BIG RIGS 7 November 2025

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Big Rigs National Road Transport Newspaper is published by Prime Creative Media. It is the largest circulated fortnightly truck publication in Australia with 22,500* copies per fortnight.

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Companies fined $770,000 over death of truckie

THREE mining and construction services companies have been fined a total of $770,000 and ordered to pay $16,000 in costs over the death of truck driver Tom Lord in 2022.

Resource Operations and Maintenance Services, Diverse Management Services a nd Technologies International Group, trading as Welltech Total Water Management, pleaded guilty to failing to ensure that the health and safety of other persons was not put at risk from t heir work and were fined in the Perth Magistrates Court on October 14.

Resource Operations and Maintenance Services and Diverse Management Services were each fined $160,000 for their part in the resulting incident, while Technologies International Group was fined $450,000.

The three companies all provide services to the civil mining and construction industry a nd all played a role in the construction of earthworks at a mine in the Pilbara, said WorkSafe WA.

The earthworks required the use of large amounts of water, and the mine operator requested Resource Operations to provide a water pump k nown as a MegaFill pump, which Diverse obtained from Technologies International Group, the hire company.

The MegaFill pump is a mobile water pump with two booms, an intake boom and a discharge boom. The booms extend out for use and are folded away for storage and secured for transport. When folded, the booms can unfold and rotate away from the pump if not properly secured, so the intake boom is secured for transport by

way of a chain attached to the boom, a travel mount strap placed over the boom and a travel mount bolt attaching the boom to the pump frame. The discharge boom is also secured by a travel mount bolt.

W hen the work was completed, Diverse engaged trucking company RGR Road Haulage to transport the pump back to Perth. It was demobilised without Diverse Management workers or the site supervisor having regard to the operating procedure provided by the hire company.

A rachet strap was placed over the intake boom for transport, but WorkSafe WA said workers did not attach the chain or the travel bolt, creating a risk that the boom could rotate during transport.

Neither Resource Operations nor Diverse ensured that t he operating procedure was provided to the workers or

companies were fined a total of $770,000. Image: Vera/ stock.adobe.com

that the pump was demobilised according to the procedure, said WorkSafe.

The pump was later loaded onto a semi-trailer, and when it was travelling towards Perth on Great Northern Highway, the ratchet strap securing the intake boom failed and the boom became unrestrained.

At around 9.27pm on July 25, 2022, the boom of the

pump struck and killed Lord, the driver of a truck travelling in the opposite direction just north of Meekatharra.

After the incident, WorkSafe WA said Technologies nternational Group designed a new restraint system that removed the risk of the boom being inadequately restrained during transport.

WorkSafe SA said it was reasonably practicable for Technologies International to fit a n engineering control on the pumps to ensure the booms could not rotate or move during transport.

The company failed to implement this practicable measure before the incident and so failed to comply with their health and safety duty, added WorkSafe WA.

WorkSafe WA said RGR Road Haulage has also pleaded guilty to a separate charge but is yet to be sentenced.

Assessor shown door after ‘concerning’ breach

TRANSPORT for NSW (TfNSW) has continued to take a hardline approach with its Heavy Vehicle Competency Based Assessment (HVCBA) scheme review. In the latest sector bulletin, TfNSW announced it had removed another assessor and cancelled their driving instructor licence – just weeks after a handful of similar cases were reported.

TfNSW said the assessor in the most recent instance was found to have failed to follow the “correct process” during a Final Competency Assessment (FCA).

“A review of FCA video footage revealed a concerning breach,” said TfNSW.

“The applicant was not competent to safely operate a multi-combination vehicle and should not have been

issued a certificate of competency.”

TfNSW said the assessor’s performance during the FCA was also found to be unsatisfactory.

“Including a failure to terminate the assessment after needing to intervene to control the vehicle.

“The incident highlights the consequences of not meeting HVCBA standards and requirements.”

Despite being given the opportunity to respond, the assessor’s explanation did not adequately address the concerns raised, said TfNSW.

W hen first approached about the assessor crackdown, TfNSW wouldn’t elaborate on how the accreditation cancellations would impact the drivers assessed.

“This is an active project

and we are risk assessing the licence data for the last 12 months related to these assessors,” said a TfNSW spokesperson.

“With around 300 active assessors in NSW and robust processes in place to monitor compliance, this is a very small number. We have confidence in the heavy vehicle licensing system and pathways.”

Industry unites for solutions to rate slide

BY JAMES GRAHAM

JUST three months into going out on his own, owner-driver Joel Casey is already scratching his head over the unfathomably low freight rates being charged by rivals.

From his Goulburn base, Casey, 38, says his single truck and drop-deck trailer business, Hi-Way Freight, is still picking up enough work to survive.

Thanks to reinvesting the proceeds of a property sale back into the business, Casey has also been able to avoid many of the overheads other operators have.

But after crunching the numbers on all the associated costs against a new wave of unrealistic online freight rates threatening viability, Casey is stumped over how some operators are keeping their heads above water.

“You’re forever seeing people put bids in at rates that a re absolutely unachievable,” said Casey, who used to work in the public sector before chasing a new challenge in road freight transport.

“There is no possible way they could be doing it for that rate without cutting corners somewhere.

“When they’re doing it for something like a dollar per kilometre, or something ridiculous, you start to wonder, okay something’s going on here.”

Casey is so concerned about the current operating environment, he’s now written to federal Transport Minister Catherine King, and a host of other high-ranking politicians, including Senator Glenn Sterle, calling for a n investigation into what’s really driving the low-rate bidding market.

“I am writing as an independent owner-operator in t he Australian road transport industry to express serious concern about the escalating financial pressures and systemic inequities threatening t he survival of small, locally-owned freight businesses,” Casey said in the letter also

sent to Big Rigs

“Despite strict compliance with NHVR fatigue management, insurance, registration, maintenance, safety a nd tax obligations, the cost of remaining compliant has become unsustainable.

“When accounting for all genuine operating expenses – fuel, maintenance, t yres, insurance, registration, NHVAS accreditation, electronic work diary fees, and accounting systems –the bare minimum required to simply break even is already far beyond what many freight rates currently offer.”

Casey also included a detailed table of his monthly

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operating costs to further illustrate his case for government intervention.

According to Casey’s numbers the average market kilometre rate is $2.80-$3 per k ilometre, leaving a margin of less than 20 cents per kilometre.

But once capital replacement and wage recovery are included, the true minimum sustainable rate is closer to $3.50 per kilometre, said Casey.

“Yet the market remains filled with operators advertising rates far below these f igures.

“If they’re charging $1000 to do a $1500 trip in a semi-trailer, who’s paying the fuel, who’s paying the wages?

“If it’s not the customer, and there’s no grants and there’s nothing else, there is money coming from somewhere.

“If they’re propping up these businesses with foreign money and the profits then filter back to them, then that’s going to impact our domestic economy. We’re just hemorrhaging money out as a country.”

Casey stressed that his concern is not directed toward individuals or cultural groups, but rather toward the “integrity and transparency” of business structures operating within Australian law.

“If foreign-owned or externally funded companies a re using financial mechanisms or arrangements that effectively subsidise domestic operations, it creates an uneven playing field and undermines the viability of genuine Australian small businesses.”

Casey has also asked King’s office review the “real-world” cost structures of compliant heavy-vehicle operations to establish sustainable minimum benchmarks a nd to consider policy measures to protect small, locally-owned freight businesses t hrough fair-rate or compliance-based incentives.

At issue deadline, Senator Sterle told Big Rigs he’d already independently convened a roundtable with industry bosses and key ministers, including King, in Canberra on November 5 to discuss many of the underlying issues raised by Casey.

“I’ve said we have to fix this or it’s going to absolutely explode,” Sterle said “This is the major problem facing our industry – tax avoidance and sham contracting. It will undermine everything we’ve achieved in the Closing the Loopholes part of the transport reform if it’s not crushed.”

Sterle said the rates between Melbourne, Sydney, Brisbane and Adelaide are the lowest he’s seen for years

due to non-compliant companies employing drivers on A BNs and dodging their tax commitments.

“We are now number four on the black economy; we’ve gone from seven to four in the last couple of years.”

Western Roads Federation (WRF) CEO Cam Dumesny said he’d also be raising the issue of “misuse and abuse” of heavy vehicle rest areas as free depots and maintenance yards at the Canberra summit.

“This places compliant operators at risk, meaning they must inevitably choose between remaining compliant or remaining solvent,” Dumesny wrote in a note to WRF members.

“This issue, combined with the sham contracting cancer spreading through the industry, is driving the industry ‘back to the bad old days of the 80s’, to quote one member.”

Truckies slam new ‘fit to drive’ laws

BY JAMES GRAHAM

TRUCKIES have raised grave concerns around a proposed new ‘fit do drive’ duty within a revised Heavy Vehicle National Law (HVNL) Bill quietly working its way through the Queensland Parliament.

Although just one of several significant proposed changes to the HVNL, the new fitness duty could have a devastating impact on the driving ranks, fears high-profile truckies’ advocate and long-time interstate driver, Rod Hannifey.

Hannifey said not only does the maximum penalty for a breach of the current laws prohibiting anyone driving while impaired by fatigue increase from $6000 to $20,000, but the tougher new duty also appears to vastly widen the scope of what being fit to drive entails.

“Who decides whether I’m fit to drive? That’s what I want to know,” said a frustrated Hannifey.

“The NTC’s [National Transport Commission] answer to that was it won’t be until you go to court. But where does that leave us?

“It’s like standing on the edge of a chasm, and what happens when someone pushes you?”

A despairing Hannifey said the proposed law could dramatically deplete a sector already struggling to put bums on seats.

“It’s like they’re saying, let’s make it harder and let’s give them more penalties to scare the living shit out of them and have them say why would I bother going to work with having that hanging over my head.

“We’re the ones swinging at the end of the chain [of responsibility] and now they’ve put an extra couple of links on it just to wrap around our throat.”

In a post to his company’s website at Holding Redlich, industry legal specialist Nathan Cecil advised the new prohibition would cover a

broader range of situations such as physical illnesses and injuries, mental health issues, substance use, and other factors that may compromise sa fety.

Further, proposed amendments to section 540 of the H VNL would allow an authorised officer (such as a NHVR official or police officer) to stop a vehicle if it perceives that the driver is ‘unfit to drive’, he said.

“The expanded duty means that drivers must self-assess their fitness before and during driving,” Cecil said.

“This includes not only

monitoring for fatigue but also for signs of illness, stress, or substance impairment and taking the appropriate action such as resting, seeking medical advice or notifying their employer.

“For employers and schedulers, the amendment reinforces the importance of supporting driver health and wellbeing. This may involve revising policies, updating training materials and investing in health monitoring technologies. Failure to support and ensure driver fitness could expose employers and those engaging drivers to lia-

bility under chain of responsibility provisions.”

This new duty applies to all drivers of heavy vehicles over 4.5 tonnes, not just those operating fatigue-regulated vehicles over 12 tonnes.

Owner-driver Adam Craig told Big Rigs he’d like to know if the ‘fit to drive’ duty was devised after discussions with drivers or owner-operators.

“Or was it just with people who used to live it, or people who never have?” said a frustrated Craig.

“The regulations that we’ve got are what are stopping more people coming into the industry.”

As he understands it, if the new fit to drive law is passed, a driver could be pulled off the road for a wide variety of reasons, including being deemed overweight.

“It’s open to interpretation – there is no clear line in the sand,” Craig said.

“And the fine is f****n ridiculous. Even as an owner-operator we don’t make enough money to be able to afford fines like that.”

Operators also raised their concerns about the fitness to drive duty at the public hearing into the Heavy Vehicle National Law Amendment Bill 2025 in Cairns earlier last month.

Dale Bray, Director of Brays Transport, told the parliamentary committee oversee-

ing the bill inquiry he had doubts around the ability of the National Heavy Vehicle Regulator officers to determine if a driver is unfit to drive.

“This is a pretty grey area,” Bray said. “I have a large staff of about 120 employees over various parts of the business.

“That part there is probably the hardest part for other people to determine – how they are going to enforce ‘fit for duty’.

“Currently, as the rules stand today, it is put back on a driver to say that they are fit for duty and legally we cannot force them to work if they are unfit.

“Moving forward, where does that leave us with this? You can look at a person and you might say that they look tired but they may be fine. How do they judge that? How is that determined?”

Debbie Gostelow, co-owner of Gostelow’s Cattle and Freight Transport also shared her concerns with the committee about the new fit to drive duty.

“I also have very big concerns about somebody perceiving someone to be tired,” Gostelow said.

“My husband is 65. He does not bother shaving and he is often hairy. Is someone going to pull him up – because it has happened – and say, ‘You look like you should have a couple of hours off’? If this

comes in, does that mean he can be told to sit on the side of the road after he has had seven or nine hours sleep?

“Whose perception is it? Is it ours? It also says part the way through that the driver must know he is safe to drive. Who is right? Is it the driver or the officer on the side of the road who does not know the driver?”

Gostelow said she was also concerned her business is getting pushed very quickly towards electronic diaries.

“In our industry, we have a lot of older drivers who are very experienced and safe and who know cattle. They are often cattlemen.

“They are not real good on technology or spelling et cetera and they are being fined for silly mistakes and we do not think that is fair.

“These are people who have never had accidents. They are good, upstanding drivers, but because it is difficult to understand they cannot continue with the job.”

The committee, however, has now tabled its report and agreed that the bill should be passed in its original format, which includes the expanded fit to drive duty, despite the confusion it’s already created.

As host jurisdiction for the HVNL, the legislation needs to be enacted in Queensland before it can be applied by other participating states and territories.

In its inquiry submission, the Australian Trucking Association recommended the Queensland Parliament should pass the Amendment Bill.

But cautioned that the process of reviewing the HVNL must not end with this bill.

“The review process was not able to finalise important changes to the law; there will always be legislative maintenance and minor policy issues to address.”

The ATA said governments should agree to a systematic process for reviewing and

updating the HVNL, with a package of amendments to be introduced into the Queensland Parliament every two years.

The ATA said the program for reviewing the HVNL should be arranged by theme and should include a fatigue education option as a onetime alternative to fines and a review of standard hours.

“The standard work and rest hours under the HVNL are difficult to understand and force drivers to work by the book rather than taking sensible steps to manage their fatigue.”

The ATA said it would also like to see an extension of 19-metre B-doubles to 20 metres and an increase of general access truck height to 4.6 metres.

“The Decision RIS on the review concluded there would be productivity and red-tape benefits from increasing general access truck heights from 4.3 metres to 4.6 metres.”

Other incoming law reforms

LEADING legal expert

Nathan Cecil from Holding Redlich unpacks three other pivotal amendments that businesses and bosses in the chain of responsibility should know.

Accreditation and safety management systems

The proposed amendments to section 654 of the HVNL (and other consequential amendments) simplify the accreditation framework by replacing the previous accreditations with only two categories:

• General safety accreditation – requires operators to implement a comprehensive SMS which describes the public risks and outlines controls to mitigate them.

The SMS will need to comply with standards which the Minister will create once the new amendments come into place. The Minister will also have the power to audit the compliance of the SMS with the standards

• A lternative compliance accreditation – allows operators to deviate from standard requirements if they meet the prescribed safety standards.

General safety accreditation is available to any heavy vehicle operator. It is aimed at improving operators’ ability

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develop a robust SMS framework, train staff and conduct regular audits. Alternative compliance accreditation will entitle operators to get custom work/rest hours or mass limits so that they can more flexibly manage these issues.

To obtain this accreditation, an operator must first hold a general safety accreditation.

Audits as evidence

Under the current regime, evidence of SMS audits are not automatically admissible in court proceedings. This limits their use and creates uncertainty about their value.

The new section 632B proposed by the Amendment Bill will change this by allowing audits conducted by approved auditors to be used as evidence in prosecutions for breaches of executive or primary safety duties under sections 26D(1A), 26F, 26G or 26H of the HVNL.

ed audit can serve as part of a defence or in support of a reduced penalty in legal proceedings, demonstrating proactive risk identification and sa fety management.

However, in order to have legal weight, audits need to be thorough, conducted by suitably qualified auditors and relate to the particular risk or issue before the court.

Code of practice

Under the current regime, registered industry codes of practice can be issued to provide parties in the chain with guidance on risks, hazards and risk-management practices. These codes can also be used in court proceedings to demonstrate compliance or inform the court of relevant industry standards. However, they could only be prepared by industry. The Amendment Bill empowers the NHVR to issue, amend and revoke codes of practice to guide compliance with HVNL duties. Such codes must undergo public consultation before adoption.

