staff,” Jade says. “A couple of different families started it, and most people come into the business through somebody they know.”
In addition to the greater Sydney area, Network Building Supplies’ trucks perform deliveries to the Central Coast and Newcastle, the Wollongong area and frequently to Canberra as well.
“We’re one of the last few standing doing hand unloads which can be a hard job,” says Raff. “There will always be competition and always someone wanting to undercut the price. But it’s all about service for me.”
Raff’s son Hamza has now joined the business, learning the operation as his father did by working with the trucks performing deliveries. Included in the eet for a couple of years Raff’s rst 8-wheel Isuzu has the provision to carry a Moffett truck-mounted forklift. The decision to put together
a 10-wheel crane truck was made after considerable research.
“Tony Rouady gave me great assistance and we worked out the weights and also the reach required to access a one-tonne load up to a building’s level one,” says Raff.
While the new Isuzu is dedicated to render and paint deliveries for Network Render & Paint, it’s a symbol of the continued growth of the broader Network Group and a re ection of the strong, long-term partnerships which began with network Building Supplies, where Raff has been proudly delivering for almost two decades.
The new crane truck is based on an
Isuzu FYJ 300/350 powered by a tenlitre six cylinder engine developing 257kw at 2,000rpm and 1,422Nm of torque at 1,400rpm, an ideal spec for this type of work which can involve a lot of idling time when the crane is operating.
The ve-axle truck rides on Isuzu’s load sharing front suspension and the Meritor diffs are attached to Hendrickson HAS461 air bag rear suspension. The additional lift-up tag axle is also on airbag suspension.
The result is a custom truck capable of carrying 14 pallets and it has been speci ed to mainly suit the deliveries of render materials using either bags or
buckets on pallets. Due to its relatively low tare weight and the additional tag lift axle, and by operating on the Performance-Based Standards scheme, the new Isuzu is able to maximise the ef ciency of these types of delivery.
“For most crane trucks this size the maximum payload you can get is tento-eleven tonnes which equates to ten pallets of render,” says Raff. “This new truck can carry 15.7 tonnes so it’s four pallets ahead. It doesn’t sound big for linehaul guys, but four pallets for one of our customers is half a truck. Isuzu is a light truck where payload is important and Adam Lewis at Suttons Isuzu made sure it happened and we actually got
a bit more payload than we initially expected, which was a bonus.”
The crane is operated using a remote control that must be returned to its proper location in the truck’s cab after use or an audible alarm sounds and prevents the driver from taking off.
“Adam at Suttons recommended it. If it was left on the tray or a pallet and the truck drives away it’s a few thousand dollars loss, so it’s a no brainer,” says Raff.
Traf c and the cost of tolls can be a challenge for any transport operation working around Sydney. Narrow streets, parked cars and overhead wires are just a few of the additional challenges faced
by Network drivers like Sammy Yilmaz, who nevertheless safely negotiates such obstacles and is able to unload pallets and place them onsite with an almost surgical precision. Deliveries vary considerably and it might be a full 15-tonne load for one delivery, or it might be a ten drop ‘milk run’.
“The system here at Network is great and the team do a great job,” says Raff. “We can do same day deliveries if we have to, and if the crane truck is working elsewhere, we make it happen even if we have to hand unload. That’s what service is.”
Typical Network customers include plasterers, renderers, painters, builders,
facade installers and ceiling installers. With multiple trades staff often on a construction site it’s important to not have them waiting for deliveries of building supplies.
“Raff and his team see themselves as true problem solvers and that’s network’s model as well,” says Jade.
“Our contractors and suppliers are like family and we all support each other.”
It’s obvious Raff and his own team treats Network’s customers as their very own.
“That’s particularly important to me and all my people know the rules,” he says. “I might be a contractor but I’m ‘Network’.”
Showcased at the 2025 Brisbane Truck Show, Eaton’s newly released Endurant HD-V 12-speed automated manual transmission has been speci cally designed and engineered for the vocational sector.
As well as handling general freight, the Australian vocational truck sector includes applications such as towing, construction and refuse collection. Until recently the options for transmissions were limited and the introduction of the Eaton Endurant HD-V (‘V’ for ‘Vocational’) automated transmission now provides an excellent alternative. Engineered to work with smaller capacity engines and GVM’s of less than 32,000kgs, the 12-speed Eaton Endurant HD-V features at its
core a twin countershaft design which has the bene t of the forces on the input shaft and main shaft cancelling each other out, reducing friction and bearing loads and resulting in less heat being generated.
“This particular transmission is designed to sit behind the nine-litre Cummins engine, which is smaller in capacity than the normal 600hp X15 Cummins engine which typically runs an 18-speed Eaton Endurant Pro transmission” says Eaton OEM Sales Manager Brad Appleton. “It’s
very similar in nature to the 18-speed and delivers strong performance on manoeuvrability if you’ve got a smaller truck doing a lot of in and around city driving plus a little bit of highway work.”
Top gear is overdrive and 11th is direct and there is provision for two power takeoffs utilising a new 4-bolt rear mount and the more conventional 8-bolt bottom mount locations, with a combined PTO capacity of 95hp. Interaction between the electronics within the Transmission Control
Unit and the truck’s engine and body control modules combine to provide the availability of remote PTO engagement if an application requires it.
The Endurant HD-V is driven by a single plate clutch using organic rather than ceramic material, achieving a more progressive control which, in conjunction with the latest generation engine and chassis electronic control units, makes the truck very easy to manoeuvre at lower speeds. The clutch is operated by a compressed air mechanism that further contributes to its ability to be precisely modulated.
The electronic control of the pneumatic clutch system provides a low speed performance which could be expected from an automatic transmission tted with a torque convertor. Despite this, the Endurant HD-V is not being aimed at agitator applications.
“The agitator market is very used to full automatics irrespective of the chassis, and it’s hard to get drivers to try something different,” says Brad. “It would possibly work in some but we’re not aiming it at agitators. The strategy behind this transmission when tted behind the nine-litre Cummins engine in the T3 Series Kenworth models is everything outside of the agitator sector where operators are currently using either a heavy manual box or a heavy Ultrashift, or an automatic where it doesn’t need to be an automatic.”
In similarity with the big brother Endurant 18-speed, the Endurant HD-V’s sophisticated and welldeveloped software allows the engine and transmission to work seamlessly, improving ef ciency, performance and driveability and providing the driver with control when they want it, and requiring very little input when they don’t, thus helping reduce driver fatigue.
Other features of the Endurant HD-V include a dry sump with the lubricating oil delivered by the transmission’s pump sprayed directly over the gear set. The bearings are also pressure fed by the oil pump. The Endurant HD-V
doesn’t run a lter but can be equipped with an external cooler if required by more extreme applications. The dry sump con guration reduces power losses due to churn which is common with manual transmissions. Spraying the full synthetic base oil directly across the mesh areas of the teeth has a cooling effect and reduces component wear. Smart features like transmission uid pressure and temperature sensors help protect the transmission from damage. The oil drain interval is 200,000 kilometres which may seem to be less than for a typical 18-speed but is required due to the more intensive duty cycle expected in vocational applications typically involving more stop-start driving.
“We can calibrate this transmission really well with the nine-litre Cummins to provide better driveability, better fuel economy, and with a lighter weight,” says Brad. “It’s 150 kilograms less when compared with a manual and in the nine-litre space they really care about weight.”
The weight reduction is achieved in part due to the HD-V’s alloy housing as well as less gear set components.
“This is a variant of our previous HD model,” says Brad. “The reason the HD-V variant is being launched behind this nine-litre Cummins engine combination is for added manoeuvrability and exceptional
driveability. If you’re working that truck around the CBD or in metro locations, doing stop-start driving, it provides a really nice option for those applications.”
On display at the Brisbane Truck Show was the rst truck in the world to be tted with the Endurant HDVocational 12-speed. The milestone Kenworth T320 will be joining the eet at Waverley Forklifts. The overall design which contributes to the transmission’s compactness and light weight is essentially a three-speed main box, and a two-speed splitter therefore giving six gears, with high and low range providing a total of 12 forward ratios in addition with high and low range reverse.
The Endurant HD-V has features such as a ‘rock free’ mode to help get the truck unstuck in mud or sand, and an off-highway mode that automatically tunes the transmission for optimum performance in changing ground and traction conditions. Drivers will appreciate the con dent launch performance on grades thanks to the hill start aid feature. The HD-V’s secondary con guration mode gives drivers the ability to toggle between two performance goals, features which optimise the transmission shift points and clutch calibration, allowing for a tailored operation that accounts for the load or terrain.
Cummins can now o er a complete integrated powertrain and driveline package and already has a well-developed vison for the future of internal combustion engines.
Cummins capitalised on the occasion of the 2025 Brisbane Truck Show to exhibit for the rst time in Australia its fully integrated heavyduty powertrain, bringing together the Cummins X15 engine, Eaton Cummins Endurant 18-speed automated transmission, and Meritor drive and steer axles, brakes, and drivelines. The system inaugurates a uni ed Cummins solution from engine to road and represents a major milestone in the company’s transformation into a complete, fuel-diverse and digitally connected powertrain provider.
“This is more than a powertrain — it’s a platform for optimisation,” says David Cole, Managing Director, Cummins Drivetrain and Braking
Systems Australia. “It’s a system designed to reduce downtime, improve fuel economy, and lower total cost of ownership.”
The integrated powertrain is the result of Cummins’ strategic 2022 acquisition of Meritor, which complements the established Eaton-Cummins joint venture and gives Cummins complete control over all major drivetrain elements and for its customers delivers a smart and highly ef cient solution designed speci cally for Australia’s demanding linehaul and vocational transport sectors.
“It is designed as a single system, with every component calibrated and integrated to work together, reducing friction points and improving uptime,” says David.
The new Cummins X15D engine delivers up to 660hp and 2360 lb-ft of torque and is 225kg lighter than its predecessor which is a de nite advantage in cabover applications, providing signi cantly reduced front axle tare weights.
Powering the DAF XG trucks, the engine designated the PX15 is the rst version of the Cummins X15D product in this region and is a result of the signi cant development Cummins has done in collaboration with PACCAR on the DAF XG project.
“This product delivers the highest-ever outputs for a Cummins truck engine while setting new standards for fuel ef ciency at ultra-low emissions levels. It will also be available in other brands as we move forward into the future,”
says Sean McLean Cummins’ Director and General Manager of On Highway Business, Asia Paci c. “The X15 Euro VI has been available in this market for the last few years and when ADR 80/04 comes into effect in November this year it will be the primary product moving forward in this region. It’s a derivative of the Euro V product we’ve had since 2013, and the engine itself is still free of EGR (Exhaust Gas Recirculation) and is very similar to our Euro V product with continuing updates to various componentry. The aftertreatment system uses a SCR (Selective Catalytic Reduction) and DPF (Diesel Particulate Filter) combination for Euro VI compliance.”
At the Brisbane display, connecting the power from the engine is the Eaton Endurant XD Pro 18-speed automated manual transmission. Designed for torque ratings up to 2779Nm, the Endurant XD Pro delivers smoother, faster shifting even in steep terrain and tough operating conditions and paired with the X15 Euro VI engine’s low-end torque, the result is seamless shifting and highly ef cient operation. The example of the complete drivetrain on show in Brisbane features Meritor MT21-165GP tandem drive axles, already widely trusted in linehaul and commercial eets across Australia. The latest linehaul speci cation removes
the oil pump, improving fuel economy by up to 1.5 per cent. For vocational applications, a version with an integrated oil pump provides increased durability and protection in heavy-duty and off-road situations.
Moving from the present to the very near future, Cummins also showcased the groundbreaking potential of its HELM (Higher Ef ciency, Lower Emissions, Multiple Fuels) platform. HELM is based around a exible, modular design and fuelagnostic internal combustion engine architecture and is set to transform the path to decarbonisation for onhighway eets by developing single engine platforms which can be tailored for different low- and zero-carbon fuels while keeping many parts in common, reducing complexity, and delivering strong performance. HELM delivers lower emissions while maintaining practicality during the transition to alternative energy sources.
The industry- rst fuel agnostic platform comprises of shared engine base elements to ensure seamless integration and reduced complexity for OEMs, as well as simpli ed maintenance and parts procurement for eets. The commonality of the basic engine platform delivers numerous advantages for the manufacturing process
as well as in-service tooling and technician training.
The HELM system utilises fuel-speci c above-engine block componentry to manage fuel and air delivery to the cylinders and can be designated to use diesel, natural gas and hydrogen gas as fuels. Diesel versions are currently available and the X15N natural gas variant is now in full production in North America and delivers near-zero NOx and reduced greenhouse gas emissions.
“The HELM platform enables us to meet the needs of our customers, without compromise,” says Sean.
“The common platforms deliver fuel exibility, reduce emissions, and support operational familiarity for eets and technicians. HELM gives customers the exibility to choose the fuel that aligns with their sustainability goals, business needs, and infrastructure realities.”
For eets looking to use zero-carbon fuel, the hydrogen-powered X15H is currently under development and is slated for production within the next decade. Cummins is also pursuing the development of Fuel Cell technologies. HELM means that customers can pursue decarbonisation goals using fuels which are available today and transition to alternative options in the future, all without needing to retrain technicians, or invest in new infrastructure.
Cummins is taking a practical approach to energy transition and in addition to diesel, natural gas, and hydrogen, Cummins has approved the use of renewable alternatives such as Hydrotreated Vegetable Oil (HVO), often referred to as renewable diesel.
HVO offers a signi cant reduction in lifecycle greenhouse gas emissions, up to 90 per cent compared to traditional petroleum diesel, while maintaining compatibility with many existing diesel engines. To support current and future products Cummins continues to invest in its already strong service and parts network across the South Paci c region.
Several projects about to be undertaken by di erent branches within the commonwealth indicate supply chain complexities must be increasingly factored into the allocations of budgets as governments balance catch up with disruption.