This change means that the NHVR will be able to issue codes of practice, including in relation to sectors or issues where industry has not organised to prepare and submit a code, giving the transport sector and businesses

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Watchdog sounds alarm over ‘blunders’

BY JAMES GRAHAM

OUTSPOKEN truckies’ advocate Wes Walker is appalled at what he discovered on a weekend drive along sections of Queensland’s Cunningham Highway undergoing repairs.

area after several safety con cerns raised by truckies over

the recent closures of the Fisher Park truck stops on the east and west sides of the highway at Tregony and South Branch Road in Maryvale. Those rest areas have now been taken over by contractors for the Department of Transport and Main Roads (TMR) as a base for “safety”

areas for truckies are the Aratula Roadside Rest Area, approximately 24 kilometres east of the closure, with toilet facilities, also accessible to heavy vehicles travelling in both directions, and the Gladfield Rest Area, approximately 16 kilometres west of the closure.

The nearest alternative rest

But Walker said the Gladfield option only has a room for two B-doubles and is in fact a vehicle inspection site which means truckies could be asked to move on at any time.

“You could be having your hour’s sleep or two hour’s sleep and they’re tapping on your window telling you to f***k off,” Walker said.

“Why didn’t they put all the equipment and materials in a farmer’s paddock like they do in the rest of the country and keep those rest areas open?”

TMR told Big Rigs it is working quickly to complete these works and aims to reopen the rest areas by mid2026, weather and conditions permitting.

But a frustrated Walker said he wouldn’t be surprised to see the delays drag on even longer. Meanwhile, he said truckies are forced to slow to 60km/h in large sections of the Cunningham that don’t

need any work.

Walker was so incensed by what he saw he took it upon himself to highlight one of the humps in the road about half-way between the two closed rest bays.

“I found it my duty for the safety of the public to highlight it a lot better than a couple of little white crosses. Instead of going there with a little spray can they should have turned up with a bobcat.

“That would flip a car hit on the wrong angle. There’s nothing else like that. It’s the worst I’ve seen.”

TMR told Big Rigs it acknowledges the concerns raised by the heavy vehicle industry regarding the temporary closure of Fisher Park Rest Areas on the Cunningham Highway.

“These closures are necessary to facilitate critical safety upgrades between the Fisher Park Truck Stop at Tregony and South Branch Road in Maryvale and these upgrades will improve road safety for all road users,” a spokesperson said.

In an earlier media release about work on the highway, TMR Southern Queensland Regional Director Bill Lansbury said the work will improve safety and reduce the

Bridge load limit reinstated

THE full 42.5-tonne load limit has been reinstated on the historic Scabbing Flat Bridge at Geurie, in NSW’s Central West.

Essential repair and strengthening works commenced in July 2024 in order to restore the bridge to its full load capacity.

spection in late 2023 revealed significant deterioration of the timber structure and evidence of active termites. As a necessary precaution, a load limit of 16-tonnes was implemented to protect the bridge while planning and repairs were undertaken. Repair crews have since

paired bridge piers and installed a temporary Bailey bridge to support the structure while truss restoration work continues.

The progression of the strengthening works means local farmers and freight operators will be able to move their produce across the bridge this harvest season.

“This is welcome news for farmers, freight operators and everyone who relies on this vital local link,” said Minister for Roads Jenny Aitchison.

“Crews have worked around the clock to make sure it was back to full strength in time for harvest.”

Mayor of Dubbo Regional Council Cr Josh Black added, “Our community has been waiting a long time for this moment, and it’s fantastic to see the bridge back to full

strength in time for harvest.

“Scabbing Flat Bridge is a vital connection for our farmers and freight operators, and these works will make a real difference to local productivity and safety.”

The 42.5 tonne load limit was reinstated from midday on Friday, October 17.

Some temporary traffic conditions will remain in place, including a 20 km/h speed limit and 3.4-metre lane width restriction while final truss repairs continue.

Wider vehicles will still need to use approved detours via Wellington or Dubbo, and occasional closures of up to 15 minutes may be required.

Once the truss work is complete later this year, the Bailey Bridge will be removed, and normal traffic conditions will resume.

frequency and severity of crashes on this section of the Cunningham Highway.

“Improvements include road widening, increasing the shoulder width, pavement

strengthening and repair, removing roadside hazards, installing guardrails, audio tactile line marking and wide centre line marking,” Lansbury said.

New CBD bypass opens to traffic

A new toll-free Melbourne CBD bypass – the Wurundjeri Way extension – has opened to traffic, allowing motorists to avoid the CBD when travelling from one side of the city to the other.

The bypass provides a new direct link into Docklands and the Marvel Stadium precinct, and faster connection between Dynon Road and Flinders Street.

It’s expected to take thousands of vehicles off some of the city’s busiest thoroughfares, including Spencer and K ing Streets.

Commenting on the opening, Victorian Premier Jacinta Allan said, “The new Wurundjeri Way extension will make getting around our city easier – providing

another connection for Melbourne’s west to the CBD.”

Minister for Transport Infrastructure Gabrielle Williams added, “The Wurundjeri Way extension will transform travel across the city and western suburbs –while easing traffic on busy city thoroughfares like Spencer and King.”

The Wurundjeri Way extension will add capacity to the road network, taking up to 5000 vehicles a day off some of the city’s busiest thoroughfares – including Spencer and K ing streets.

It’s being built as part of the West Gate Tunnel which opens later this year. Once open, the West Gate Tunnel will deliver an alternative to the West Gate Bridge.

Industry pumps brakes on slower speeds

THE Australian Livestock and Rural Transporters Association (ALRTA) has sent a clear early message to Canberra about what it thinks of the proposal to lower speed limits on unsigned roads.

In a statement to members late last month, the ALRTA said reducing default speeds to 80km/h on seal roads and 70km/h on unsealed roads will harm productivity, compromise animal welfare, and disguise the real issue –chronic under-investment in rural roads.

The federal government is examining whether Australia should lower the default speed limits on roads without speed signs as it seeks to dramatically reduce the rising road toll.

At present the limits are 50km/h in built-up areas and 100km/h in the country and outback regions.

ALRTA Executive Director

Anthony Boyle said speed limits directly shape fatigue management, delivery windows, and daily productivity for regional operators.

“Even a modest reduction of 7km/h equates to an additional 45–60 minutes on a typical full-day run — enough to push drivers into mandated rest breaks or late-night driving under the Heavy Vehicle National Law,” Boyle said.

“In real terms, a driver moving livestock from Dubbo to Melbourne or Brisbane could

lose almost an hour in transit, eroding valuable time for unloading and returning to regional rest areas.”

Boyle said an “extra hour” on the road also carries serious welfare implications for livestock transporters.

“Exposure to sub-zero overnight cold can cause chilling stress, while 40°C daytime heat rapidly increases dehydration risk.”

He said the Australian An imal Welfare Standards and Guidelines – Land Transport of Livestock (2012) require journeys to be planned to mi nimise exposure to extreme weather and ensure contin gency arrangements for af fected stock.

The RSPCA also directs transporters to take reason able steps to reduce the im pact of heat or cold during transport, while Agriculture Victoria advises that if maxi mum time off water is likely to be exceeded, stock must be spelled or journeys resched uled.

“An additional hour, par ticularly in peak summer or winter conditions, is not just a cost to business — it is a genuine animal welfare risk,” Boyle added.

He said reducing default open-road speeds does noth ing to fix the underlying cause of rural road trauma – poor road condition and under funded maintenance. Instead of slowing down the

very operators keeping regional Australia supplied, governments should be investing in practical safety improvements, such as sealed shoulders and improved drainage, better line marking and more overtaking opportunities,” Boyle said.

Western Roads Federation (WRF) CEO Cam Dumesny said the WA and NT would be most impacted as 70 per

cent of those networks are unsealed.

In a note to WRF members he also pointed out that the consultation report states:

“The impacts of reducing default speed limits on default roads outside of built-up areas are complex to assess due to limitations in existing road safety datasets.

“In particular, there is no comprehensive data on vehi-

cle-kilometres travelled or the proportion of fatal and serious injury crashes that occur on roads outside of built- up areas with default speed limits.”

Dumesny said the Australian Trucking Association is now preparing an industry economic impact report on the proposal and is calling for industry input.

Government modelling estimates a drop in the default

sealed road speed limit from 100km/h to 70km/h would avoid as many as 1087 fatalities and 17,646 serious injuries nationwide between 2026 and 2036.

Barker MP Tony Pasin the Albanese government’s plan to slash speed limits on rural roads in poor condition is an “outrageous, lazy solution” to a serious issue facing cars and trucks across the country.

“This ‘solution’ will only halt regional productivity and not address one of the root causes of the problem - Labor’s cuts to abysmal road funding,” Pasin said.

“Across Barker poor road conditions remain one of the most prominent issues that locals are facing, with plenty of road repairs in desperately need of repaired.

“Local councils and shires would love to upgrade their roads to a safe standard, but they simply can’t get all the necessary work done due to a lack of resources from State and Federal Labor Governments.”

Pain said the solution to help make rural roads safe is to maintain, upgrade and improve the roads themselves, not to slow down regional productivity.

The chance for industry to have a say on the controversial subject was due to end on October 27, but at deadline for this issue that was extended to November 10.

Just fix

EDITOR JAMES GRAHAM

statistics on our regional roads.

But suggesting the solution is to lower the default speed limits on those roads without signs (see story on page 7), is just a cop out and insult to those hard-working truckies who have to drive along these sub-standard freight routes every working day.

Yes, everyone should drive to the conditions. But truckies aren’t the reason people are dying on country roads.

If the feds really are so concerned, why don’t they just fix the roads, instead of yet another handbrake on an industry a lready crying out for productivity relief.

Simply slapping up a change in speed limit, an all-too-common Band-Aid solution of late, is just saying we don’t really care at all about your safety –we just need to look like we do.

What’s hot online

‘Big-name’ operators running hot

OUR story about how some operators are risking fines rather than going through the lengthy and costly permit approval process sparked a flurry of lively commentary online.

“The biggest issue is each state government, they don’t want to give up control, but they also don’t have people in roles suitably qualified,” wrote Christopher Blanchard

“Secondly any PBS application that complies with all L evel 1 access requirements should be tick and flick removing individual states

abilities to review, hold up or deny level 1 compliant vehicles.”

Added Trevor Warner:

“Why in the hell would WA and NT want NHVR permit process in their state?

“It’s not a NHVR problem, it’s a State Road Managers wielding too much power problem. If it’s a nationally-funded road, there should be no permits required.”

Jarvis Wundenberg said the word ‘permits’ in this context sounded more like donations.

“They’re just a cash grab,” he said. “You can’t travel on

this road with an A-double; it’s too heavy and will damage it, but if you pay for a permit the road will be safe from damage.”

Brad Jackson likened the current system to legalised extortion.

“Either you have PBS combinations open slather or you don’t.

“The permit system must be making squillions for the NHVR and what is that revenue getting invested back into? Sure ain’t roads or infrastructure that’s for certain, more likely more enforcement!”

Toll Group deploys electric trucks

MOST online readers weren’t shy in coming forward with their views on Toll Group’s investment in two new Volvo FMe Electric 6×4 prime movers into its supply chain fleet to support its client BlueScope Steel with its freight and warehousing needs.

The vast majority were critical of the 270km range on a single charge.

“That should keep you going to maybe lunch time if you’re lucky,” wrote Carl Nielsen.

Jim Dendle agreed: “At least you won’t run out of

hours in one stint.” Others were quick to point out that it was taxpayers who fronted with a big chunk of the bill.

“$67 million investment in battery electric heavy vehicles and charging infrastructure,” said Rob Baldy.

“That initiative is co-funded with the Australian Renewable Energy Agency through its ‘Driving the Nation’ program to implement 28 electric vehicles into the Toll fleet.”

Mark Winter, however, had an opposing view.

“If you are spending most of you day stopped in Syd-

ney traffic or stopped doing multi-drop or pickup deliveries maybe perfect?

“Why have that big diesel chugging over burning $1.98 every litre whilst you go from red light to red light. Why not if there is excess power in the grid due to tolls warehouse solar rooftops and residential rooftop solar putting to much in. Surely seeing an electric charge point in the loading yard isn’t much different to seeing a diesel pump, particularly if it’s charging up whilst the driver is on his, or her, lunch break.”

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Truckies unite to reclaim memorial wall

BY JAMES GRAHAM

GRAFTON-BASED interstate truckie Michael Moore is confident the industry has finally reclaimed the town’s beleaguered memorial wall as its own.

For months the sacred site had fallen into a sad state of disrepair as the homeless in the area took control, leaving many families too scared to visit the site to pay their respects to lost loved ones.

But after a series of stories in Big Rigs drawing attention to the memorial’s plight, the Clarence Valley Council has sprung into action to play its part – along with a passionate band of truckies led by Michael and wife Kylie.

Late last month the council turned off the power supply on the wall – believed to be a major drawcard for those living there – and cleaned up

the bulk of the rubbish on site.

The Moores then organised a working bee to remove the tagging and replace and pol-

ish the 150 or so plaques on the wall.

Michael’s employer Rowell Logistics also donated four shiny new hubcabs for the

four wheels adoring the wall, while neighbouring business Flexihire chipped in with the use of a pressure-washer freeof-charge.

“I’ve very pleased with the way it looks now; we’ve just got to keep it that way now with the community’s and council’s help,” he said.

“That was the idea of this whole thing, to get the community involved.

“I also have to give big credit to the council who did a lot of work in the last couple of weeks to get rid of all the rubbish.”

Moore said there is still a bit to do in terms of general maintenance and upkeep.

But he’s hoping the momentum he’s helped build will spark support for a reformation of a memorial committee, and an annual memorial event, which he’d also like to see include a show

‘n’ shine component on the same day.

“A couple of the retired drivers said they’d come down and do some weeding and mowing. We’ve got the community back into being happy about it.”

Michael said the homeless issue in the town is still a concern, but he said they now know to “stay away” from the memorial wall.

“They can go and camp in a whole other end of the park,” Michael said.

“Just don’t light fires or dump your rubbish around this area – that’s all we ask –and they’ve agreed to it, the ones I’ve talked to.

“I said just out of respect for us, stay away from it. I’ve also told drivers that if you see someone camped there, just go in there and say, ‘Hey man, show some respect, go camp over there’.

“Just ask them nicely to move. If they get uppity, just ring the police and the police will come and just tell them to camp further away.”

Truck drivers remembered in Tarcutta

IT was a solemn affair when crowds gathered at the Australian Truck Drivers Memorial for a moving annual service that took place on Saturday, October 25.

Family and friends gathered to pay tribute to the truck drivers who are no longer with us.

Located in the small township of Tarcutta, on the old Hume Highway in New South Wales, the Memorial Wall was first erected in 1994.

Each year, more names are added to the wall, at the request of their families. For 2025, plaques for over 50 names were placed on the wall – some were those who passed recently, some passed away decades ago.

The annual service provides an opportunity to reflect on the lives of loved ones who are no longer with us.

Pam and Doug McMillan have been on the committee

for the Memorial Wall since 2005.

“This year the attendance was huge. We had around 2300 people – I think it’s the biggest turn-out we’ve ever had. There were a lot of big family groups that came along too,” said Pam. Her father was also a truckie, and his name sits on the wall.

This year marked the 32nd anniversary of the service.

Former ATA Chair Kathy Williams was guest speaker. She made her way to Tarcutta from Perth.

“She also used to be the General Manager of Bunker Freight Lines. That company was started by Ron Bunker, who passed away in 2024.

His name was added to the wall this year,” explained Pam.

Whiteline Transport Managing Director Sharon Middleton travelled to the event from Adelaide. “This is the third year she’s travelled over and sung for us. She has a beautiful voice,” added Pam.

The day also included a speech from the local may or, before the laying of the wreaths.

Three official wreaths are laid at the wall, followed by flowers and wreaths by fam ilies and friends.

“The whole ceremony is re ally special, with a highlight being the symbolic releasing of the doves. You can see many people who tear up in that moment,” said Pam. “We have families who come back year after year, it’s really quite special.”

afternoon tea for the families; with many then moving on to the local footy club for a shared dinner together.

“The reason people come to the wall is for a very sad reason, but I think that for our industry, with these memori-

al walls, it’s really special that we can acknowledge what these drivers have done in their lifetime,” Pam added.