Aeet of over 50 private trucks engaged by the MidCoast Council in New South Wales have helped remove waste from kerbsides in the aftermath of record ooding. With parts of the Mid North Coast experiencing one in 500-year ood levels, the clean-up is expected to take several months for the many who have experienced devastating impacts in these ravaged communities. Recovery efforts are now in full swing in the area with the NSW Police, Public Works Advisory, Fire and Rescue NSW, SES, EPA, LLS, NPWS and the NSW Rural Fire Service working together.
Taree one of the worst-hit areas along the mid-north coast received 500mm of rain in little more than 48 hours. Teams from Fire and Rescue NSW and the NSW Rural Fire Service have been undertaking rapid damage assessments and washouts while the local council assisted in stripping out and removing ood damaged property and damaged building materials.
In two days alone, thousands of tonnes of rubbish were removed from parts of Taree and Wingham. More than 1600 assessments of residential, commercial and industrial premises have been undertaken by Rapid Damage Assessment teams. So far 488 buildings
have been declared uninhabitable as of yesterday with an expectation many more will be announced.
Prime Minister Anthony Albanese con rmed that 70 Australian Defence Force personnel had been deployed on the ground in the Mid North Coast to help with recovery while a team from Disaster Relief Australia, consisting of 25 personnel, initially, would likely to be increased to 100 to provide assistance on the ground.
Flood affected farmers and livestock carriers would receive support according to the Prime Minister with primary producers and small business support triggered in some oodaffected areas.
“What we’re doing is continuously monitoring, but there will be support,” said Albanese. “The primary producers, allows for concessional rate loans as well as freight subsidies to help with transport of livestock and also to support fodder being given to these areas.”
In Darwin, the Prime Minister or more speci cally a pledge he made during his election campaign to revoke the lease on the port which Chinese company Landbridge signed in 2015, was the subject of intensifying media speculation. The 99-year lease was controversially secured in 2015 for
$506 million from the Northern Territory government following what the Chinese called a “transparent bidding process.”
Toll Group is reportedly exploring a bid to take over the Port of Darwin through a partnership with an American equity rm. Toll’s interest in the asset follows reports that Cerberus Capital Management had begun talks with the port’s senior of cials as part of a formal proposal to buy the port.
According to Australian Financial Review sources Cerberus has come to an agreement with Toll and met with the Northern Territory government, political gures and Landbridge representatives.
The news comes amid rising speculation the Federal Government is looking to terminate Chinese rm Landbridge’s Darwin port operating rights on grounds of national security.
The Port of Darwin, where over 2000 American marines are stationed each year at Robertson Barracks, Palmerston, must accommodate substantial defence logistics, surges in critical mineral exports and growing LNG cargoes.
Cerberus Founder Steve Feinberg was appointed US Deputy Secretary of Defence in March.
Landbridge has made signi cant investments in maintaining and
ising floo aters in e out ales.
deliveries, construction or maintenance
operating at a loss to a pro t according to Chinese Ambassador to Australia, Xiao Qian.
“Such an enterprise and project deserves encouragement, not punishment,” said Xiao. “It is ethically questionable to lease the port when it was unpro table and then seek to reclaim it once it becomes pro table.”
Landbridge has maintained it has no interest in selling the asset.
The move by potential suitor Cerberus was rst reported in The Australian newspaper.
In 2015, Toll opened an offshore logistics base in Darwin for the multibillion-dollar INPEX-operated Ichthys LNG Project. The supply base is meant to have an operational life of at least 40 years.
Given its proximity to Indonesia and Southeast Asia, Darwin is considered a major strategic hub for domestic and international commercial interests.
Kwinana Freeway, which carries up to 15,000 heavy freight vehicles a day, will be the focus of congestion-busting upgrades over the next two years.
The Western Australian freeway is set to be widened, doubling capacity for speci c sections, which is expected to improve freight ef ciency and ease traf c ow.
Scope of works for the project includes adding: a lane in both directions between Russell Road and Mortimer Road; a lane southbound between Roe Highway and Berrigan Drive; a lane northbound from Russell Road to Beeliar Drive; and coordinated ramp signals between Safety Bay Road and Roe Highway.
at the 2025 election, with $460 million set aside to widen Kwinana freeway between Roe Highway and Mortimer Road.
Federal Infrastructure and Transport Minister, Catherine King, said that the Federal and State Governments are working together to deliver critical infrastructure.
“Not only will it improve travel for the 100,000 journeys that take place on the Kwinana Freeway every day, but it will be a critical investment that supports future trade growth in Western Australia,” said King.
This project is one of many that have been planned and delivered in Perth’s south such as the Tonkin Highway Extension and Thomas Road upgrades. Meanwhile, in Melbourne six 24-hour No-Truck Zones are being introduced to the city’s inner west. The zones will come into effect when the longawaited West Gate Tunnel opens later in the year.
The new regulations will allow certain heavy vehicles to travel across NoTruck Zones including buses, tow trucks, concrete trucks and waste disposal trucks.
Two-axle trucks that aren’t transporting shipping containers will also be allowed to access No-Truck Zones – ensuring the delivery of groceries, parcels and other services to residents across the inner west without disruption.
Motor homes, emergency service and police vehicles that are classed as heavy vehicles, as well as trucks that are garaged within No-Truck Zones, will be able to travel through these designated zones.
Exemptions will also apply for truck
Zones will be monitored by smart roadside cameras that can detect and categorise a vehicle’s exemption status and motorists may face nes if caught in zones they are not permitted to travel through.
These No-Truck Zones, according to the Victorian government, will remove thousands of trucks every day from residential streets and redirect them through the new West Gate Tunnel. The ultimate aim of it being improved safety, air quality and noise reduction for local communities in the inner west.
“These regulations and the smart cameras will help us take thousands of trucks a day off local streets right across the inner west, improving safety and air quality for the community when the West Gate Tunnel opens later this year,” said Victoria Minister for Ports and Freight Melissa Horne.
In June, the Victorian Government announced Sensor Dynamics had been awarded the contract to supply and install cameras that will assist the National Heavy Vehicle Regulator (NHVR) with monitoring and enforcement.
The introduction of these regulations follows a trial in September 2022 which monitored curfews and restrictions for trucks moving through the inner west, as well as ongoing consultation.
“These regulations mean that local residents will see less trucks on their residential streets when No-Truck Zones across the inner west come into effect, without compromising the delivery of groceries, parcels and other services,” said Member for Footscray Katie Hall.
This year’s Brisbane Truck Show, the 58th since its inception, attracted record crowds as OEMs and suppliers showed o their latest wares.
They came. They saw. They connected. That was very much the story from this year’s Brisbane Truck Show, especially on the Thursday when media, decision-makers and industry gathered as part of the crowd of 13,865 people who descended on the South Bank site. All up 54,790 attendees surpassed the previous record of 42,855 set in 2023 at the four-day biennial now in its 58th year. With the latest trucks, trailers, parts and accessories and related technologies spread across 35,000m², the Brisbane Truck Show remains the only event to ll up all three levels of the Brisbane Convention and Exhibition Centre. Programs related to the show were, what’s more, not immediately con ned here. There was a Depot careers hub at TAFE Queensland’s South Bank Campus, a Heritage Truck Show at Rocklea Showgrounds, boxing bouts at South Bank Piazza, and the Heavy Equipment and Machinery Show at the Brisbane Showgrounds. Another popular sidebar held offsite was the National Show ‘N’ Shine in Little Stanley Street where eets like Auswide Transport Solutions and KS Easter, among others, presented blinged up prime movers.