“They’ve supplied the country and carried this country, and we won’t forgot them when they’re gone.”

Following the ceremony, the Tarcutta RSL hosts an

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Kenworth recall

PACCAR Australia has issued a recall notice for various Kenworth models manufactured between 2019 to 2025 – with 341 units impacted.

According to the notice, “Due to a manufacturing issue, the fitting connecting the delivery hoses to the lift axle spring brake may not have been tightened to the sufficient torque and could become loose. This may cause unintended brake application whilst driving.

“A sudden unintended stop whilst driving, could increase the risk of an accident.”

Owners of affected vehicles will be contacted and asked to book an appointment with their preferred Kenworth dealership to have the work carried out, free of charge.

New livestock scheme

A new national accreditation scheme for transporting livestock around Australia – the CoRLink National Animal Welfare Accreditation Scheme (NAWA) – has been launched.

NAWA streamlines and harmonises the legislation, codes of practice, and guidelines across all Australian states and territories, creating a unified national framework for animal welfare compliance, traceability, and biosecurity.

Every year, approximately 40 million sheep, cattle, and goats are transported in Australia, in addition to the sector supporting a workforce of over 400,000 Australians directly and indirectly, including many in transport and logistics roles.

The NAWA program was developed in consultation with regulatory bodies, animal welfare groups, major transport operators, industry leaders and associations.

New fuel cell truck

Hino Motors has announced the release of Japan’s first mass-produced fuel cell heavy-duty truck, the Hino Profia Z FCV (Fuel Cell Vehicle).

The hydrogen-powered rig was officially released to the Japanese market on October 24, with the covers also coming off the model at the Japan Mobility Show from October 30 to November 9.

The Profia Z FCV has been jointly developed by Toyota Motor Corporation and Hino, based on Hino’s heavy-duty truck, the Hino Profia (known as the 700 Series in Australia).

The hydrogen refuelling takes between 15 and 30 minutes and the driving range for a loaded vehicle is approximately 650 kilometres.

Road closure fines

Western Australia has increased its penalty for accessing closed roads and/or interfering with “road closed” signs to $10,000.

“Fires, floods, cyclones and extreme weather can sometimes lead to roads being closed or restricted, for safety reasons,” Main Roads WA said.

“While these hazards can be inconvenient, they are also extremely dangerous.

“If you come across a road closed sign on your travels, remember that closed means closed.”

New book to inspire next generation of truckies

BY DANIELLE GULLACI

TRUCKING with CJ’s Casuarina Smith has released a new kids’ book aimed at inspiring children’s curiosity and helping to get them interested in a future career in trucking.

Released last month, ‘Is that my aunty?’ was a passion project for CJ. It’s been entirely self-funded and has been over a year in the making.

“Kids are often fascinated by trucks, whether they have family involved in the industry or not, so I wanted the book to be educational. I wanted to create something that showed the various trucks we all see in everyday life, showing what all these trucks and their drivers actually do,” said CJ.

The book was inspired by CJ’s young niece and nephew, who often ask questions about her truck and what she does.

“I hope the book gets kids thinking more about trucks. It covers 11 different types of trucks and we’ve made sure to include all of the little things. It is very cartoony, but it’s also realistic – so the driver in the fuel truck has her safety glasses on, the oversize truck has all the right placards on it, and the trucks all have the right number of axles,” continued CJ.

“I wanted my book to be inclusive too, where every truck

driver looks different. I hope that all the kids who read it will see themselves in there and know that the industry is a place that they can fit right into.”

The book’s illustrations were completed by artist Aaron Lodder from Gympie, Queensland. As CJ explained, “For this book, I wanted to keep everything in Australia. I came across Aaron a while ago and he did some merch for me, so when I approached him about the book, we were able to work on the illustrations together.

“It’s amazing to have found an illustrator who could fulfil my vision. Since its launch, the feedback for the book has been awesome, so I feel like it’s all been worthwhile.

“Each of the characters are based on people in my com-

munity. For example, the little boy and little girl are based on my niece and nephew, and their mother is based on my sister, who was also a truck driver and now runs a concrete plant.

“Often, little kids don’t have a huge attention span, so I wanted to make sure the book was bright and interactive to keep them engaged, that’s why I’ve also kept it simple.”

With so many kids being fascinated by trucks, CJ says the book gives parents a resource to help show their children the various roles of truck drivers. “A lot of my friends aren’t in the industry and they have kids who are truck obsessed. So they’ll often come to me for answers to questions they don’t know. Kids are so curious and also so innocent. It’s great to see

the excitement kids have for trucks.”

While the final wheels were in motion for the release of ‘Is that my aunty?’, CJ launched her children’s YouTube channel two months ago, called Trucking with CJ Kids.

“The kids’ channel was launched while the book was being printed. The plan is to make it educational for kids too and I’m always open to ideas. I want to make it something that parents are happy

for their kids to watch too,” added CJ.

“I’ve also started getting parents asking me questions, so I’m planning on making episodes to answer some of those questions.

“The future is the kids. I’m not here to change the industry but this is my way of letting k ids know that trucking could be a good career for them one day.”

‘Is that my aunty?’ is available via truckingwithcj.com

Isuzus deliver for remote communities in need

THESE Isuzu trucks operated by Orange Sky are kitted out a little differently than most. They head out to remote communities, acting as a free mobile laundry on wheels.

The service is designed to assist those doing it tough, whether it be rough sleepers, folks in community housing with no access to laundry facilities, or those picking up the pieces following natural disasters.

Launched by 20-year-old mates Nic Marchesi and Lucas Patchett out of a suburban garage in Brisbane in 2014, the service offers more than just laundry facilities on the go.

They noticed that there was more they could be doing to assist people in the time it took for the laundry cycle to run, so the friends, come co-founders, began striking-up conversations with those accessing the service, to start meaningful chats and build community connections.

In 2017, Orange Sky had an opportunity to be part of a young leaders’ program that took them into regional and remote communities across Queensland to strategise ways to take their mobile service and apply it to the specific needs of those communities.

Off the back of that program, it became clear that there were two critical factors that demanded a different approach.

Orange Sky required a

more robust and reliable transport solution than their two-wheel drive delivery vans that typically service the metropolitan areas. Specifying the right vehicle would in theory offer more payload, while still being drivable on a standard car licence.

While Orange Sky services operating in metro Australia rely on a dedicated roster of volunteers, for their remote operations, the teams are sourced from the First Nations candidates residing there and employed by Orange Sky to drive the Isuzu trucks and operate the laundry services.

“In our discussions, there was a strong desire for meaningful employment in these areas, so we trialled an employment program in both the Lockhart River region and on Palm Island and had great success,” said Orange Sky’s Senior Impact Manager, First Nations Communities, Judith Meiklejohn.

“People love the work, they love that it’s a meaningful, impactful job that helps their communities practically. Importantly, there’s a real sense of ownership. Owning what the service looks like in their community and the impact it has.”

Before the washing machines can be filled with suds and soap, a research period gives staff time to assess the land − sometimes quite literally − to figure out with the community the best locations to add to the roster and connect with the First Nations people living on Country.

“Owning a washing machine in remote communities can be a significant challenge due to the difficulties of having them delivered as well as environmental factors that make them wear out faster,” said Judith.

“It takes time to understand each individual remote community, how they oper-

ate, who are the influential people and what is the best strategy to deliver the service.

This is why partnering with community-controlled organisations is key to our success. We also connect with other organisations that provide public health and wellbeing programs and services for the remote communities, and it takes time to establish those relationships.

“We then spend a few weeks working in the community, training new staff and working out the schedule so we can reach as many people as possible. We provide ongoing training for our staff in remote communities and support them from our Brisbane head office,” she said.

Working alongside Brisbane Isuzu Archerfield, Orange Sky began creating a vehicle fleet robust and reliable enough for the unique conditions in remote Australia.

Orange Sky’s model mix for its remote operations is

predominantly built on the Isuzu NNR 45-150 model, a chassis specifically chosen to operate under the 4500-kilogram Gross Vehicle Mass (GVM) threshold. This strategic specification ensures the vehicles remain accessible to a wide pool of potential operators by requiring only a standard car license to operate – a crucial logistical factor.

Powering these mobile hubs is Isuzu’s 4JJ1-TCS engine, a 3.0L turbo-diesel intercooled powerplant delivering 110kW (150PS) and 375Nm of torque. That’s paired with the user-friendly Isuzu 6-speed automated manual transmission (AMT).

The NNR’s payload capacity provides the necessary thresholds to carry the weight of the custom rear fit-out, which includes six commercial appliances, a comprehensive hot water system, and a heavy-duty offgrid power solution.

Retired operator reunited with a very special truck

Mitch Kelly has tracked down the Mack R600 his father once owned and lovingly restored it ahead of an emotional surprise reveal.

BY DANIELLE GULLACI

THIS 1986 Mack R600 isn’t just any old truck, for Mitch and his father Keith Kelly, it’s one that holds a great deal of sentimental value – and quite a colourful history.

Mitch Kelly is at the helm of Toowoomba based Kelly Transport, a third-generation family business started by his late grandfather John Kelly in 1974.

“I remember struggling through schooling because I didn’t want to be in a classroom, I just wanted to drive trucks,” revealed Mitch. “Everyone tried to steer me in a different direction but at the end of the day, the heart wants what the heart wants. For me, this is in the blood.”

When John took a step back from the business in the early 1990s due to his health, his eldest son Keith took over the running of the business. Sadly, John passed away in 1999 at the age of 67.

When Keith retired in 2016, Mitch took over and began reverting the fleet from white back to its original yellow livery.

As a kid, Mitch says he was at the depot every chance he had, on weekends and school holidays. He started working full time in the family business at 22 as a truck driver, working his way into driving interstate. Along with spending around 10 years on the road, he also became a qualified diesel mechanic. And despite now running the business, it’s not uncommon to find Mitch jumping in the truck from time to time, on the tools in the workshop or helping out in the wash bay. “I still get out on the road sometimes but not as much as I’d

like to,” Mitch added.

The business now runs a fleet of 28 prime movers, operating predominantly as B-doubles, B-triples and road trains, carrying all manner of general freight. Along with the main depot in Toowoomba, Kelly Transport operates a second facility in Adelaide. The Brisbane to Adelaide leg is its busiest route, with two to three road trains heading there each day. In addition to that, Kelly Transport also runs services to Cairns, Townsville, Sydney, Melbourne and Perth. Back in the early days, the fleet was largely Macks. John’s affinity for the Mack brand stemmed from his 28 years of working at Western Transport, which had close to 100 trucks in the fleet from the bulldog brand.

Keith, 68, first joined the family business in the 1980s as a truck driver – and the first new truck he ever bought was his Mack R600 in 1986.

“We were a Mack family at that stage and had a number of Macks in the fleet,” said Keith. “The R600 was my first brand new one. I had a lot of trucks after that, but nothing was as good as that R model Mack. And she was a quick little truck too, she’d get along pretty well!”

Reflecting on his many years spent on the road, Keith added, “I always loved driving trucks. You make a lot of friends out there. It’s like your own little family on the road. People would pull up if you were broken down and see if you needed a hand. It was very different to how it is today.

“I used to run to Perth, Melbourne, Sydney, Adelaide and into North Queensland. The only place I didn’t go was

Darwin. I once spent three days broken down on the Nullarbor. There were no tow trucks in the area and the part I needed had to be sent out on a bus!”

Keith purchased his R-model Mack about six months before Mitch was born.

Mitch, now 39, added, “The R600 was Dad’s first new truck and he named it Cristy K after my mum. It was white with blue stripes.

“He drove it for nearly 18 months solid, without any time off. I’m his eldest child and he was in Adelaide when I was born – in the truck.

“By the time I was 12 months old, he’d spent so much time on the road be-

cause he was so focussed on paying off his truck. My pop told him that he needed to take a break, so after some arguing between them, he obliged.”

As Keith recalled, “My father was into me about having a bit of a break with my wife. I was only away for two days and the driver rolled it. Coming out of Sydney, he hit black ice and levelled the whole cab with the bonnet. Thankfully he got out of it alright – he was very lucky.”

The truck was sent to Brisbane, where it was rebuilt. That’s when it was first painted in the fleet’s yellow and white colours. “Because it had a 350, 4-valve motor, it only

ever had the one air cleaner, so Dad got an extra air cleaner added on and had wings put on the bunk, which were quite rare back then,” added Mitch.

“My earliest memories involving trucks are being around this R-model. It’s the truck I grew up with. I remember it as a yellow truck and then a maroon truck.”

When the time came for Keith to upgrade his beloved R600, it was purchased by one of the company’s drivers.

“Unfortunately he ended up rolling it, so it got rebuilt and he had it painted maroon,” added Mitch. “After that it was purchased by a guy from Goondiwindi, then someone

from Walloon bought it, who used to take his guitar on the road and stop at pubs to sing. He had the words ‘Dieseline Dreams’ written on the bug deflector, it’s a Slim Dusty song.”

When Mitch set about trying to track the old R600 down, the last he’d heard, it was somewhere in the Ipswich town of Walloon. “Then I bumped into someone at an event in Gatton and they said they knew where the truck was. He didn’t want to tell me where though because he wanted to buy it,” revealed Mitch, and so the

Continued page 18

‘It’s the best truck I’ve ever owned’

From page 16

AS luck would have it, earlier this year, Mitch got talking to someone and was able to put the pieces together to locate the truck. “In passing, he said, ‘I know one of your grandfather’s trucks is sitting in a front yard somewhere rotting away’. When he said it was maroon, I knew it was Dad’s truck. So we did a bit of digging on social media, and that night a friend of mine sent me a street address,” Mitch explained.

“We looked that address up on Google Maps and sure enough, you could see the truck sitting in the front yard. The next morning I drove there with my wife and one of my daughters. I saw the man who owned it. He was a lovely bloke and we had a bit of a yarn. He had bought it with the hope of restoring it but didn’t have the time, so I bought it off him in February this year and spent the next nine months restoring it.”

Mitch and the Kelly Transport team did as much of the restoration work as they could themselves, including all of the engine work, while also relying on regular contactors to help out with things like painting and rewiring the truck. “We did most of the work ourselves and sourced everything we could locally in Toowoomba,” said Mitch.

“When the truck was first rebuilt and painted yellow, my mum’s name was spelt with a ‘K’ instead of a ‘C’ –Dad must’ve only ever told

DAD KNEW NOTHING ABOUT IT, WE KEPT IT COMPLETELY UNDER WRAPS.”

MITCH KELLY

them over the phone, with out spelling it out. So we’ve done the sign writing exact ly as it was – only this time it says: ‘Kristy K II’,” added Mitch.

“We’ve made the truck look like it did in the 1980s but we’ve utilised modern technology, so we went with 2-pac paint and instead of new fuel tanks, we had them stainless wrapped. Mechan ically, everything has been redone – the radiator, en gine, diff, steering pump, the whole lot. I could put it to work if I wanted to.”

While all the work was be ing carried out, it remained a very well-kept secret. “Dad knew nothing about it, we kept it completely under wraps,” said Mitch.

Although there was one occasion where it could very well have come out of the bag. “I went down to the yard one day to get some oil,” Keith said, “and they got wind of it and sent the mechanic over to me with the oil instead. I thought, well you’ve saved me a trip to the shed!” he laughed. When the day came for the big reveal, Mitch told his father that he had something to show him out in the shed.

“It’s

said, ‘That’s my Mack’ and jumped in and took it for a lap. He was extremely happy,” revealed Mitch.

“As soon as he saw the truck, he knew straight away. He

Keith said the registration plates were an immediate indication that the truck was the real deal. “I had a bit of a tear in my eye. I was amazed actually. It was a beautiful little truck, the best I’ve ever owned. And I’m glad Mitch rebuilt this one,” he said.

“There were a whole heap of people around for the reveal. One of the blokes there, Con Theodosis, used to drive it too when I wasn’t in it – and he was also in awe.

“When Mitch first found it, the truck was a mess, so he stripped it right back. That particular truck has a double chassis rail. He even split the chassis rail and got all the rust out from in between. It’s like a brand new truck, you wouldn’t know the difference. And now Mitch is as een with it as what I was.”

When Mitch spoke to Big , he had just taken the R600 out on a trip to Brisbane the previous day. “I do ike to take it out when I get the chance,” he said. “You have to be a truckie to know how to drive it. It’s much harder to change gears than in an Eaton Roadranger. It’s loud, it’s cool and it’s fun. You get a lot of looks and thumbs up, it’s like going back in time. The only difference is now I drive it and Dad is in the passenger seat. He’ll come out with me on a trip soon.”