Back inside the exhibitor hall, the upsurge in interest around sustainability, driver safety and telematics, has not diminished in standing or relevance to judge by the prevalence of companies now producing solutions across these categories among exhibitors. There were 300 in total with 22 truck and engine displays and another 30 devoted to trailer manufacturing.
New trucks, including electric and zero-emission vehicles and refrigerated transport, from a range of manufacturers, such as DAF, Scania, Fuso, Isuzu, Kenworth and Eurocold provided talking points. Hyundai’s hydrogen fuel cell XCIENT truck certainly one among them.
Close to 400 transport and government stakeholders and representatives attended the BTS of cial launch ceremony.
The Fuso display included an upgraded Canter range and the Shogun 530 featuring a new cab design and more powerful 13-litre engine. The twin turbo six-cylinder delivers 530hp, making it the most potent Japanese truck in the local market. Freightliner provided a sneak peak of the next generation Cascadia prime mover from the United States and reinforced the compelling business case of the brand owing, in part, to its low running costs in an economy of increasing uncertainty for operators.
“We continue to pioneer safety with fully integrated safety features across our entire range designed not only to protect drivers plus vulnerable road users through active assist systems,” said Andrew Assimo, Daimler Truck Australia Paci c Sales, Marketing and Operations Vice President. “We’re taking a strong position in terms of leading sustainability. For us at DT leading sustainability is not just about e-vehicles, it’s also about the diesel portfolio that we offer today.”
Part of that portfolio is the MercedesBenz Actros which launched a new ProCabin variant that promises, after continual upgrades, increased aerodynamics with an estimated 3 per cent improvement in fuel consumption. BTS has increasingly been a must for international OEMs with a foothold in the market. In truck sales there is no bigger name at present than Isuzu.
“One critical aspect that OEMs like Isuzu can in uence is continually developing a safe, comfortable and professional workspace for drivers to be able to pursue their trade, and more importantly, attract a younger generation to join the transport industry,” says Matt Sakhaie, Isuzu Australia Limited Chief of Product. Variants representing every Isuzu model across the light, medium and heavy-duty segments were formally introduced to the public in Brisbane. No product had carried over from the brand’s previous showcase in 2023. A staged rollout of Isuzu’s heavy-duty FX and light-duty NQR models has Image: Penske Australia.
immediately followed the show. Ongoing commercial viability, if not an of cial theme, was a thread truckmakers had, by unspoken consensus, picked up and returned to in making the case for their wares. As external forces produced by a faltering economy informs the logic that underlays purchasing decisions, it’s not for nothing that total cost of ownership remains front of mind for most everyone who came in contact with a truck display barring the cleaning staff after hours. Scania Australia Managing Director Manfred Streit appeared un ustered by the present moment.
“Let me just say that we are clear eyed about the road ahead in this country,” he says. “Scania has done all the R&D work to create functioning viable range of battery electric vehicles. But there must be a viable eco-system of charging and electricity which is affordable [and] is very necessary in order to make commercial sense for operators.”
Supply chains since the last event in 2023, which Scania did not attend, have been forced continually to adapt to fastchanging markets.
For a powertrain supplier like Eaton, in which sourcing raw materials and components was already a complex and multifaceted task, solutions to foreign trade policies are being sought seemingly on the y.
“The whole tariff situation has become a little dif cult to gure out, so I’ve been travelling around the globe trying to nd alternatives for business,” said Mike Meleck, Eaton Global Channel, Inside
Sales and Application Engineering Manager. “Australia seems to be a good place to start to see how the interest is.” The power management company, best known in the heavy truck sector for producing leading transmissions, clutches and brakes, found the opportune time to unveil its latest 12-speed Endurant HD-V automated transmission and their low voltage electrical range.
Designed predominantly for onhighway applications, the re ned transmission offers smart features like a uid pressure sensor to help protect the transmission from damage. It’s rst home will likely be inside new product from Kenworth. The bestselling heavy-duty brand, for its part, unveiled a new generation of wide cab models. Nomenclature aligns to the model numbers T320, T420, T620, and T620SAR – all part of the popular PACCAR Australia stand – to indicate product evolution. The T420SAR houses the latest ADR 80/04 compliant PACCAR MX-13 engine while the PACCAR TX-12 and TX-18 12- and 18-speed transmissions reportedly deliver more torque at low engine speeds and high performance over a wide rev range. Stablemate DAF is no longer the runt in the litter. A blacked out DAF XG 15L 660hp proved to be a major attraction.
And for the latest in sustainable inner-city and regional distribution, the 19-tonne rated DAF XB Electric, currently in Australia for evaluation, impressed as the OEM’s
latest contribution to its zeroemissions portfolio.
As part of the festivities,UD Trucks launched the Condor, a new range of trucks for Australia. Previously available in Asia, the UD Condor is aimed at the medium-duty sector and will be available in 6×4, 6×2 and 4×2 con gurations later in the year.
No stranger to spectacle, the Drake Group vertically suspended a 4.9-tonne rotating at top skel on its tip as part of its expansive trailer range. The Wacol, Brisbane company also displayed a swing wide extendable 5x8 trailer, known as the ‘King of Bling’, painted in sleek black and gold livery and complete with glitter on the deck, gold-plated number plates and gold trimmings.
“We we’re always looking at different innovations and different ways to skin a cat, so to speak,” notes Drake Director and Business Unit Manager (New Trailers), Sam Drake.
Another company with a key presence in Brisbane is Penske Australia, whose dealer network and prime mover offering has been greatly improved in recent years.
“We’re continually trying to expand our network through company owned stores and independent dealers like Tas Trucks,” said Hamish Christie-Johnson, Penske Australia Managing Director.
“Penske has 73,000 people around the world including the 1500 we have working here in Australia and New Zealand… With the three Porsche dealerships acquired last year we’ll be up to $2 billion in revenue in 2025.”
A maroon 640hp MAN Lion S prime mover, one of the prominent features at the Penske Australia stand this year, was handed over to Queensland eet TNS Logistics as part of ceremonies during the show.
“We’re thrilled to have the rst MAN Lion S in Australia,” says Craig Lee. “It’s the premium product out of Munich. To be able to have a European cab-over unit that presents in a way that this does is something that we are really proud of.”
The 721 Wide Cab is at the top of Hino’s 300 Series range and straddles the divide between light and medium-duty applications.
With a gross vehicle mass rating of 6,500kg, the Hino 721 Wide Cab model ts into a exible market position for Hino across the upper end of light-duty and at the entry level of medium-duty. To add to its versatility the 721 can also be ‘plated’ to a passenger car licence-
friendly 4,495kgs GVM for applications where maximum payload isn’t a major criteria yet such models retain the same 3,500kgs braked towing capacity of the 6.5-tonne versions.