Since being completed, the restored R600 also made a very special appearance at the Lights on the Hill weekend last month. On Saturday October 4, it took part in the convoy, driven by Mitch – carrying a banner with a beautiful tribute to his grandfather John Kelly. Above his photo, it read: “You drove the distance, we carry the legacy.”

A second banner for John was also added to one of the com-

pany’s Kenworth T610s.

W hile Mitch has been to Lights on the Hill numerous times, this year was extra special, as John’s name was added to the Lights on the Hill Memorial Wall. “We had 13 of our trucks in the convoy. It’s the first time we’ve brought

along such a big part of our fleet,” said Mitch. “For the memorial service, it is quite overwhelming when they do the airhorns and everything, they do a great job of it.”

The R600 also gained plenty of attention across the Lights on the Hill weekend, taking out the truck show award for Best Vintage Truck. Looking back on what his grandfather started more than 50 years ago, Mitch concluded, “I’m proud of what we’ve built and that we’ve been able to carry on Pop’s legacy.”

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Truckies raise over $50,000 in Sydney

BY COLIN HENDERSON

ENGINES, plenty of chrome, and big hearts filled the roads of Western Sydney as the 33rd Convoy for Kids Sydney rolled, raising over $50,000 for The Newborn & paediatric Emergency Transport Service (NETS) Ambulance Service and KidzFix R ally on October 26.

Convoy for Kids Sydney president Mark Smallwood said the turnout showed the strength of the transport community’s spirit.

“It was another brilliant Sydney day, and seeing so many trucks roll in together reminded us what this convoy is all about,” Mark said.

“Through all the ups and downs, the transport community keeps showing up for kids in need, there’s a lot of heart behind every truck in this line-up.”

The annual convoy began marshalling at Sydney Dragway, Eastern Creek, before setting off toward Hawkesbury Showground, where families enjoyed rides, stalls, food trucks, and plenty of chrome gleaming in the sun.

Among those driving for a cause was Matt Calleija from Dump It Bins, who returned to the convoy after a few years away.

“We haven’t done it for a few years, but it’s always been important for us and the boys,” Matt said.

“The hardest part is finding the time to make sure t he trucks look the part, the boys have spent hours polishing the chrome, and we’re proud to be here supporting the kids.”

Paul Richardson of DSE Transport said the company was again proud to sponsor the event and called on others in the road freight industry to

get involved in the big day.

“DSE brought a few of our trucks down to support what’s a great cause for the industry,” Paul said.

“We’re glad to sponsor Convoy for Kids and we’re encouraging other companies to get on board for a cause that’s close to all of us.”

Tom Walsh from the Newborn & paediatric Emergency Transport Service (NETS)

A mbulance Service thanked the drivers, families, and organisers who made the day possible.

“A big thank you to all the truck and car drivers who took part,” he said. “Events like this help us keep kids safe and supported when they need emergency care most.”

The convoy also paid tribute to the late Bruce Dalziell, one of NETS’ longest-serving Emergency Vehicle Operators. Bruce joined NETS in 2006 and helped transport more than 1700 critically ill babies and children before his retirement in 2021.

A NETS ambulance has been named in his honour, and Bruce’s family attended this year’s convoy to remember his lifelong support of children in need.

This year’s event continues a proud tradition t hat began back in 1992, with funds raised helping to purchase new medical equipment for NETS and support KidzFix’s ongoing work for sick and disadvantaged children.

M ark Smallwood said the committee was grateful to all those who contributed and encouraged new s ponsors to join next year’s event on October 25.

“We couldn’t do it without our sponsors and supporters, from the companies who bring their fleets, to the fam-

ilies who line the roads to wave us on,” he said.

“There’s always room for more to be part of the Convoy for Kids Sydney family.”

M ajor sponsors this year included Transport Workers’ Union of NSW, DSE Transport, AirRoad, Winston Express Haulage, Retriever Towing, Sydney Dragway, I’m In the Right accident replacement vehicles, Latitude Accountants, Wilmeat, CJS Workwear and SWR FM.

The Convoy was also supported by volunteers from the Sydney Children’s Hospitals Foundation.

The message from the Convoy for Kids Sydney is clear – truckies are still caring for kids, one convoy at a time.

Continued on page 22

Rural mental health day a huge success

A special industry mental health awareness day run by Long Road Events, together with Rudd’s Pub, has been an overwhelming success, building on the inaugural event that took place last year.

The day is aimed at sparking conversations around mental health for the transport, rural and civil industries, with all proceeds going to Royal Flying Doctor S ervice (RFDS).

Held on October 11, at the historic Rudd’s Pub in the rural Queensland town of Nobby, this year it raised $23,150 for RFDS.

Around $6000 of that figure came from an auction held on the day, and another $6000 through a raffle.

Long-distance truck driver Darren Eyers is part of the organising committee. As he explained, “We had 340

paid entrants at the event, which was really good. There was also a car show and a truck show, with five trophy categories for each.

“The guest speakers and entertainment were a highlight. We had five guest speakers discussing mental health and mental health facilities. And we had three musicians for the day: Zac Anthony from Darwin, Josie from Townsville and Kylie Hogan from Kalbar.”

Other highlights included raffles, tug-o-war, an auction and more. There was also a tarp tying competition, where Michael Domjahn was named the winner, expertly completing the task in 6 minutes and 30 seconds.

W hile in the trailer plug wiring competition, Shane Blackshaw took out the win, with a time of 4 minutes and 35 seconds.

More convoy pics from Sydney fundraiser

International on top in Urana

BY DAVID VILE

UNDER sunny skies, the Urana Vintage Machinery Club has once again played host to a successful annual rally, with over 60 trucks on display across the third weekend in October.

Coming from as far afield as Melbourne and northern New South Wales, trucks old and new were all presented to a very high standard with judging taking place for a number of categories.

With Kenworth this year’s feature brand, the marque was well represented with a range of models on show.

In keeping with the vintage theme, Truck of the Show honours went to Scott Mustey, who had travelled up from Lancefield with his immaculately restored 1965 International DCO.

With a bogie fuel tanker and resplendent in Knights of Kilmore colours, the International was a worthy winner in 2025.

After another successful rally, the committee is already looking ahead to the 2026 edition.

Proudly supporting Reader Rigs

Share your truck pics to win with Shell Rimula

SHELL Rimula has partnered with Big Rigs in a big way – so there are even more reasons to send in your best truck shots.

Each month, the Big Rigs team will choose a #PicOfTheMonth, with the lucky winner receiving a $500 Shell Coles Express Gift Card.

Keep an eye out for our regular posts on the Big Rigs Facebook page, calling for your best truck photos and add yours in

the comments, or email them direct to danielle.gullaci@ primecreative.com.au for your chance to win the main prize.

Don’t forget to include a brief note about the truck and where the photo was taken.

We’ll feature some of the best photos in each print edition of Big Rigs, with one winner announced each month.

Keep those amazing truck pics coming!

Keeping you and your business unstoppable

A guide to heavy-duty engine oil

IN transport, reliability is everything. When trucks are clocking millions of kilometres, there’s no room for compromise. The heart of every hard-working truck is its engine, and the lifeblood keeping that engine alive is oil.

Yet not all oils are created equal. For fleet managers and operators, understanding the science behind heavy-duty lubricants isn’t just good maintenance practice, it’s critical for reducing downtime, extending engine life, and protecting the bottom line.

Penrite, an Australian-owned company celebrating over a century of innovation, has become synonymous with uncompromising quality in lubricants. Their Convoy range represents the pinnacle of that commitment, developed to meet the extreme demands of modern engines operating under punishing conditions.

The true cost of cutting corners

In an industry where every hour of downtime can mean lost freight, missed deadlines, and frustrated clients, preventative maintenance isn’t a luxury, it’s a necessity.

Choosing the wrong oil or stretching service intervals beyond safe limits may save a few dollars in the short term, but it’s a fast track to expensive repairs and even engine failure. Inadequate lubrication accelerates wear, increases deposits, and allows contaminants to circulate like abrasive grit through the system. Over time, oils that lose viscosity or become acidic can corrode metal surfaces and compromise seals, causing efficiency losses and premature component failure.

Why quality oil matters

Heavy-duty engines operate under relentless stress, constant high loads, stop-start conditions, and extreme heat. High-quality oil doesn’t just lubricate, it performs multiple essential functions:

• Lubrication: Reduces friction between moving parts to prevent wear.

• Cooling: Transfers heat away from combustion and friction zones.

• Cleaning: Suspends soot, dirt, and contaminants until the next service.

• Protection: Prevents corrosion and rust caused by moisture and acids.

• Sealing: Maintains compression by sealing micro gaps between piston rings and cylinder walls.

A top-tier lubricant ensures that every moving component, from bearings to turbochargers, operates within optimal parameters. For operators of mixed fleets or specialised machinery, product selection should always align with OEM specifications and duty cycles.

Understanding oil types: Mineral, semi, or full synthetic

Selecting the right oil depends on the balance between cost, performance, and service expectations.

• Mineral oils are refined from crude oil and deliver dependable protection at a cost-effective price. Ideal for older engines or fleets with regular servicing schedules, they’re a solid choice for operators seeking simplicity and reliability.

• Semi-Synthetic oils combine mineral and synthetic base oils, enhancing protection against wear and oxidation while offering improved performance in temperature extremes. They’re a smart middle ground for mixed fleets seeking value and versatility.

• Full synthetic oils represent the cutting edge of lubricant technology. Engineered for superior stability, cleanliness, and extended life, these oils resist breakdown under severe heat and stress, allowing for longer drain in

The

long-drain advantage

Penrite’s Convoy range includes long-drain interval formulations that are redefining fleet maintenance strategies. These oils use advanced base stocks and additive technology to resist oxidation, neutralise acids, and control soot over extended periods. Benefits include:

• Reduced downtime: Fewer oil changes mean trucks stay on the road longer.

• Lower maintenance costs: Less servicing equals lower labour, parts, and waste disposal expenses.

• Consistent protection: Maintains viscosity and wear protection for the entire interval.

• Streamlined maintenance: Extended schedules simplify fleet-wide planning and reduce logistical complexity. When combined with oil analysis and OEM-approved drain intervals, long-drain oils deliver measurable ROI. For many operators, it’s the key to maintaining uptime without compromising on protection.

Penrite Convoy: Built for the long haul

The Convoy range exemplifies Penrite’s philosophy, products engineered for real-world performance under the harshest conditions.

• Convoy Ultra HD 15W40 (Premium Mineral): A

advanced Ultra High-Performance Diesel (UHPD) oil for extended drain intervals up to 100,000+ km. Engineered for modern, low-emission engines operating under severe loads.

• Convoy Multi-Fleet 10W40 (Full Synthetic): Designed for Scania trucks and buses, this oil meets OEM long-drain requirements while enhancing overall operating economy.

• Convoy Super FX 15W40 (Premium Mineral): Incorporates a Full Zinc Anti-Wear package for exceptional protection in multi-cam, turbocharged, or naturally aspirated diesel engines.

• Convoy Ultra HD 5W-30 CK-4 (Full Synthetic): The pinnacle of efficiency and protection, combining low viscosity with long-drain capability and OEM approval for extended service c ycles.

• Convoy Multi-Fleet CK-4 15W-40 (Premium Mineral): A durable, high-performance option for mixed fleets across US, European, and Asian engine designs. Every product in the Convoy range is engineered to deliver consistent results across temperature extremes and load conditions, ensur-

ing reliability where it matters most, on the road.

The Penrite edge:

100 years of proven performance

As Penrite celebrates its centenary, its focus remains unchanged, engineering lubricants that outperform expectations and endure Australia’s toughest conditions. The Convoy range embodies that legacy, offering operators confidence that every kilometre is backed

by a century of R&D excellence and industry trust. W hen it comes to protecting your fleet and maximising uptime, cutting corners isn’t an option. The smart move is to partner with a brand that understands heavy-duty demands from the ground up. With Penrite, you’re not just buying oil – you’re investing in performance, reliability, and peace of mind.

For more information visit penriteoil.com.au/convoy.

Successful truck company with no trucks

TRUCK Moves Australia isn’t your average truck company. Without owning a single truck, it orchestrates an impressive 750 to 1000 moves every week while employing a team of highly skilled ‘driveaway’ truck drivers.

So how does that work?

“Truck Moves Australia offers a driveaway service – we don’t own any of the trucks. We’re a truck company with no trucks. I just love that idea!” explained Matt Whitnall,

Managing Director of Truck Moves Australia.

“It’s like a chauffeur for your truck, professionally driven from point to point instead of doing it yourself, or wasting time sending your employees. We do it faster, safer, and fully insured so you don’t waste time and money. Our drivers move multiple vehicles a day, so their cost is spread over many customers, when compared to doing it yourself, all the costs and time wasted on

non-core activities is kept internal.”

The company works with everyone in the supply chain, frequently moving a new vehicle six or more times for multiple customers before it finally reaches deployment with the end customer.

As Matt emphasised, “Truck Moves Australia has a very professional operations team who live and breathe new trucks. We’ve invested in systems that elevate driver safety,

pay, and conditions.

“Our track record of safe truck movements since 1988 is without any doubt what keeps us as the clear leader in the truck relocation industry and ensures our customers’ brands are protected by safe operation and professional managers.

“We have already completed more than 500,000 new truck moves and in the coming years will be getting towards 1,000,000 since we started in 1988.”

Keeping customers fuelled this harvest

OVER the years, Woodham Petroleum has expanded from a single site to more than 45 locations across New South Wales, Queensland, Victoria and the Northern Territory.

The business was started by Jim Woodham in 1981, with his son Matt Woodham taking over in the mid 2000s.

“When I took over, Woodham Petroleum only operated the Walgett Roadhouse. Since then, we’ve experienced significant growth – expanding to over 45 un manned diesel stops across various locations. This growth has allowed us to better service our customers and strengthen our presence throughout re gional areas,” said Matt.

Recognising the need for rural and remote communities to have reliable, 24/7 access to fuel, when Matt took the reins, he quickly set about working to expand the Woodham network.

“Being from a rural area myself, I understood how important convenience and accessibility are,” explained Matt. “That insight became the driving force behind our expansion – we’ve continued to grow by listening to our customers and focusing on

in regional and rural areas. “That’s why we’re committed to offering quality service at the right price,” said Matt. “We pride ourselves on being reliable, approachable, and flexible – always doing what we can to make things easier for our customers and ensure they get the best value and support possible.”

An Australian-owned and operated family business, Woodham is committed to truly understanding its customers. “We pride ourselves on being flexible, reliable, and responsive – always doingtomers’ needs,” Matt added.plying fuel, but on building

long-term relationships and supporting the communities we serve.

“At Woodham, we pride ourselves on offering genuine, personalised service. Each of our customers is assigned a dedicated Account Manager who serves as their main point of contact, ensuring any questions or support needs are handled quickly and efficiently.”

As Matt continued, “Because many of our customers operate seven days a week, we understand the importance of being available when they need us – even on weekends.

As a family-run business, we believe in treating our customers the same way we’d want to be treated: with respect, reliability, and a commitment to going the extra kilometre.”

Woodham selects new sites based on its customers’ needs and feedback, as well as major transport routes and industry demand. “We aim to be accessible and convenient, so we value hearing where our customers are travelling and operating. By understanding both our customers’ move-

Most recently, Woodham has opened two new sites, located at Mt McLaren and Tallwood. Looking ahead, construction will commence on the latest site at Barcaldine in November, with plans to have it operational by Christmas. This site will operate 24 hours a day, providing a convenient stop for customers.

With harvest time now in full swing, Woodham also understands how important this time of year is for its many customers who work in the sector. That’s why Woodham focusses on providing reliable, around-the-clock access to fuel across its 45+ unmanned diesel stops.

“We know timing is everything during harvest, so we work hard to ensure our rural and remote customers have

leum account is simple. Cus tomers can contact Sales and Marketing Manager Shane Baker (0499 281 356), who will take the time to understand your business, location, and fuel requirements, before providing the necessary account set-up information. Alternatively, you can complete the Account Application form available on the website and email it to accounts@ woodhampetroleum.com.au. Once received, the team will follow up with a call to confirm details and finalise the set-up. Having a Woodham account gives customers access to over 45 unmanned diesel sites, seven-day invoicing, and clear, convenient statements, making refuelling simple and stress free.

The power of G Lubricant

A newly developed lubricant is helping operators save costs, by delivering improved fuel savings, that have been independently proven out in the field.