We’ve experienced the 721 Wide cab in the past, but with a built-to-go alloy tray and pipe racks more suitable for tradesperson requirements, instead
of the full pan body of this example. The body tted is typical of a ‘rental’ application and is further enhanced with the inclusion of the d’Hollandia electro-hydraulic tailgate lifter.
The 721 rides on 17.5-inch steel rims equipped with 22.5/80/17.5 tyres which is a step up from the 16-inch wheels and tyres tted to most of the
Hino 300 Series range of trucks. Aside from additional stability and load capacity, the larger diameter wheels increase the ground clearance slightly which is especially handy at the rear where, along with the design of the well tucked up tailgate lifter, the additional height reduces the incidence of bottoming out in circumstances such as negotiating steeply angled driveways. When we’re driving a four and half tonne, or even six and a half tonne, truck around densely urban areas such as Sydney’s inner western suburbs it is a wake up to note how many side streets have posted limits of three tonnes maximum GVM. As these once working class suburbs have become more gentri ed, there is also a problem of low hanging tree branches. The Hino’s navigation system had been programmed accordingly and very effectively identi es the ‘no go’ routes, so we only had to look out for the branches, not the constabulary or overenthusiastic council rangers.
The Wide Cab 721 is available in either 3,500mm or 3,800mm wheelbases accommodating nominal body lengths of 5.0m and 5.4m. There is also a 721 Crew Cab version which uses a 4,400mm wheelbase.
The Hino 721 is powered by a fourcylinder ve-litre engine which develops an impressive 205hp (151kW). The maximum 600Nm of torque is available from 1,600rpm and doesn’t taper off until 2,250 rpm. The common-rail turbo engine meets the current ADR80/03 (Euro V) emission standards via exhaust gas recirculation combined with a diesel particulate lter system. The occasional automatic DPF regeneration during our test over a couple of days is unobtrusive and doesn’t interfere with the truck’s operation. DPF regeneration can also be initiated by the driver using a dash mounted switch. Engine output is transferred through a six-speed double overdrive (fourth is direct) full automatic transmission which also provides the option of manual sequential shifting, with an activation
button located on the selector lever for drivers who prefer to take control of the gears. We’re content to let it control the upshifting points and it’s only on the steeper downhill roads that we ick back a ratio or two to assist with the effect of the exhaust brake. Ventilated disc brakes are at all four corners and are integral to the Hino SmartSafe system.
The torque convertor connecting the engine and automatic transmission has a lock-up function and the shift programming delivers great drivability
and fuel ef ciency. Similar to a car, the transmission kick-down initiated by the driver through the accelerator pedal assists the performance when ascending hills and the transmission upshifts as soon as practicable once over the crest to return to the most ef cient and fuel saving ratio.
The Hino SmartSafe system includes multiple elements such as driver and passenger SRS airbags, an energyabsorbing steering wheel, daytime running lamps, traction control, ABS braking and Vehicle Stability Control.
In common with the rest of the 4x2 Hino 300 Series range, the SmartSafe package also includes a Pre-Collision System (PCS) with Autonomous Emergency Braking (AEB), Electronic Brake force Distribution (EBD) Pedestrian Detection (PD) and a Lane Departure Warning System (LDWS).
The PCS can detect a vehicle in front using both radar and digital camera image sensors and if the PCS detects the possibility of a collision, it can warn the driver via both visual and audible alerts. If the system continues to determine the possibility of a collision, it can autonomously apply the brakes to mitigate damage or even avoid the collision altogether. The PCS also includes pedestrian detection.
The 300 Series cab has been tested to the UN ECE R-29 cab strength certi cation and features narrow A-pillars which contribute to an almost uninterrupted forward view. The mirrors are large and remarkably vibration free at all speeds thanks to their solid mountings. For servicing, the cab tilts easily with the assistance
of its torsion bar tilt mechanism. Images from the high de nition infrared Reverse Camera are displayed on the central screen automatically when reverse gear is selected. Travelling in a forward direction at highway speeds and generally having the touch screen in navigation mode, a tap of the camera button switches the display to the reversing camera’s rear view on the screen, which can be very handy when overtaking vehicles such as caravan combinations, the drivers of which don’t usually provide the courtesy ash of the headlights common in trucking, allowing for a smooth and safe merge back to the left hand lanes.
The driver’s seat in the Wide Cab models has torsion-bar suspension with the damping adjustable to suit the individual driver and is mounted on inclined rails to make adjustments easy across a broad range to physically suit almost any driver and provide a high level of comfort with reduced fatigue, which is appreciated during the couple of continuous three-hour stints we have behind the wheel,
which also has plenty of tilt angle and telescopic adjustments.
The Hino high-de nition touch screen multimedia-unit on the truck’s dash is intuitive to use and setting up the allimportant Bluetooth phone connection is very straightforward to complete, and we even have no troubles activating the voice dialing. The touch screen is complemented by a comprehensive trip computer read-out centrally located between the speedo and the tacho and is controlled by buttons located on the steering wheel. This second display provides a range of vehicle operational, maintenance and performance data. The cruise control settings are handled by buttons on the right-hand side of the steering wheel, and the ‘Off’ switch is slightly raised so there is no fumbling to switch back to the truck’s speed being controlled by the driver. With a driver behind the wheel holding a minimum of a Light Rigid licence, the Hino 721, when rated at 6,500kgs, can handle a GCM maximum of up to 10.0 tonnes. In tting with its “little big” (or “big little” if you prefer), the Hino 721 has a 200-litre fuel tank.
If knowledge is power, Isuzu’s Pat Ryan has made a career out of sharing the right knowledge in theory as well as in the truck cab.
Pat Ryan has around 50 years of experience with a number of major OEMs and their suppliers. Since late 2024, he has been the National Fleet Training and Handover Manager at Isuzu Australia where he plays an important role in ensuring operators get the most value in terms of safety and ef ciency from their trucks.
Prime Mover: Why is the handover and training important?
Pat Ryan: Providing an effective handover of modern trucks can sometimes be time consuming for the eet, but this does pay back effectively in how the driver can interact with a modern truck and ensure its safe operation. We also ensure they have the
knowledge to drive the truck ef ciently. I like to get people excited about a new truck and after introducing them to the product I tell them, “You love the product, you’re excited about it, now we need to drive it properly”. Driving a modern truck is vastly different than driving a truck even as little as ve years ago. Many of the new active and passive safety features need to be properly explained and demonstrated so the owners and the eets are comfortable and con dent with their decision to buy a new modern truck.
PM: Do you only work with drivers?
PR: For a few years I’ve also been working with sales cadets. I sometimes notice that salespeople are ‘wallet
focused’. I urge the new breed of salespeople to be ‘customer focused’ because when you’re customer focused the wallet will look after itself. I love helping young people get into this industry, but I want them to be a proper business partner not just in the good times but, more importantly, in the tough times as well. I want them to be something different, something better — I want them to be a customerdriven sales professional.
PM: Is the technology the next big challenge for a role such as yours’?
PR: It isn’t for me because I love new technology. I just need to keep on top of gathering the information. Isuzu has a lot of people who can train others, and I am close to these people from whom I can obtain information straight from the source. I might come up with some random questions for them, but they’re not actually all from me, but from customers or even someone who’s thinking about buying a new truck and are transitioning to that sort of technology because their own customers deem they want it.
PM: Why the interest in technology?
PR: For me, it is a constant learning curve of what information I can nd, often by drilling people for that information so I can answer others’ unusual questions and for my own information. Any new technology is interesting to me. I’ve never been afraid of new technology or whatever is the ‘next big thing’. People who resist new technology get left behind.
PM: Are drivers still the most in uential factor in truck operations?
PR: I have a saying that a driver will make something new work spectacularly, but also a driver can make it fail just as spectacularly. It’s all up to the drivers and taking on board what I suggest is what decides whether something will work or if it won’t. When drivers listen, the system works really well.
PM: Will the increase in electric vehicles require a different mindset for drivers?
PR: Most modern cars have a readout for distance-to-empty which is based on the most recent driving style.
important thing on an electric truck to pay attention to, because driving style can signi cantly extend the projected distance or chop it in half because the driver is not heeding the advice on how to best drive an electric vehicle.
PM: With Isuzu transitioning to a completely new range during 2025, does the focus change for handover and driver training?
PR: For me, the biggest thing at the moment and I’ve been really concentrating on this, is getting people to understand the safety in the Advanced Driver Assist Systems (ADAS) because I dislike people jumping into a truck and turning every safety system off. I want them to keep them on because if they don’t, they’ll continue to hate the system because they’re not understanding them. I’ll come and help them understand the systems better to keep them switched on. I like to say that “one day it may save your arse and if it’s switched off it can’t do that”. So, leave it on, learn to understand why it’s cranky with you and then work your way around it. Whenever there is an alarm noise in a truck it’s the truck
lane departure warning or travelling too close to the vehicle in front. I’ve had drivers ask, how do they turn something off, and my response is you don’t need to turn it off because it’s actually telling you you’re doing something wrong or you can do it a little better. I’ve had people with plenty of experience come back to me saying, “your ADAS system has coached me to be a better driver”. I’ve used that quote a lot.
PM: You’re an ADAS advocate?
PR: ADAS, for me, is the most important thing and the reason I’m focusing on it now is the new Isuzu models have a much more comprehensive system than the previous generation. The people who may have been cranky with it before are going to be even crankier with it now, so I want them to understand it. The sales guys are sometimes the hardest to get onside because they’re the ones to cop the grief from the driver or the owner through comments such as, “You’ve sold me this truck and all it does it beep and yell at me.” With drivers, I tell them: “I’m going to be your new best friend because I’m here
Sophia Lafkas is scaling every height of Australia’s transport industry, from family operations to her own successful enterprise, along with a recent award nomination for good measure.
Aknack for transport seems to run in the blood.
Entrepreneur, Sophia Lafkas, has been heavily involved in the industry for decades, and for her, there really wasn’t much choice in the matter. Transport was a major and constant presence in her life by virtue of the family she came from, who had built and run their own prominent container haulage business – AST Services – out of Port Botany in New South Wales for 30 years.
Sophia followed this beaten path early on, entering the family business as a 14-year-old in the mid-1990s. She would work during school holidays under the tutelage of her grandmother, who was entrenched in the business’ nancial operations. This initial exposure ignited a keen interest within Sophia for operations, numbers and problem-solving. She nurtured this interest by studying accounting in university, before coming back to AST Services with a much more embedded nance role.
“When I came back to the family business after my studies, I started working through its nances pretty much right away,” she says. “It began with learning all the types of account ling, before invoicing all the jobs the company took on. It was a real crash course in operations — how to manage the workload, book jobs on my own, and everything in between.”
But of course, she rose to the occasion.
Commencing the role of Finance Manager after her grandmother passed away in 2018, Sophia was thrown into the deep end as AST Services was in the midst of acquiring another business. This was followed by its own acquisition made by QUBE in late 2021, a process Sophia was indispensable to.
“I facilitated the sale to QUBE, and it was a great experience,” she recalls. “I really got to understand the fun part of the negotiation and enjoyed being in the middle of the communication between the companies.”
This event helped her realise that the
keen interest she had for transport nances and problem solving was a passion. Following the acquisition of AST Services, Sophia planned to offer freelance bookkeeping services within the industry. But this was quickly put on hold when she found herself with an opportunity to establish a transport enterprise of her own. Naturally, she jumped at it. And she hasn’t looked back.
What eventuated was The Perfect Recruit, a labour hire business which she established in Sydney over four years ago. The business has rapidly expanded since – now also providing its services in Brisbane, Melbourne and Perth – with plans to break into Adelaide in the near future.
The Perfect Recruit connects drivers with transport eets in need of manpower and offers a healthy mix of full-time employees who bring their own trucks and sometimes trailers to the job, as well as drivers looking to be substituted into customer eets to operate equipment. Roughly 80 drivers in the company are matched with the job best suited for them based on the length of the job with the help of its unique selling point in the market: a nationwide database of eet operators and their vacancies.
The Perfect Recruit’s prominence and connectedness within the industry has been the result of relentless work, a grind that Sophia learned on the job.
“Consistency is a mindset I’ve learned, especially with marketing,” she says.
“Everything from cold-calling new clients, to enacting our LinkedIn strategy for over a year. We’ve put in this consistent work and are seeing a lot of traction. My name is starting to pop up a lot in the industry now. We’re even having companies approach us for work which is amazing given how much we relied on word-of-mouth for business when we rst started.
“This consistency gets my name out there, generates revenue, and builds my reputation in the space. People think ‘truck drivers’ and they think ‘Sophia’, or vice versa. It’s awesome.”
The resultant traction undergirds Sophia’s already-sharp market sense and passion for the space. In her fast-paced role, every day is a learning experience, and she loves it.
“I like the sense of owning what I’m doing,” she says. “There’s a passion in me seeing the numbers of a business, seeing where things work and don’t work operationally, and then collaborating to nd a solution. Obviously in transport, margins are very slim, and it’s not always viable to stay in the green.”
Solutions come, as Sophia has learned from her own venture, in many different forms.
“Sometimes you need to put yourself in a bit of a loss to then make more in the long run,” she adds. “I love being able to crack that code.”
The transport industry’s demand for unique solutions is further heightened by its capricious nature — a nature that Sophia decidedly thrives in.
“One thing I’ve learned is that running a business can be particularly volatile,” she says. “You can be doing very well with many clients one minute and then experience a major dip the next. Transport as an industry is also so volatile already. Especially container transport, where the slightest weather impact will close ports, and has major ow-on effects to the consumer.”
The inherent volatility contributes to the breakneck pace of transport leaving small windows of time to accomplish a task according to Sophia.
“That’s what I love — the pressure to get things done,” she says. “I love being on my toes all the time, and that’s re ected in the business I operate.”