A patent pending product, G Lubricant was created by Graphene Manufacturing Group (GMG) – and released to the market following years of testing.

GMG was started by the company’s CEO Craig Nicol nine years ago. He is an engineer with over 20 years of experience in delivering large scale innovation including leading multi-billion-dollar gas and LNG value chains in Australia and Asia Pacific and managing sales and marketing teams across Asia Pacific working for Shell International.

GMG is a clean-technology company that has developed and proven its own proprietary production process to manufacture Graphene powder from natural gas, at its Brisbane headquarters. This process produces high quality, low cost, and contaminant-free graphene.

G Lubricant is a graphene liquid concentrate that can be added to any mineral or synthetic oil used in an internal combustion engine – including both petrol and diesel.

G Lubricant has been shown to increase fuel efficiency by up to 10 per cent.

Graphene is known for its heat and lubrication properties. “What we see with graphene is its ability to move heat and lubricate – it is the highest conductor of heat in

the world of any material and is one of the best materials for lubrications there is,” explained Craig.

Before releasing the product to market in February, GMG spent four years conducting environmentally controlled testing of G Lubricant in internal combustion engines, which was monitored and verified by the University of Queensland. Furthermore, similar fuel savings have been realised by customers over a number of years of in-field testing.

“An 8.4 per cent reduction in fuel usage is quite high,” said Craig. “If you apply that to a long haul truck for a year, that’s a fuel saving of about $8000 per truck, per year, so it’s quite significant.

“This product is the result

of eight years of development and testing, and we’re continually looking to improve our product even further.”

Testing has also shown reduced friction, leading to less wear on engine parts; extreme pressure protection; up to 26 per cent reduced particulate matter; and up to a 27 per cent reduction of harmful NOx emissions.

As your engine heats up under load, normal oil thins out. But graphene keeps oil viscosity stable even under extreme

Craig says that for every dollar spent on G Lubricant, drivers can save up to $10 in fuel – that’s in addition to extended service intervals and reduced engine wear.

As one user put it: “Whilst marketed as a fuel saving additive, one of the biggest benefits from an additive like Graphene is engine wear protection,” said Adam.

“A test done on a 2020 Mitsubishi Triton 2.4L with untreated oil after a few days of no use, start-ups were noisy,

of days left unused, proving that the Graphene additive itself coats moving parts and reduces dry start wear.”

One 500ml bottle of G Lubricant mixes into 50 litres of oil. Therefore the amount of graphene in the final lubricant product once the G Lubricant is mixed in is only ~ 1:10,000, with the balance of the concentrate consisting of lubricating base oil. As a result, G Lubricant can be used safely in any internal combustion engine.

G Lubricant is available in 500ml bottles (treats 50L of tles and can be purchased at

DRIVE along any outback road and you’re bound to see one thing: IOR.

Whether that’s a road train on its way to deliver fuel, or an unmanned tank keeping hard working drivers on the road, IOR has been standing side by side with big rigs on big roads for over 40 years.

Born in the tiny town of Eromanga, IOR was built by people who understand what it takes to live and work in the bush. The long hours, the red dust, and the satisfaction of getting the job done.

What began as a small refinery serving locals in outback

Queensland has grown into one of Australia’s leading independent fuel suppliers operating across the entire fuel supply chain. Still proudly Australian-operated and still backing the people who keep Australia moving. For IOR, it’s always been about people.

Across terminals, depots, and diesel stops, the team takes pride in knowing their work keeps planes in the air, producers in the field, and trucks on the road. From the driver delivering diesel to a remote cattle station to the terminal operator loading tankers before dawn,

everyone at IOR plays a part in powering regional Australia.

Drivers who work for IOR will tell you it’s not just a job. It’s a lifestyle. With sites stretching from the Surat Basin to Perth and up into the Gulf, no two days are the same. You might be fuelling a drill rig on a gas project one morning and topping up tanks on the Warrego next. It’s demanding, rewarding work, backed by a company that values innovation, our

communities, and reliability above all else.

And for the drivers who fuel up with IOR, that same commitment shines through.

IOR’s unmanned network means you can fuel up 24/7 at sites designed for trucks, not cars. You’ll find highflow diesel, AdBlue, wide access lanes, clean toilets and showers, and friendly faces in towns that know your name. Service built for drivers, by

on the road is really like.

Innovation runs deep at IOR too. The company’s fuel management system lets operators track every litre of fuel they dispense into the tank, helping fleets manage costs and compliance with ease.

It’s part of IOR’s drive to do things better and support the industries responsible for the food on our plate, the presents under the Christmas tree, and the roof over our heads.

behind the wheel of a Kenworth or a Hino, IOR is the kind of company that’s worth being part of. A team that looks out for one another, invests locally, and keeps Australia’s essential industries moving.

Next time you see the IOR logo on the highway, give a wave. Behind it are everyday Australians doing extraordinary work, fuelling the journey, and proud to be part of

Offering a complete AdBlue solution

ESTABLISHED in 2016, BioBlue has grown into one of Australia’s most trusted names in AdBlue supply.

Proudly Australian-owned and operated, the company was built on a foundation of reliability, integrity, and a genuine commitment to customer care.

With nearly a decade of experience in AdBlue, BioBlue is the AdBlue specialist for the Australian market, and as the team proudly says, “AdBlue is what we do.”

The business was founded by Chief Executive Officer Bradley Ryan, who recognised a growing need for a reliable, Australian-made AdBlue supply. Starting with a single production facility based in Adelaide, Brad and his small team built the business around a simple but powerful philosophy: to provide customers with quality they can trust and service that truly cares.

From those early beginnings, BioBlue has remained independently owned and operated, maintaining its personal, customer-first culture even as it has scaled into a national organisation.

BioBlue has grown into a national AdBlue supplier with an extensive production and distribution network Australia-wide.

The company supports a wide range of industries including road transport, agri

culture, mining, marine, and fuel retail delivering millions of litres of AdBlue each year to customers across metropolitan and regional Australia.

The company’s ongoing success reflects its unwavering commitment to local manufacturing, Australian jobs, and genuine relationships with the transport operators who keep the country moving.

As BioBlue has expanded, it has invested heavily in infrastructure, technology, and local employment, ensuring that every litre supplied is manufactured and handled in accordance with ISO 22241 standards.

Today, BioBlue’s national team provides end-to-end service and support to customers ranging from single-vehicle owner-drivers to some of Australia’s largest transport logistics operators and fuel distrib-

BioBlue’s AdBlue is VDA-certified and ISO 22241-compliant, ensuring every litre meets the highest global standards for purity and performance. This certification gives customers confidence that BioBlue products protect engines, reduce emissions, and support cleaner transport operations nationwide.

Reliable and efficient delivery and supply

BioBlue has built a robust national production and delivery network, with strategically located facilities across Australia. This infrastructure allows the company to maintain dependable supply to operators of all sizes from regional fleets to large-scale logistics providers. During the 2020-2021 global AdBlue shortages, BioBlue’s proactive approach and diversified supply chain enabled t to keep customers moving

while many competitors could not. The company’s commitment to supply chain security and Australian manufacturing capability remains a defining strength, ensuring reliability and continuity for the transport industry long-term.

Convenience is central to BioBlue’s offering. Customers can choose from a range of on-site bulk and packaged supply options, allowing them to manage AdBlue efficiently and seamlessly within their existing operations. Whether it’s refilling on-site tanks or replenishing packaged stock, BioBlue ensures delivery is prompt, professional, and hassle-free.

BioBlue provides a wide range of on-site bulk tank options, tailored to each customer’s space and usage requirements. From compact, limited-space solutions to large-capacity installations and custom-built systems, BioBlue’s team works directly with operators to design safe, compliant, and practical storage solutions that fit their needs.

To simplify AdBlue management even further, BioBlue offers smart tank monitoring systems and automatically

time, reduce downtime, and keep fleets running smoothly.

Solutions tailored to your needs

BioBlue understands that no two customers are the same.

From small family-run transport businesses to national logistics operators, BioBlue provides tailored supply solutions

that match each customer’s operational scale and service expectations. The company’s customer-first mindset has been a cornerstone of its success, and despite its national growth, BioBlue continues to deliver with the same care, responsiveness, and personal touch that have defined it since day one.

AdBlue is a high-purity, non-toxic, urea-based solution used in diesel vehicles fitted with Selective Catalytic Reduction (SCR) systems. When injected into the exhaust stream, AdBlue breaks down harmful nitrogen oxide (NOx) emissions into nitrogen and water vapour, dramatically reducing the environmental impact of diesel engines. What is AdBlue?

FOLLOWING the 2024 acquisition of Manitex, a manufacturer of lifting equipment for key industries, including infrastructure, construction, and heavy industry, Tadano Oceania is preparing to release new products to the local market. The Manitex product line-up includes PM knuckle boom cranes as well as Valla pick and carry cranes, brands which closely align with Tadano’s strategy of offering innovative, sustainable lifting solutions.

Michael Atherden, Tadano Oceania’s Business Development Manager explained, “Tadano’s acquisition of Manitex has significantly increased the availability of product lines that we can offer the local market. Initially, we are concentrating on products which we think will have the biggest impact in Australia and these are designed and manufactured by PM, which includes an Italian manufactured range of knuckle boom and vehicle loading cranes.

“Our Italian factory also manufactures an extensive range of aerial work platforms, including tracked and spider versions. Since the acquisition, we have been preparing the local Tadano business to bring these products under our wing and offer them into the Australasian region.”

Tadano will distribute and support the new product range. “With the truck mounted cranes, we will be bringing in the crane units with sales and support heavily driven by a network of distributors, dealers and crane resellers,” explained Michael.

“We are also establishing a network of installation part-

New range of truck-mounted cranes hit local market Premium mudguards built tough and priced right

IF you’re hauling across the country, your truck isn’t just transport – it’s your livelihood. Every kilometre counts, and every part of your rig needs to pull its weight. That’s why your heavy-duty truck mudguards deserve more attention than they usually get.

A cracked or flimsy guard might seem like a small issue, but it’s the first line of defence between your truck and flying road debris, stones and grime. When it fails, you’re not just risking scratches; you’re risking downtime, repair bills and a dent in your r

ners which will work with the distributor network, allowing us to focus on promoting the brand to the market and directly to key customers.

“Being a truck-mounted lifting solution, we will bring the product to market in a number of ways. We can sell it as a supply-only to our distribution network or we can provide a ‘supply and fit’ solution where we will take the responsibility for the installation of the crane and the adaption to the truck. In special cases, and depending on the circumstances, we will also consider a turnkey solution for some of the bigger cranes.

“Because of the specialist knowledge required to fit them and the required integration with the factory, if a customer is keen on a large model from the PM range, we would look at providing a one-line solution. This involves us working with the

The hidden cost of flimsy stainless steel mudguards

Let’s be honest, Aussie roads can be brutal. From corrugated dirt tracks to endless highways and busy depots, your truck cops a beating every single day. Standard, thin mudguards might look fine when they’re new, but they simply don’t last. They bend, rust, and crack far too easily. And every time you replace one, it’s not just the part you’re paying for, it’s time off the road. For an owner-driver or fleet operator, that means lost income.

customer and the factory to build the specification and then purchase the truck, complete the installation, and commission the entire unit for the customer.”

Tadano Oceania has trusted partners it works with for its Japanese truck-mounted solutions. “We’ll be look ing to work with them wherever possible, and we will bring new partners online who share the same values as Tadano,” added Michael. “We have our own technical support team which is well versed in high tech all-terrain and crawler cranes, as well as rough-terrain products and this team will be supporting the products as they launch into the country. We also have our specialist team that deals with truck-mounted installations.”

The lifting capacity of the PM range goes all the way from 3.8 ton-metres through

end up being anything but. The constant cycle of replacing weak gear costs you more in the long run – and that’s money better spent keeping your rig in top shape.

Why Silverback guards are built tougher

This is where Silverback heavy-duty truck mudguards change the game. Made for real truckies who face real Aussie conditions, these guards are a full 50 per cent thicker than the standard guards on the market. That extra strength means serious protection – less bending, fewer cracks, and

to 150 ton-metres.

“The largest capacity units are big with a maximum combination of 50 metres of reach. But the range goes all the way down to the smaller cranes that you’ll see on the back of delivery trucks for landscaping products or steel house frames and applications like that. The volume market will be in general truck applications that you pass every day, building up towards more specialist applications as the size of the crane increases. We know we are entering into a very competitive space, but we are committed to promoting and supporting the brand and taking it to the next level under the Tadano banner,” explained Michael. Michael is confident the local market will respond to the quality and performance of the PM range. “The Italian market features a number of crane manufacturers which

no flimsy edges flapping in the wind. Whether you’re hauling through the outback or navigating tight urban de pots, Silverback guards take the hits and keep going.

Why truckies are making the switch

There are many reasons truckies switch to Silverback heavy-duty stainless-steel mudguards, including:

• 50 per cent thicker and tougher than standard guards

• Built to handle rough Auss ie roads and conditions

makes for a competitive environment. I have witnessed first-hand how well organised and capable the manufacturing facilities are. The team at PM is strong on research and development and there is no doubting the quality of the product. At Tadano, we focus on quality in everything we do and that is our promise to the market. The factory has an annual production of around 1600 units but under the Tadano banner, we will be looking to grow this volume.”

Michael continued, “As more products come online, the intention is for Tadano to

be the first thought that comes into a customer’s mind. When they need a lifting solution, we want them to think, ‘Let’s see what Tadano has to offer’. “With factory backing from Tadano and local support from our engineering team, we’re confident customers will have strong trust in our products and the support we provide. The same applies to our partners; we’re committed to supporting their businesses and delivering whatever they need to offer the best possible lifting solutions and service to their own customers,” he said.

• Resistant to dents, rust and cracks

• Easier to maintain and polish

• Uniquely ripple-free edges, unmatched by any other supplier

Heavy-duty protection without the heavy price tag

You don’t have to pay through the nose to get quality gear. Silverback offers premium-grade strength at a fair dinkum price – perfect for both solo drivers and big fleets. You’re getting guards that go the distance without blowing your budget. With Silverback, you get longer-lasting protection that actually holds up, real savings on replacements and

See how Silverback’s unique brackets blend seamlessly with the mudguards, giving your rig a clean, tough finish.

downtime, and a professional, clean look that stands out on the road.

Witness the Silverback difference

Before you buy your next set, compare a standard guard with a Silverback heavy-duty mudguard.

Feel the weight, the rigidity, the build. It’s not just thicker, it’s built smarter.

When you’re covering thousands of kilometres across Australia, every bit of protection matters. Don’t let weak guards cost you. Go with Silverback – built tough for Aussie truckies who don’t have time for second-rate gear.

Ready for the heavy-duty mudguards upgrade?

Visit your local truck parts supplier and enquire about Silverback Truck Mudguards, featuring exclusive brackets designed to complete the Ultimate Beast L ook on any rig. Silverback Armour is a brand division of CSC Group Australia. That means it is backed by an extensive distribution network to ensure supply across Australia and New Zealand.

To learn more, head over to silverbackarmour.com.au.

bY DESIGN STRONG LOCALLY SUPPORTED READY TO LIFT

The Tadano PM range of truck-mounted cranes has arrived in Australia.

When you choose Tadano PM, you're choosing more than a crane - you're investing in a smarter, stronger solution built for success. With global strength and local support, Tadano PM combines proven European engineering with the trusted backing of Tadano Oceania’s expert service network, giving you peace of mind on every job.

It’s a smart investment, delivering exceptional value per dollar with reliable performance that’s been tested and proven. Designed to be ready for work in real Australian conditions, PM models are equipped with the essential technology and features that operators actually need – no fluff, just function. With trusted performance grounded in real feedback from real users on real jobs, Tadano PM delivers confidence you can count on.

WA fleet implements speed regulating technology

J.J. Hawkins & Co recently became one of the first transport operators in Australia to adopt the Scania Zone concept – a location-based telematics system that enables automatic vehicle adjustments, including the ability to automatically regulate vehicle speed in predefined areas.

Based in Landsdale, Western Australia, J.J. Hawkins & Co is a family owned and operated business that’s been around for over 50 years. The business was founded by Joe Hawkins and is now headed up by his son David Hawkins, with his son Troy also working by his side.

There are currently nine Scanias in the fleet, with a new R 620 V8 due to be delivered soon – and Scania Zone being used on all 10 of these trucks.

The technology is particularly useful for school zones where

the limit is reduced at drop-off and pick-up times, because the Scania Zone allows the operator to set the limits by time as well as location.