Sophia’s seasoned experience and successful business venture in the transport industry have earned her a spot as a nalist for the Young Gunnette Award, which recognises the achievements of up-and-coming women in the transport and logistics industry and is presented by Transport Women Australia Limited (TWAL). For Sophia, the nomination was an unexpected honour.
“Being nominated for the Young Gunnette Award feels really good,” she shares. “I’m so grateful that I’ve even had the opportunity to be a nalist, regardless of the outcome. I’m sure there are a lot of other women in the industry who embody this award. I never really thought that I’d be a nalist for something like this.”
While Sophia is excited for this nomination to bring more exposure to her booming business, she’s also used it as a moment to re ect on her own journey through the transport sector as a woman, and what it means for her to come through it as a success.
“When I rst started this business, I remember shying away from nding clients on my own in the maledominated space,” she says. “I was quite nervous with the notion of cold calling as a woman. People always used to give a certain energy, like they didn’t think I knew what I was talking about because I was a woman, and looked a bit younger than I might have been. But I’ve just worked really hard to change this narrative. I’m a woman in the industry with a lot of experience, and I’ve shown that now. People know it.”
Twith respect to the axle lines on a prime mover potentially affects the road handling. I want to consider the legal requirements and the good practice considerations.
The relevant Australian Design Rule is ADR 62/02, Mechanical couplings between vehicles. It is focused on the strength and safety features of types of couplings. It is not an installation guide. This standard does not prescribe the location of the fth wheel coupling, which is left to the OEM manufacturer’s discretion. ADR 62/02 references the Australian Standard: AS/NZS 4968:2023 Mechanical ( fth wheel) coupling between articulated vehicle combinations. This standard is in three parts. Part 2 concerns installation and testing matters. Because of the ADR 62/02 reference, the installation requirements in the AS 4968 standards are adopted into the national standard for new vehicles. They then get called up in the in-service rules.
The prime mover manufacturer has probably installed ‘angles’ onto the chassis in rear-axle-group region. The angles allow the fth wheel to be positioned over about a 400mm range. It is common practice for fth wheel couplings to be installed by new truck dealers, so that the owner can specify the type and position of the fth wheel. Consequently, this installation is a modi cation unless it is done strictly according to the ‘manufacturers speci cation’. The reference point
Basic principles of road handling forces.
for this speci cation is probably the manufacturer’s body-builders guide and the manufacturer’s parts list. The modi cation code, Vehicle Standards Bulletin 6 defers to the manufacturer’s guidance. Manufacturer’s guidance, if it exists, is usually to install the fth wheel slightly forward of the centreline of the rear axle group because of concern that steering will be light if the trailer weight is imposed toward the rear of the rear axle group.
Is it legal to position the fth wheel elsewhere? Fifth wheels can be positioned on a ‘slider base’ that are available and can be repositioned. VSB 6 section P speci cally excludes relocation of a previously installed fth wheel from scope, assuming it was originally ‘approved’. Therefore, relocation seems to be an adjustment rather than a modi cation. So, it seems that the only guidance needed is that which is provided by the vehicle manufacturer.
Positioning of the fth wheel back is sometimes done to reduce the mass on the steer axle group. There are also clearance considerations such that the trailer cannot clash with the truck. The longitudinal position of the fth wheel affects the mass distribution between the axle groups. Legally, the individual laden axle mass limits in regulations cannot be exceeded. The road handling could also be affected because steering forces are generated by the front tyres, and this depends to an extent on the mass carried on the front axle(s). As the fth wheel is moved back, the laden mass on the front axle is reduced and the mass on the rear group increases. Correspondingly, the extent of ‘scuf ng’ of the rear tyres during turns may change slightly, although this is mainly
determined by the position of the turncentre which does not change. The extent of axle mass changes can be calculated assuming the kingpin mass is shared between axle groups according to spacing. Note that when the rear axle group has two or three axles, the load sharing behaviour of the rear group suspension is relevant. The axle masses should be measured to verify the calculations. The national standards (ADRs) do not regulate road handling. It is assumed that the vehicle manufacturer has designed the vehicle to have acceptable road handling, so there is no ‘benchmark test’ to base road handling performance. VSB 6 references the tailswing limitations that are in the PBS standards, but these tests are too complicated for a one-off fth wheel relocation.
The diagram above shows the basic principle that the centre of mass of the laden vehicle should be located at the turn-centre X, which is de ned by the steering axle(s) set-up. Moving the fth wheel moves the C of M. The ‘Ackerman steering geometry’ is usually selected so that the turn-centre of the truck is approximately at the front differential (i.e. Axle 2). The laden Centre of Mass of the truck should be at the turn-centre X, which is also the centre of the centrifugal forces acting on the vehicle and mainly provided by the rear tyres. This minimises the road handling forces that must be transferred via the chassis. Satisfactory road handling of the laden combination vehicle after the fth wheel position is changed should always be road tested before unrestricted use.
Peter Hart, Chair ARTSA-I
the way trucks operate on our roads. In my column this month I will explore some of the ways in which AI might be used across the trucking industry by exploring the bene ts it could bring, the challenges it has the potential to address and the future possibilities it may unlock. Starting with vehicle design: from the basic exterior shape of a truck that plays a major factor in the vehicle’s aerodynamics and its physical appearance; the layout of key components and systems that effect performance and weight distribution; to the ergonomic layout of the driving cabin environment and the driver’s eye view of their internal and external surroundings; these features can not only be designed by AI, but enhanced by multiple iterations of concepts and designs, far more than was ever previously possible. All leading to new, innovative solutions, never before thought possible.
With the fundamental vehicle layout complete, AI can use simulations to test features and functions, re ning design elements and system functionality. AI can test software systems and AI can be embedded into vehicle software via machine learning algorithms, allowing systems to understand driver preferences,
learn to navigate complex environments, react to unexpected obstacles, and make decisions in real-time.
AI is helping to develop and push the boundaries of truck design. While humans remain at the core of the project, AI enables manufacturers to create and develop trucks with unique and innovative concepts and features. In the manufacturing process, AI helps streamline supply chain routes, predict supply disruptions and optimise inventory management. This enhances the manufacturing process, reduces production delays and costs, resulting in a more ef cient assembly. Meanwhile AI computer vision systems provide unparalleled precision in inspecting vehicles for defects during the
Once complete and delivered to the customer, AI can be used to intelligently plan and optimise routes for the truck’s daily operations. AI driven route planning algorithms consider real-time traf c data, weather conditions, minimise empty truck kilometres, improve load consolidation and other variables to optimise truck routes. By analysing historical and current data, AI systems can identify the most ef cient routes, reducing travel time and fuel consumption. These intelligent systems can adapt to dynamic situations, providing drivers with real-time updates and alternative routes to avoid traf c congestion or road closures. Intelligent route planning and optimisation not only improve ef ciency but also enhances customer satisfaction by ensuring timely deliveries.
Of ever-increasing importance to transport operators, AI can play a crucial role in improving fuel ef ciency and reducing operational costs in the trucking industry. Advanced AI algorithms analyse various factors such as load weight, road conditions, and driving behaviour to optimise fuel consumption. AI systems can provide real-time feedback to drivers, promoting fuel-ef cient driving techniques. Additionally, AI-powered predictive analytics can identify patterns
and anomalies in fuel usage, enabling companies to implement strategies, such as driver training to reduce fuel waste.