“It’s not just about setting speed limits to avoid speeding fines, but it gives our drivers and our management confidence that a moment of inattention won’t lead to a fine or cause an incident,” David said.

“Safety has always been a top priority for our business. With Scania Zone, we are working to ensure our trucks operate safely and responsibly, especially in areas where children and families are present. It offers peace of mind to me as a business operator while also ensuring compliance.”

J.J. Hawkins & Co has used Scania Zone to designate areas known to be potential risks, including a stretch of road with a history of speeding incidents.

“It’s a straight road where drivers might unintentionally exceed the 70km/h speed limit. Scania Zone promotes compliance by helping drivers maintain safe and legal speeds automatically,” David said.

“Scania Zone is better than just relying, for example, on speed sign recognition systems. We can also set it for our yards or customers’ yards if they have a speed limit, to ensure we don’t upset a client by driving too fast through their premises. So, from a safety perspective, I think it’s great.

“If a driver advises us of an area on his run that he sees as a potential problem, I can just activate the Zone for that stretch, and the truck will only do as it’s told. As a result, we don’t have to worry about getting a complaint from a resident saying: ‘your truck has been speeding on

our roads,’ because we know he can only go so fast.”

Since implementing the new safety technology, David says it’s been well accepted by drivers.

“I think they recognise it will save them from being fined. Additionally, Scania Zone does not require any input from the driver,” added David.

“From a corporate perspec tive, our trucks are painted bright red and are well signed so if we’re seen to be doing the wrong thing people notice, but Scania Zone helps re duce this potential. We don’t want to get calls complain ing about drivers and we’re enhancing our reputation as courteous drivers.

“The Scania Zone goes well beyond just school zone limit issues. There’s one country town our trucks travel through, there’s no alternative route, and they are big trucks

with multi combinations, so we have set the speed limit below the posted limit, which is good. There’s another shire council that has limited the hours that trucks can pass through, so we load that into the Scania Zone as well, to ensure we don’t do the wrong thing.”

Along with warning the driver on the road, if a driver does do the wrong thing it is recorded in the Scania Fleet Management Portal also known as ‘My Scania’, so the operator can see it straight away.

J.J. Hawkins & Co has had a good run with Scania since it made the switch to the brand about five or so years ago.

“We have been pleased with the Scanias’ performance.

Trucking, Transporting…

The work never stops

We are replacing the earliest trucks now, after four to four and a half years, and they have been on a Scania repair and maintenance contract over 650,000km. Historically, we kept our trucks much longer, but we can see the benefit of turning them over earlier and replacing them with new trucks with the latest systems,” explained David.

“The R 620 V8s have been returning about 1.8 to 1.9 km per litre in our heavy applications, which is far better than some of our older trucks, albeit with much higher kilometres under them. But the difference is significant. It means we use about 100-litres of diesel less per 1000-kilometre trip,” he added.

Industry out in force for WHG’s TechDRIVE

HARNESSING the power of artificial intelligence to streamline the transport task was a central theme to WHG’s TechDRIVE Roadshow on October 22, in Melbourne.

Over 300 guests braved wild winds and pouring rain to attend Seaworks, Williamstown to hear from a range of industry speakers, and interact with the latest technology designed to make operating fleets easier.

WHG Director of Operations, Dylan Hartley set the scene for the event, highlighting the role technology can play in assisting drivers and fleet managers in meeting regulatory requirements and staying safe on the road.

“We believe progress truly happens when technology and people move in the same direction and TechDRIVE very much, to us, has been bringing our clients and our partners and innovators together to share that idea and showcase breakthroughs that are shaping the future of connected transport,” Dylan said.

He announced WHG would soon be offering a Lifetime Warranty on all TCA-approved WHG Telematics hardware systems. “This warranty represents our confidence in our engineering, our accountability to customers, and our promise to provide lasting technology.” The WHG Lifetime Warranty reflects WHG’s commitment to development and advancement to their expansive technology ecosystem, ensuring that fleets are supported through every stage of their journey.

Dylan also encouraged industry to give back and highlighted the special work of

the company’s chosen charity, Change the One, which is a purely volunteer driven organisation focused on supporting underprivileged communities in Asia (changetheone.org).

TechDRIVE showcased leading software systems, including A llotrac, iLink Air and more. WHG demonstrated the power of their iLinkAir platform, an app-based interface for fleet managers and drivers, that captures data from a range of activities such as checklists and transport route permits. With the help of AI, new checklists can be dictated straight into iLink Air for conversion into a document able to be easily shared among all users, supporting drivers to streamline workflows.

Updates to FleetWEIGH Smart On-Board Mass were also shared. FleetWEIGH is designed to make it easier than ever for trucks to be loaded

to the correct weights, without the driver having to leave the cab. Combining sensors, telematics, AI, and in-cabin and external displays, the system provides instant updates about vehicle mass, supporting compliance.

AI plays its part in WHG’s FleetASSIST and FleetPREDICT products too, working in the background to alert drivers and fleet operators to issues ranging from fuel consumption to fatigue.

FleetPREDICT, in particular, monitors biometric parameters including the cardiorespiratory system, utilising AI to analyse and monitor data gathered from Garmin smartwatches worn by drivers. FleetPREDICT provides real time a lerts to combat fatigue, and proactive fatigue intervention with 90 per cent accuracy, one to eight minutes before the onset of fatigue or a micro sleep.

Cameron Davidson, Director of Bandit Security – Part of the WHG Group, explained how Bandit Security provides 24/7 control room monitoring, and has been managing stolen ve hicle recoveries since 2011 in Australia – 267 vehicles have been recovered during 2025 so far. Cameron highlighted the importance of using technology to secure your assets, working with police he said the fastest vehicle recovery had taken just 14 minutes.

WHG’s Oogi AI-powered video telematics system was centre stage. With forward and in-cab facing cameras, Oogi’s AI-driven software is designed to analyse driver behaviour and offer real-time feedback and coaching. The camera can be set up to stand alone, or feed data back to a larger fleet management system. Oogi combines features of Advanced Driver Assistance Systems

new partnership with Andat ech. Andatech’s Interlock technology combined with WHG telematics ensures only drivers with zero alcohol recordings are able to start fleet vehicles and get to work.

TechDRIVE guests also heard from industry leaders including Transport Certification Australian (TCA) General Manager Strategic Engagement and Performance, Gavin Hill. Hill shared the importance of selecting telematics products that have passed TCA certification, which is closely tied to industry requirements, government and national standards.

“I’ll point out there are only 12 certified providers in the market, only 12 from over 100 different technology providers out there today,” Hill said.

“It’s a small pool, because they put their systems and technologies to the test through an independent assessment process where requirements around resilience, durability, reliability, accuracy, and, most importantly, service provision are all assessed, and they meet our requirements.”

Victorian Transport Association Chief Executive Officer, Peter Anderson said he had seen the benefits technology had brought to the industry over the years but noted there was still a long way to go when

fleet managers, but in the end, freight could not be moved by a computer and it was imperative steps were taken to protect the people the technology was created to serve.

Anderson called out hightech platforms enabling a gig economy structure to develop in Australia as an example of where the technology was amazing, but its application was driving down working conditions and creating unrealistic expectations on prices in the market. “That creates an unfair workplace, and an unfair and uncompetitive marketplace upon which the good providers are now starting to go out of business,” he said.

“We’ve lost 178 businesses to becoming insolvent in the last 12 months, a lot of that has to do with the inability to be able to compete with the rising costs and rates not following those rising, rising costs.”

Other speakers on the day included Glenn Ellingworth from Transurban, who shared progress on the West Gate Tunnel project as well as Healthy Heads CEO, Naomi Frauenfelder who relayed the successes Healthy Heads in Trucks and Sheds has had in raising awareness for the mental health challenges of workers in trucks and sheds since its launch, five years ago.

For all your material handling needs

SPECIALISING in material handling equipment, MLA

Complete Forklift Solutions was established back in 1980.

The company was first launched with Mitsubishi Heavy Industries to sell and distribute Mitsubishi Forklift trucks in Australia. More than 40 years on, the business has grown to also distribute Nichiyu Electric Forklifts, MLA Vulcan Equipment and, more recently, HELI Heavy Capacity Forklifts.

Today, MLA Complete Forklift Solutions supplies and maintains a comprehensive range of gas, diesel, petrol and battery electric forklifts for short or long-term rental or purchase nationwide.

It operates across eight branches located all around Australia: Newcastle, Sydney, Gold Coast, Brisbane, Melbourne, Adelaide, Perth and Wollongong.

Along with its company owned branches, MLA Complete Forklift Solutions has an extensive regional authorised dealer network, making it uniquely positioned to service customers right across the country.

MLA currently employs over 200 people – ranging from apprentices to technicians, office staff and sales and service teams.

From the very beginning, MLA has forged a reputation for excellence in customer service, safety, operational

reliability, engineering and equipment maintenance. And this is evident through the numerous major companies who have relied on MLA for many years.

Being an MLA customer isn’t just about buying or hiring a forklift. The company prides itself on delivering its promise to provide exceptional aftersales service and support once the equipment

is supplied. This includes preventative service, maintenance and repairs. The MLA team has the expertise to service and maintain every make and model of forklift available in the Australian market. It has a fleet of mobile service technicians, who are ready to help when a customer needs it most – because at MLA, they understand how crucial it is

for customers to minimise downtime.

With a history of distributing robust, quality and dependable forklifts that are built to last, today MLA’s comprehensive range includes 1 tonne pallet movers through to 45 tonne capacity reach stackers and everything in between.

MLA added the HELI brand into its offering earlier this year, becoming the Australian distributor of HELI Reach Stackers and HELI Heavy Forklifts, ranging from 16-46 tonne.

HELI Reach Stackers are state-of-the-art machines designed and manufactured for the intensity of round-theclock container handling applications. The HELI 16-46 tonne range of heavy-duty industrial forklift trucks also offer performance, reliability and dependability in the most arduous of applications.

Both the HELI Reach Stackers and HELI Heavy Forklifts include quality features and components associated with all leading brands in this class of equipment, such as trusted drive train components, Cummins QSB 6.7 engines, ZF automatic transmissions, Kessler drive axles and Parker and Permco hydraulics.

Advanced features for operator comfort and safety include electric tilting cabin, reversing camera and sensors, air suspension seating, combining

a durable carriage and fork design with a luxurious cabin environment.

By adding the HELI range into its portfolio, it helps to cement MLA’s reputation as a total material handling solutions provider, building on its reputation for producing mining, warehousing, logistics and port specific units for companies such as Glencore,

ium to name a few.

MLA has the people, total product solutions, national service capability and proven commitment to deliver quality, cost-effective material handling solutions and support for its customers.

For more information, call Garry Wheeler on 0478 712 223 or email gwheeler@

Byron Bay Wildlife Hospital hits the road with new truck

BYRON Bay Wildlife Hospi-

tal has marked its fifth birthday and over 10,000 wildlife patients with the launch of a new bricks and mortar wildlife hospital and a new truck for its mobile hospital, that’s set to embark on a national tour in 2026.

The new UD Quon has been provided to the wildlife charity by UD Trucks as part of a long-term partnership connecting transport and logistics, emergency services and wildlife conservation.

“Under our parent brand Wildlife Recovery Australia (WRA), we now operate three state-of-the-art facilities dedicated to the treatment and rehabilitation of sick, injured and orphaned Australian wildlife,” said WRA Founder and CEO Dr Stephen Van Mil.

“Byron Bay Wildlife Hospital HQ, Wildlife Recovery Australia Hospital and Byron

Bay Raptor Recovery Centre are unique facilities which allow us to treat more wildlife patients in our region, but also nationally through our mobile capacity.

Van Mil added that the wild life hospital’s partnership with UD Trucks is fundamental to reaching its national capability.

“With our fixed-location hospital now established, the mobile hospital can be deployed for research, field operations, education tours, and rapid disaster response,” he said.

“The newly named Wildlife Recovery Australia Hospital, affectionately known as ‘Matilda’ is now proactively mobile to go anywhere in the country where wildlife populations are under threat.”

The group also celebrated its five-year partnership with UD Trucks by revealing a new livery depicting a 3D panoramic landscape populated with Australian wildlife.

The original artwork forms

a striking skin for a new UD Quon GW26 460 delivering next generation safety, efficiency, and purpose to the not-forprofit’s life-saving mission.

“Our relationship with Wildlife Recovery Hospital continues to evolve as they grow into national leaders in wildlife conservation,” said Philippa Wood, Vice President UD Trucks Sales & Marketing.

The new 6x4 prime mover, will continue to power Australia’s only mobile wildlife hospital – taking critical care directly to wildlife impacted by bushfires, floods, and disease outbreaks.

Wood added, “This Quon is more than a truck – it’s a moving symbol of purpose. It represents the best of what transport organisations and wildlife conservation groups can achieve together driven by compassion and capability.”

Replacing the original 2020-delivered Quon, the new prime mover brings improved fuel efficiency, and cutting-edge active safety technologies, including the ability to detect vulnerable road users and other traffic hazards.

“With features that protect vulnerable road users, drivers and wildlife, this unique ve-

hicle embodies our brand purpose of creating a Better Life,” added Wood.

Wildlife Recovery Australia is planning a 2026 national tour, showcasing how innovation in heavy transport can directly support wildlife conservation and resilience in the face of natural disasters.

“With extreme weather events becoming more frequent, the role of Australia’s first mobile wildlife hospital has never been more critical,” Wood added.

“UD Trucks is proud to keep powering that mission – now and into the future.”

JOST Australia opens new Melbourne site

JOST Australia has celebrated the official opening of its new Victorian head office.

The 14,000 square metre site is located at Cherry Lane, Laverton North – and is more than three times the size of the company’s previous main facility.

A s JOST continues to integrate its various businesses divisions – transport, agriculture and materials handling –into a single operating structure, this move will allow for improved efficiencies in distribution and improvements in the company’s capacity to

serve the needs of its customers.

The JOST team began moving into the new site in September, with an official opening held on Thursday October 23 – which was well attended by customers, giving many of them their first view of the new purpose-built site.

As Corey Povey – JOST General Manager, Sales and Marketing – told Big Rigs, “The new site at Cherry Lane means we can bring all of our brands in under the one roof.”

This follows the recent ac-

quisitions of Quicke front loaders and implements, and Hyva hook-lifts, skips and cylinders.

As Povey explained, the company had outgrown its previous premises. “Previously, we had to use off-site storage and the office was no longer big enough to accommodate all of our functions.

JOST was in need of a larger site, and these recent acquisitions further cemented that necessity.”

The new site has been a few years in the making, so for the approximately 50 JOST

staff now based there, the move has been a welcome change.

“It’s all about process and being efficient in what we do. Operating from this purpose-built, larger site has eliminated some of the bottlenecks we had experienced previously, by streamlining efficiencies. We have invested in a number of cranes for improved safety and productivity which our team love. We have also increased our painting capabilities by tripling our capacity in the paint booth,” Povey added.

Along with all of the improvements to processes and capacity, Povey said another important element to come from the move is the company’s ability to better service customers, big and small.

“It’s all about best practice and customer service excellence. Ultimately, that’s what we want to achieve. Here at JOST, we want to give our customers a fantastic experience.

“The new site incorporates a dedicated show room and training room, so we can invite customers onsite, for

in-depth training on all of our products. That includes training around fifth wheel maintenance and best practices, how to identify issues, when to replace components, etc.”

Adding to the new site, an extensive showroom features many of the displays that were on JOST’s Brisbane Truck Show stand back in May. “This means we can provide demonstrations of what our products do, how they work and show the features and benefits,” Povey said.

If you’re serious about safety, durability, and all-round performance, this power house pairing is made for you.

and

Chas Kelly Transport rolls out major fleet upgrades

CHAS Kelly Transport has upgraded fleets in two states with new Mercedes-Benz Actros trucks.

The leading logistics company has deployed 2653 Actros units to its Tasmanian operations and 2658 Actros models to its Melbourne-based fleet.

The new Chas Kelly Transport Actros 2658 units feature the 16-litre 580hp OM473 engine, while its new 2653 models utilise the 530hp 13-litre OM471 engine. Both models are Euro 6-rated and use a 12-speed fully automated manual transmission (AMT).

Chas Kelly Transport General Manager, Kristian Kelly, said the Actros units are a welcome addition to its fleets which already boast trucks from Mercedes-Benz Trucks, Freightliner and Fuso.