AI powered driver assistance features are improving safety in the trucking industry. These features include collision avoidance systems, adaptive cruise control, and lane departure warnings. Utilising sensors and AI algorithms, these systems can detect potential hazards, provide driver alerts and/or take corrective actions.
We are witnessing the power of AIenabled video analytics systems that analyse, in real-time, video camera footage in trucks to identify risky driving behaviours such as tailgating, aggressive manoeuvres, distracted or fatigued driving. By detecting these behaviours, AI algorithms can provide valuable insights for driver training and behaviour modi cation. Additionally, these systems can potentially assist in accident investigations by providing accurate data and visual evidence.
Fatigue and distractions pose signi cant risks to truck drivers and other road users. AI powered fatigue and distraction monitoring systems utilise advanced technologies such as facial recognition and eye tracking to detect signs of fatigue or distraction as they occur. These systems issue alerts to drivers, reminding them to refocus their attention and take breaks. While continued transgressions could depower the truck, or send alerts to operational managers, allowing for external interventions, thus preventing crashes.
The future possibilities of AI in the trucking industry are vast, exciting and potentially endless. I have only touched upon a few possibilities here. There is no doubt that these new trucks will provide better road safety outcomes for all road users and become, yet again, another reason why the industry as a whole should join as one to champion TIC’s call for the modernisation of the Australian Truck Fleet.
Tony McMullan CEO, Truck Industry Council
Iextend my congratulations to Prime Minister Anthony Albanese and his Labor Government on their historic victory in the recent Federal Election, along with Catherine King for retaining her Transport, Infrastructure and Regional Development portfolio. This win marks a signi cant milestone for Australia, and we are eager to work collaboratively with the new government to shape the future of transport.
The transport industry is the backbone of our economy, and its ef cient functioning is crucial for the prosperity of all Australians. With the election now decided, it is time to focus on driving growth, productivity, and sustainability.
The VTA has identi ed several key priorities that we believe are essential for achieving these goals.
One of our primary focuses should be on productivity improvements and fostering intermodal connectivity. Integrating road, rail, air, and sea transport will ensure seamless freight movement, which is vital for maintaining and improving the standard of living for all Australians. The development and implementation of a comprehensive intermodal strategy are crucial. This strategy should support the integration of various transport modes to handle increasing freight volumes effectively.
There is an urgent need for transport reform to drive productivity, ef ciency,
and safety improvements within the road freight industry. It is essential for statutory bodies to have a greater understanding and direct engagement with the industry’s needs. Currently, there is a disconnect between these bodies and the road freight industry, as evidenced by their agendas and outputs.
For example, the National Transport Commission’s review of the Heavy Vehicle National Law has been ongoing for eight years with no signi cant improvements. Similarly, Austroads has been reviewing the heavy vehicle national driver competency framework for decades, yet heavy vehicle drivers are still not being adequately trained before being licensed.
Addressing these issues requires a concerted effort to align the objectives of statutory bodies with the practical needs of the road freight industry. By fostering a collaborative approach, we can develop policies and initiatives that truly bene t the industry and enhance its productivity, ef ciency, and safety. Another critical area that requires attention is the Heavy Vehicle National Law (HVNL). We believe that a modernised HVNL should focus on riskbased regulations, streamlined processes, and greater exibility for operators. By adopting a more pragmatic approach, we can create a regulatory environment that supports innovation and growth while maintaining high safety standards. Our industry is facing a signi cant challenge in attracting and retaining young talent. The current driver licensing framework needs to be updated to make it more accessible and appealing to young people. We need to ensure that we have well-trained and competent drivers from the start
of their careers, which is critical for the industry’s safety and ef ciency.
The VTA advocates for changes to the national heavy vehicle driver licensing framework to make it more inclusive and supportive of young drivers. By providing better training and career development opportunities, we can attract a new generation of skilled professionals to the transport industry. Collaboration is essential to achieving these goals and ensuring a resilient and ef cient freight system for the years to come. The VTA is committed to working closely with the Albanese Government, industry stakeholders, and other relevant parties to address the challenges facing our sector.
We also welcome the Prime Minister’s announcement of a national Productivity Summit, which presents a timely opportunity to generate constructive dialogue and innovative ideas for boosting productivity across the economy.
The transport sector must be a central part of this conversation. By aligning transport reform with broader productivity objectives, we can unlock ef ciencies, reduce costs, and enhance competitiveness across supply chains. The Summit can serve as a catalyst for meaningful change, bringing together government, industry, and experts to shape a more productive and prosperous Australia. It is essential that transport and logistics are recognised as enablers of national productivity, and that reforms are informed by realworld industry experience, data, and collaboration.
Peter Anderson CEO, VTA
The total number of new trucks sold in Australia during May 2025 was 2,932 according to the statistics provided by the Truck Industry Council. This result is 740 units less than during the corresponding month in 2024 (-20.1 per cent) and demonstrates that the market continues to cool after the heady days of 2022-24 when the annual average was just over 40,000 units for the full year. The year-to-date (YTD) accrual at the end of May of 13,486 new trucks was 2,262 less than at the end of May 2024 (-14.4 per cent) and indicates that the 2025 full year is very unlikely to set any records.
The Heavy Duty category recorded 1,172 sales during May, which is 443 less than in May last year (-27.4 per cent), and the 2025 YTD rose to 5,662 which is 1,291 less than for the rst ve months of 2024 (-18.6 per cent).
Medium Duty is traditionally the smallest category numerically and also showed the smallest contraction in its market with May’s 670 units being 80 less than during the previous May (-10.7 per cent), while it’s YTD performance of 2,934 was just 216 less than for the same period last year (-7.4 per cent).
Light Duty truck sales during May totalled 1,090 units, 299 less than May 2024 (-22.6 per cent), and took the YTD result to 4,890, which was 755 less than at the same point in 2024 (-13.4 per cent). The Large Van category had a relatively good result during May with 989 units representing 133 additional units when compared to May 2024 (+15.4 per cent). This positive result helped push the YTD to 4,208 which is just 281 less than 2024’s 4,489 (-6.3 per cent).
The Australian economy grew 0.2 per cent during this year’s March quarter and this rise contributed to the Gross Domestic Product (GDP) marginally growing by 1.3 per cent since March 2024. In ation appears to be under control and additional interest rate reductions are expected to come from the Reserve Bank as the year progresses. The RBA is on record expecting the annual growth in GDP to be at 1.8 per cent by the end of the June quarter, increasing to 2.1 per cent by the end of the calendar year, however these predictions can be affected by local and global impacts of the ‘on again-off again’ tariffs being imposed by the Trump White House.
Leading up to the end of the nancial year, extreme weather
events in Australia such as ooding have had a negative effect on many industries such as agriculture, mining and even tourism. Other external forces have also affected shipping which has caused delays in the importation of products such as trucks and many of their components.