“Mercedes-Benz Trucks has a proven track record of utilising the most advanced technology in its vehicles and they align with our goal of using the safest and most efficient trucks we can put on the road,” Kelly said.

“We have a long relationship with Daimler Truck and are pleased with the level of support in Tasmania

and the mainland.”

Daimler Truck Australia Pacific President and CEO, Daniel Whitehead, said Kelly Group is known for operating high quality equipment across its different divisions.

“Chas and his team only run the latest and best-maintained equipment, so it is a real honour to have Mercedes-Benz trucks operating in the Chas Kelly Transport fleet,” Whitehead said.

Daimler Truck Australia Pacific Vice President Sales, Marketing and Operations, Andrew Assimo, said the Actros will serve the Chas

Kelly Transport fleet well.

“The Actros is the perfect truck for Chas Kelly Transport. With its advanced safety, comfort and efficiency, Mercedes-Benz will help Chas and his team deliver the levels of customer service that have helped it become a leading logistics solutions providers in Australia,” Assimo said.

Chas Kelly Transport operates SeaRoad freight vessels, Rock Logistics, RoadRunners, Transport Equipment Hire, Kelly Logistics and FreshFreight, which is headed up by Wall of Fame inductee Chas Kelly.

Fuso and Hino reveal more about their big merger

MITSUBISHI Fuso and Hino Motors have unveiled more details about their upcoming integration, announcing a new holding company, ARCHION Corporation, which will officially begin operations on April 1, 2026.

The move follows a final agreement signed in June between Daimler Truck AG and Toyota Motor Corporation, who will each hold a 25 per cent stake in the new entity.

ARCHION will serve as the holding company for both Mitsubishi Fuso Truck and Bus Corporation and Hino Motors Ltd, with headquarters in Shinagawa, Tokyo.

ARCHION’s name blends

“arches” and “eons”, symbolising connection and a longterm commitment to building the future of transportation. The group’s shared goal is to “deliver the future of commercial mobility” through innovation, efficiency, and sustainability. At the centre of the integration is an “Integrated Platform Strategy” – a plan to combine the strengths of both brands in research, development, procurement, production, and logistics. By sharing vehicle platforms and consolidating resources, ARCHION aims to expand its product range, reduce costs, and speed up new model launches.

To support this, the group will consolidate domestic truck production sites from five to three by the end of 2028, with operations to be centred at the Kawasaki, Koga, and Nitta plants. Hino’s Hamura plant will transfer to Toyota, while Mitsubishi Fuso’s Nakatsu operations will be absorbed into Kawasaki.

ARCHION will also invest in CASE technologies – Connected, Autonomous, Shared, and Electric – using the combined expertise of Toyota and Daimler Truck to advance fuel-cell and zero-emission vehicles. The partnership will also accelerate progress

KEEPING YOU COOL

HEAVY DUTY SOLUTION TO BEAT THE HEAT THIS SUMMER

in autonomous driving and connected mobility, enabling both brands to deliver smart er, cleaner transport solutions.

Under the new structure, Karl Deppen, President and CEO of Mitsubishi Fuso, will become ARCHION’s CEO, with Hetal Laligi appointed as CFO and Representative Director, and Satoshi Ogiso, CEO of Hino Motors, taking on the role of Executive Di rector and CTO.

“Our goal is to unlock the full potential of this integra tion through synergies and growth opportunities,” said Laligi. “We aim to elevate financial resilience and performance to benchmark levels.”

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Londoner makes switch into trucking

FORMER London taxi

driver Julian Stedman is now a contented Aussie truckie who drives a Kenworth T610 SAR out of Toowoomba depot for Wagners Transport a nd Logistics.

I saw the 52-year-old sitting in the driver’s seat while parked up in Townsville recently.

“I have a load of powder from here to Gregory out west in the outback and I

don’t have a backload,” he said.

Julian has a distinct English accent and said he has been down under since 2009: “I have been a truck driver here for three years,” he added.

The worst road he has been on is between Normanton and Kowanyama in Queensland.

“It is corrugated and on some parts you can only

travel at 10km/h to 15km/h, he said.

When off duty, Julian likes getting on his Harley Davidson bike. He also is an avid football fan. “I still barrack for Chelsea,” he said.

When away Julian takes most of his own pre-packed meals, prepared with lovingly care by his wife. “I have a m icrowave and air cooker on board and she prepares roast dinners.”

Exploring the country

BASED at Gin Gin in central Queensland, Arthur Laing drives a DAF Euro 6 for DJ Freight.

Recently, I saw him parked up in Townsville at around midday. He was transporting boats.

The 70-year-old experienced driver usually operates from the company-based Loganholme in southern Queensland.

“I travel to most parts of Australia except WA and that is a great part of the job to see different places,” he said.

When asked about the worst road he travels, Arthur said it was a toss up between the Bruce and Warrego Highways. “They are both terrible.”

His favourite roadhouse is the Roebuck Plains at Broome in WA for several reasons.

“It has good food, cold drinks, lots of parking and friendly staff. My best meal is steak,” he added.

Outside work, Arthur loves following the Brisbane Broncos in the NRL and was still in a celebratory mood after they beat the Melbourne Storm in the grand final the previous Sunday.

Like many trucks I see, the front on his truck was covered with dead insects and A rthur said they were in big numbers on some highways.

“You run into them when driving at night,” he said.

Just then a Magpie bird appeared and must have been on the lookout for food.

“It is very tame,” he said.

Travelling the east coast

WHEN Big Rigs saw Gurpreet Singh at a roadhouse deep in the tropics, he was wheeling a trolley carrying bottled water and food back to his 2025 Mercedes 2658 truck.

Based in Melbourne, Gurpreet works for Emu Car Carriers and had 10 vehicles on two trailers.

“They are from Melbourne and I am taking them to Cairns,” he said.

The 33-year-old arrived in Australia from India in 2022 and has been employed with the company for two years.

“I love the job and also get to drive some luxury cars,” he said.

Gurpreet gets to travel to many parts of Australia and likes stopping at the BP Clud-

en in Townsville and the Am pol at Emerald when in the far north.

“There is a lot of parking here at the BP Cluden where I have been for 24 hours and I am ready to leave for Cairns,” he said.

Parts of the Bruce Highway between Brisbane and Townsville are amongst the worst road he gets along. “It

is very rough along there,” he said.

Being from the Punjab region of India, Gurpreet is an avid cricket fan.

“I also enjoy reading and meeting new people,” he said. Gurpreet had walked 150 metres from the roadhouse to a large shopping centre which boasts several supermarkets, where he purchased supplies.

New owners at popular SA roadhouse

SOUTH Australia’s Cadney Park Roadhouse changed hands on October 27 when popular long time operators Adriana and Neville Jacob sold the business to NUV Petroleum.

Cadney is located along the Stuart Highway, 150km from Coober Pedy.

Many truckies stop there and former truckie Neville knew what they expected.

“After two decades in the outback industry, we have decided to move on. We will miss the awesome people that we have made contact and friendships with in that time and it will be with heavy hearts that we go and say goodbye,” Adriana told Spy.

Earlier in the year Neville told Big Rigs that on average about 20 trucks a day pulled up there, mainly during the busy season.

The roadhouse has toilets and showers for truckies which is welcome in such a remote area.

“We have parking for about 15 heavy vehicles and the drivers like our rump steak during the day and night, and bacon and eggs for breakfast,” Neville said.

More than 20 years ago, Neville drove road trains between Adelaide and the NT and has fond memories of it and heaps of stories to tell.

“A lot of the drivers who come here are on the Adelaide to Darwin run but some are from Melbourne. Many of them carry refrigerated goods or general freight but some camel haulers also park here,” Neville said.

One of my many locals that resided here, sent in a painting of an eagle titled, “The Eagle Has Landed” and this is above the bar.

Neville explained the origins of the mural. “A woman from a nearby station painted it and it is a big attraction. A lot of big wedgetail eagles inhabit around here.”

The roadhouse is open from 6.30/7am until 8.30pm.

Faulty traffic light concerns

For more than a month, truckies who travelled through an intersection on two busy highways were waiting for a nasty surprise in the mail. Their concerns were about a faulty arrow on the traffic lights which stayed on red for

he had consumed the coffee 30 minutes before when he stopped at a rest area.

at least five days. During that period the green arrow which signalled drivers could turn right was not working.

Naturally some of the drivers became impatient after waiting there for up to 10 minutes. That created chaos as drivers of vehicles behind the lead one often honked their horns which Spy is told may have led to some road rage incidents.

Many took off on the red arrow when they could see traffic in all other directions was clear.

But news spread on the bush telegraph that there may have been a camera so most feared a fine arriving in the mail and loss of demerit points.

But Spy spoke to a few drivers at a nearby roadhouse just over a month later and no fines were received.

After some minor investigation, Spy can reveal there was no camera there.

Gravel road anticipation

A driver who travels a lot on remote NT roads was surprised to come across a sign.

This truckie had been on highways and byways around the country and had never seen a similar road safety sign before.

It read “Gravel road careful driving techniques are advised”.

Ironically one of the signs was in close proximity to a large pothole.

Coffee costs driver $250

A country truckie who loves a cup of coffee contacted Spy to say he was infringed by a traffic officer just for that.

But on this occasion the veteran driver was fined $250 even though his coffee cup was empty. The incident occurred in October when the driver was pulled over during a RBT operation.

His logbook was up to date and there were no problems with his truck or load.

The young female officer saw a coffee cup sitting on the dashboard area but on the passenger side of cabin.

“That is going to cost you $250 as it is illegal to drink anything when driving,” he was told.

The driver explained that

But the cop was unrelenting and issued him with a ticket.

In his defence the driver asked the officer was it illegal for a driver to consume a bottle of water whilst on the road.

She replied it was and old mate offered a light-hearted response in a bid to be given a warning.

“If somebody is drinking coffee as they drive it contains caffeine and helps with road safety by ensuring they stay awake,” he said.

Spy knows of another truckie who was also chatted to by a policeman in another state.

This lad had indeed been drinking a coffee but was let off with a warning.

I guess it comes down to which officer pulls you over.

Drivers in the poo

Some well known road transport identities participated in the famous Dunny Derby races at Winton during the recent 28th Outback Festival.

It was held over five days at Winton, which is a road transport hub, and attracted thousands of visitors from across Australia.

There was lots of fun and humour and the normal population of 900 swelled tenfold.

One of the highlights was the dunny races.

Commemorating the 150year milestone of Winton, the bi-annual festival includes the gruelling five-day Outback Iron Man, Iron Woman, and three-day Iron Junior Challenges, bush poetry breakfasts, whip-cracking championships, swag-throwing contests, a 100km cycle challenge, True Blue Aussie sports, live music, and the Quilton Australian Dunny Derby.

A total of 17 wacky outhouses on wheels charged down the 200-metre obstacle course, as teams battled it out for the coveted Golden Porcelain Throne, the title of Australia’s Fastest Dunny, and a flush of prize cash.

Festival co-ordinator Robyn Stephens said the Dunny Derby was the ultimate mix of Aussie humour and outback spirit.

If you wanted some genuine Aussie humour, reading the “form guide” before the Dunny Derby provided more than a liberal sprinkling.

The winner was Vladimir Poo Tin from Kiss My A and Septic Tank.

In the Constipation Stakes, Kung Foo Panda won from Pooper Heroes and All Dunny Adventures.

The Ladies Bracelet was taken out by Oui Oui from Urine Good Hands and The Royal Flush.

There was even a Mayoral Mayhem Challenge for local Shire Mayors.

McKinlay Shire Mayor (Cr. Janene Fegan) won against Flinders Shire Deputy Mayor (Cr. Nicky Flint), Winton Shire Mayor (Cr. Cathy W hite) and Diamantina Shire Mayor (Cr. Francis Murray).

In the Roy Shaw Memorial Truck Pull, which featured teams of six over a 50 metre course, 2nd Cavalry Regiment Townsville won in 35.37 seconds.

In the Women’s Division Outback Iron Woman won in 1m.09.21 seconds.

Young drivers given a chance

A long-time small fleet operator told Spy that circumstances forced him to hire two young drivers and he said it has worked out well.

“It is so difficult to get suitable truck drivers so I decided to give two younger fellows a chance,” he said.

One is aged in his twenties and the other in his early thirties.

“So far so good. One is a natural truck driver and the other is really coming along well and wants to learn. Both of them had no previous experience,” he said.

They had been eased into the job and given mainly local runs but have since moved on to heavier vehicle work.

Road rage in Tasmania

Truckies who travel the Bass Highway between Smithton and Marrawah in southern Tasmania are outraged about the state of the road.

It is a busy route for livestock, grain and dairy trucks and drivers down there say it needs an urgent upgrade.

“It is uneven in many places and the shoulders are mostly in bad condition,” one driver told Spy.

Another said the government had been promising to fi x it for years.

“But nothing seems to be

happening and it is the wet season now so I can’t see much maintenance work being done on it,” another said.

From what Spy can glean is that work is expected to commence in late 2025.

Spy will be checking on any progress.

Truck goes into water from ramp

A failed handbrake resulted in a light truck plunging into the seawater at the Nelly Bay Terminal on Magnetic Island.

There was no driver in the truck which ended up almost completely submerged.

The incident occurred around 9.15am on October 14 and the truck went down the ramp where the barge from Townsville loads and unloads.

However the barge and a ferry which regularly stops nearby were not there.

Numerous trucks travel on the barges across Cleveland daily, delivering goods.

These barges also carry local Maggie trucks to and from the mainland where they unload at Ross Creek terminal.

The truck was pulled from the water.

Blaze near iconic roadhouse

It took five fire brigade crews to bring a major blaze under control which occurred be-

tober 2 at the rear of the roadhouse and dark smoke could be seen for many kilometres. Workers from Hinchinbrook Shire Council arrived with water tankers to help the fire crews.

Cunningham nightmare

Several travellers who negotiate the Cunningham Highway have described it as a nightmare.

“Just past Gladfield Rest Area to Cunningham Gap was terrible. Speed restrictions were in place of 60 and 40km/h and the surface was rough as guts in places,” one driver told me. Many trucks delivering to Warwick and Brisbane use the highway which is busy.

Major upgrades have been ongoing.

Lions Den celebrates 150 years

It is a place where thousands of drivers have patronised when off duty and now the Lions Den Hotel, located near Cooktown, is celebrating its 150th birthday.

During that time it has been flooded, suffered cyclone and fire damage. In 2023 after water filled the pub, a massive clean-up and million-dollar rebuild took five months.

On October 19, the pub enjoyed its 150th milestone for he pub which was established

ome patrons dressed in 1800s style and there was some

Working together: Building a safer bus industry

AT the National Heavy Vehicle Regulator (NHVR), we are steadfast in our commitment to working collaboratively with industry partners to enhance education and address areas of concern identified through intelligence and risk analysis.

Earlier this year, an extensive NHVR compliance operation focusing on the bus industry highlighted the need for further support in addressing critical safety risks.

These risks, such as driver fatigue, vehicle maintenance, and compliance with safety protocols, have the potential to lead to catastrophic outcomes if not properly managed.

Operation Solstice, prompted by an increase in tragic bus crashes, uncovered areas re-

quiring immediate attention.

Since then, the NHVR has been collaborating with the Bus Industry Confederation on new education pieces to enhance industry awareness and compliance.

Fatigue management

There are several key things to remember when managing fatigue under the requirements of the Heavy Vehicle National Law (HVNL).

For buses with a GVM over 4.5 tonnes, operators and related parties fall under Chain of Responsibility (CoR) provisions and must implement systems to effectively manage fatigue risks.

This means having robust systems in place to identify, monitor, and control fatigue risks, rather than simply adhering to work and rest hour minimums, which alone do not guarantee fitness to drive.

When transport services are subcontracted, CoR obligations remain with the original parties. It’s crucial to understand these continuing obligations and confirm compliance when subcontracting.

Work and rest hour limits

apply to more than driving - it also includes other tasks such as loading luggage and attending to passengers. Additionally, ensure secondary employment does not undermine fatigue management measures, and regularly review fatigue requirements to remain up to date.

Managing fatigue is a shared responsibility, with the safety of drivers, passengers, and other road users depending on collective efforts to minimise risks.

While fatigue management is critical, safety does not end there.

Mechanical safety

The mechanical condition of buses is also vital to preventing incidents.

Bus drivers and operators are reminded to diligently complete pre-departure and post-departure safety checks. These checks include ensuring that seat belts (where fitted) are functional and accessible, and loose items within the vehicle are secured to prevent hazards during motion.

Key mechanical components, such as brakes, tyres,

and lights, should also be in optimal working condition. Ensure vehicle warning/malfunction lamps are not illuminated, and check that there are no obvious fluid leaks.

These actions, while simple, represent a proactive commitment to safety and compliance and protect not only passengers but also other road users.

Roadside inspections –what to expect

NHVR Safety and Compliance Officers (SCOs) may conduct roadside inspections to identify defects or compliance issues on buses.

If a bus carrying children or other passengers is found to

pliant (e.g. the driver hasn’t correctly filled out a work diary), SCOs may take a number of different actions depending on the seriousness of the issue.

This could include allowing the journey to continue if the defect doesn’t pose an immediate safety risk or working with the operator to arrange alternative safe transport for passengers (e.g. with another bus or operator), if the defect or compliance issue poses a serious risk.

The NHVR will not allow unsafe vehicles or drivers to transport passengers, but officers will work with the driver/ operator to minimise disrup-

tion and ensure everyone is transferred safely.

Countless Australians rely on buses daily to reach their destinations.

It’s why maintaining high safety standards, especially in critical industries such as passenger transport, is a non-negotiable responsibility.

Operating heavy vehicles, including buses filled with passengers, is a challenging task, and we know the majority of operators and drivers do the right thing. At the NHVR, our ultimate goal is to improve safety for all heavy vehicle operations and ensure every passenger and driver reaches their destination safely.

Why your fine might be five times higher for same offence

THERE is a lot in whether a heavy vehicle is registered to an individual or a corporate entity.

Depending on which, it can drastically change your penalty exposure under the HVNL. This article explains exactly how the law works and why it matters.

The legal framework: Penalty multipliers for corporations

Not easily found at the back of the HVNL, section 596 HVNL exists. It is the key provision that allows courts to impose higher penalties against a corporation. Under

Section 596(3), the “maximum court-imposed penalty” for a corporation may be up to five times the penalty that would apply to an individual for the same offence.

The rationale is that corporations typically have greater resources and capacity to absorb compliance costs. Unfortunately this doesn’t take into consideration the smaller mum and dad companies.

What it means in practice?

As an example: The exact same offence committed by a driver could have a maximum penalty of $20,000 but where the company is charged they have a maximum penalty of $100,000.

Case brief: De Paoli Transport

Here’s why the fine jumped from $15,000 to $180,000

The Facts: De Paoli Transport ran a fleet of 32 fatigue-reg-

fatigue awareness. nitoring speed compliance and scheduling pracrivers were largely left without structured oversight. Instructions were given verbally, with little documentation or follow-up. The company, director and employee ll pleaded guilty under the Heavy Vehicle National Law (HVNL):

• The company to a Category 2 primary duty breach (risk of death/serious injury).

ulated trucks moving freight between NSW, Queensland and Victoria. The director, George De Paoli, and an employee, Jonathon De Paoli, acted as schedulers.

Over almost two years (2019–2021), the company failed to have proper systems for:

• Managing fatigue and driver work/rest hours.

• Ensuring drivers were trained in logbook use and

• The schedulers to Category 3 breaches (lesser, but still serious).

The appeal: The Local Court originally fined the company just $15,000 (and smaller fines for the individuals). The NHVR with Transport for NSW appealed, arguing the penalties were far too low.

The NSW Supreme Court agreed. It found the original penalties “manifestly inadequate.”

Why the fine increased Justice Cavanagh increased the company’s fine to $180,000 because:

• R isk, not luck: The absence of a crash was due to good fortune, not good systems. Sentences must reflect the danger posed, not whether harm occurred.

• Systemic failings. There were no proper fatigue, training or monitoring systems in place. This was not a one-off slip, but long-running, company-wide neglect.

• Deterrence. Penalties must be large enough to deter operators across the industry from cutting corners on sa fety.

• Scale of operations. Running 32 trucks over multiple states meant the risks were amplified. A token fine did not reflect the company’s size or the seriousness of the breach.

The director and employee schedulers each had their fines increased to $15,000.

Lessons for operators

• Safety systems must be real. Written manuals or verbal directions may not be enough. Courts expect training, audits, and proper oversight.

• R isk matters. You don’t need a crash for penalties to be severe. The law punishes the risk of harm, not just the harm itself.

When your vehicle is registered in a company name, you’re playing at a different level of risk.

Don’t underestimate the multiplier effect.

This article provides general guidance only and is not intended to cover every circumstance or provide specific legal advice. Each case turns on its own facts and operators should seek independent legal advice before relying on a statutory defence. Liability limited by a scheme approved under Professional Standards Legislation.

Navigating the energy transition in freight industry

VTA COMMENT

PETER ANDERSON CEO, Victorian Transport Association

AUSTRALIA’S freight and logistics sector is facing a pivotal moment.

For decades, our industry has enabled the movement of goods across cities, regions, and borders – supporting supply chains and underpinning economic activity. But as the urgency to reduce carbon emissions grows, we must confront a fundamental question: how do we continue to deliver essential transport services while transitioning away from carbon-intensive fuels?

This is not a distant challenge. It is already reshaping the way we operate. Regulatory pressures, shifting customer expectations, and the increasing viability of alternative technologies are converging to make the transition to lower-emitting fuels a reality. The question is no longer if we transition, but how – and how quickly.

Australia’s commitment to reduce greenhouse gas emissions by 62–70 per cent below 2005 levels by 2035 sets a clear direction for the nation’s energy future. This ambitious target, supported by the Climate Change Authority, is part of a broader strategy to reach net zero by 2050. For the freight industry, which is heavily reliant on diesel and other liquid fuels, this means significant change is on the horizon.

Recognising the scale of this

challenge, the Federal Government has committed $1.1 billion to stimulate domestic production of low-carbon liquid fuels, including renewable diesel and sustainable aviation fuel. These “drop-in” fuels – designed to work with existing engines and infrastructure – offer a practical pathway for decarbonising sectors that are difficult to electrify, such as heavy transport, aviation, and shipping.

Biofuels represent a promising solution. Australia has access to abundant feedstocks like canola, sugarcane, and agricultural waste, and the potential to build a thriving domestic biofuel industry.

The Cleaner Fuels Program aims to unlock this potential, supporting innovation and investment across the supply chain – from farmers to refiners to fleet operators.

At the VTA, we recog-

nise that this transition will be complex. It will require thoughtful planning, investment, and a willingness to adapt. But it also presents an opportunity to rethink how we power our fleets, design our infrastructure, and future-proof our operations.

To support this, the VTA is convening its fourth Alternative Fuel Summit on Tuesday, November 18 in Melbourne at Hyatt Place, Essendon Fields. The theme – “Is the transport industry ready to decarbonise?” – reflects the urgency and complexity of the issue. The Summit is not about promoting a single technology or pathway. It’s about creating space for informed discussion, sharing experiences, and learning from those already navigating the transition.

The program includes contributions from energy pro-

viders, infrastructure specialists, legal experts, and sustainability leaders. Speakers such as Professor Hadi Ghaderi from Swinburne University will offer insights into supply chain decarbonisation, while case studies from operators like DHL, Fleet Plant Hire, and Cookers Oil will highlight practical approaches to reducing emissions while maintaining service excellence.

Panel discussions will explore the regulatory and commercial landscape, with input from organisations including Gallagher, Impact HQ, and NetNada. Legal and infrastructure perspectives will be provided by Hall & Wilcox, NTI, Mondo, and others, helping attendees understand the broader systems that will shape the transition.

I encourage transport operators, fleet managers, and

suppliers to attend, not because the answers are simple, but because the questions are too important to ignore. The energy transition will affect every part of our industry. By participating in the conversation, we can help shape a transition that is practical, inclusive, and grounded in the realities of freight. You can register at vta.com.au. While the transition to lower-emitting fuels will undoubtedly be challenging – requiring new thinking, new investments, and new partnerships – it also offers a chance to improve how we operate. Cleaner fuels can lead to more efficient fleets, reduced maintenance costs, and better alignment with customer expectations. More broadly, they contribute to a healthier environment, stronger communities, and a more resilient economy.

Making country roads safer is not beyond our reach

I spent over 20 years in the police force, much of it with highway patrol, where I saw firsthand the devastating impact of road collisions, especially on rural roads. Having investigated countless crash scenes, I’ve seen the consequences of illegal modifications, and witnessed how fatigue can be just as deadly as speeding or distraction, shaping how I think about rural road safety today.

Rural roads in Australia and New Zealand are vital, connecting communities, farms, and industries, but they carry a disproportionate risk. In Australia in 2023, the rate of

road deaths per capita was 4 to 5 times higher in inner and outer regional areas, and 10 to 15 times higher in remote and very remote areas compared to major cities.

The risks are different out here. To make a real difference, we need a shift in thinking, using data, technology, and stronger collaboration to build safer, more resilient rural networks.

1. Preparing vehicles and drivers for rural realities

A safe rural journey starts well before a driver gets behind the wheel. Making sure vehicles are compliant, well-maintained, and suited to tough rural conditions is non-negotiable. I’ve seen how certain modifications, like oversized bullbars or non-standard tyres, might seem harmless, but they can actually increase risk.

Digital vehicle inspections, automated maintenance alerts, and real-time compliance

checks help fleet managers stay ahead of issues before they become serious problems. It’s about making sure every vehicle that leaves the yard is fit for purpose.

Just as critical is making sure drivers are fit for the road. Fatigue is one of the biggest dangers out there. Tools like Electronic Work Diaries help monitor hours, prompt rest breaks, and ensure drivers stay within legal limits. On top of that, AI-powered in-cab tech can pick up early signs of tiredness or distraction.

2. Harnessing technology to manage speed and hazards

Speed is one of the biggest contributors to serious crashes on rural roads, particularly in high-speed zones where limits reach 100 km/h or more. In the past year alone, over a quarter of all fatal crashes in Australia happened in these zones. Speed doesn’t just re-

duce reaction time, it amplifies the consequences when things go wrong.

With today’s fleet management software, we can take a more proactive approach. Real-time alerts and detailed driver behaviour reports allow fleet managers to step in early, offering coaching and support rather than just reacting after the fact.

Video telematics and AI-powered in-cab systems also make a real difference. These tools monitor and track things like seatbelt use, driver attention, and safe following distances, providing immediate feedback when something’s off.

3. Real-time coaching: Building safer driving habits

After two decades in road policing, one thing that’s clear to me is the importance of building safe driving habits early. W hen teaching my own kids to drive, I passed on the same

fundamentals I saw missing in too many crash investigations: scanning ahead, anticipating other road users, and recognising the early signs of fatigue, especially on long rural stretches.

This is where the integration of telematics and AI-enabled cameras can make a real difference. By transforming the cab into a dynamic coaching environment, drivers receive real-time feedback on risky behaviours like speeding, distraction, or fatigue.

4. Strengthening safety through collective action

Governments in Australia and New Zealand are increasingly recognising this need for focused rural road safety strategies. For example, the NSW Road Safety Action Plan 2026 highlights regional road trauma as a priority, dedicating funding to improve road conditions and driver behaviour

outside major cities. Rural road safety is complex, but it’s not beyond reach. We’re seeing how advances in telematics, AI, and fleet management are helping businesses take big steps toward safer and more sustainable transport, especially in rural areas. By focusing on things like speed control, fatigue management, hazard awareness, vehicle compliance, and real-time driver coaching, we can give drivers the tools they need to handle the unique challenges of these roads.

AND TRAINING

Finalists announced for apprentice awards

HEAVY Vehicle Industry

Australia (HVIA) has announced the finalists for the 2025 Apprentice of the Year prize to be presented at its National Awards Gala Dinner in Brisbane on December 4.

The nominees are spread over three categories focusing on the industry’s rising stars: Heavy Vehicle Technician Apprentice of the Year; Heavy Vehicle Manufacturing Apprentice of the Year; and Heavy Vehicle Specialist Trades Apprentice of the Year. Each category winner will be considered for the ultimate honour: the 2025 HVIA Heavy Vehicle Industry Apprentice of the Year.

For 2025, the apprentice finalists are:

Isaac Rooney – Volvo Commercial Vehicles, Brisbane South (QLD)

Isaac’s apprenticeship has been marked by curiosity, capability and a clear drive to lead. From rebuilding

fire-damaged systems to pioneering EV servicing at VCV Southside, he’s shown technical maturity beyond his years. His proactive mindset has improved workshop operations, strengthened team morale and helped attract future talent to the trade. With a Diploma of Business and a Certificate in Hybrid and EV Technology already under his belt, Isaac is shaping a career that bridges hands-on expertise with strategic leadership.

Reeve Fisher –Toll Group, Kewdale (WA)

Through his apprenticeship, Reeve has taken a great deal of initiative, with a drive to grow – both in his profession as a mechanic and on a personal level. From diagnosing fleetwide faults to leading jobs un-

fleet, and his commitment to safety and mentorship continues to lift those around him. Reeve’s story is one of resilience, respect and the kind of leadership this industry needs.

Joshua McNicol – Tefco Trailers, Murarrie (QLD)

Joshua’s rapid rise in heavy vehicle manufacturing stems from his technical precision, initiative and leadership. A fourth-year apprentice, he’s already leading complex trailer builds, mentoring junior apprentices and driving improvements in safety and efficiency.

His ability to interpret engineering drawings, execute high-tensile welds, and maintain calm under pressure makes him a standout fabricator. With a growth mindset nd a passion for quality, Joshua is developing into a future mbassador for the industry.

Chalee Hollandrose – Cummins South Pacific, Port Hedland (WA)

Chalee’s apprenticeship journey has been defined by technical excellence, resilience and a deep commitment to team culture. Working in the demanding environment of remote mining operations, she’s tackled complex diagnostics and major rebuilds with confidence and precision.

Chalee’s leadership shines through her support across multiple Cummins branches and her role as HSE Chair, promoting safety and inclusion. She demonstrates a clear vision for her future in engineering and a passion for mentoring others.

Nathan Meacham –Volvo Commercial Vehicles, Brisbane South (QLD)

After navigating early challenges in a fast-paced inde-

pendent workshop, Nathan found his stride at VCV, where his technical versatility, commercial mindset and collaborative spirit have made an impression. From complex engine rebuilds to roadside diagnostics, Nathan consistently delivers high-quality work and fosters a culture of teamwork and continuous learning.

Scott Mabbett –Cooler, Rocklea (QLD)

Scott completed his apprenticeship in motor body building with a reputation for precision, initiative and team-first leadership. Whether it’s developing custom jig systems or mentoring junior colleagues, he’s consistently delivered high-quality outcomes while lifting those around him.

Scott’s independent work ethic, collaborative spirit and drive to master complex fabrication techniques have earned him respect across the workshop. He hopes to one day lead his own mobile repair service.

Kayne Robinson –Drake Trailers, Wacol (QLD)

Kayne demonstrates a quiet determination, technical excellence and a strong commitment to growth. From commuting across Brisbane to maintain perfect attendance, to leading complex

rebuilds and mentoring fellow apprentices, he’s earned respect through consistency and initiative.

Recognised as The Drake Group’s 2024 Apprentice of the Year, Kayne has plans to become dual trade qualified and start his own business.

Thomas Wigney – Cummins South Pacific, Laverton (VIC)

Tom’s early completion is a sign of his drive, skill and leadership potential. Known for tackling complex diagnostics with confidence and mentoring peers through hands-on troubleshooting, he’s become a trusted technician and a natural teacher.

W hether supporting field service teams or representing Cummins at career days, Tom brings professionalism, passion and a deep respect for the customer. He also has ambitions to lead and mentor the next generation.

Planning for next generation of workers

BY GEOFF CROCKETT

WITHOUT trucks, the nation stops.

Those words, or similar statements are useful when it comes to painting a picture for the general public with regards the importance of the freight industry to Australia.

For the industry itself though, ‘without new staff, nothing moves’, might resonate more.

One of the sections of this year’s Australian Trucking Association (ATA) Technical Maintenance Conference in Melbourne dealt with this challenge from the perspective of apprenticeship training, managing Gen Z employees (those born between 1996 and 2010) and looking to the under-utilised and under-employed talent pool of neurodiverse people looking for work in the community.

Women in Trade Apprenticeships Mentor Ashley Belteky led the discussions, explaining just how important it is for employers and trade schools to work closely together to maximise the apprenticeship program for all involved.

“So now, in our sector, if we look at automotive, we have about 15,000 active apprentices, yet we’re still losing about 40 per cent of them throughout the lifespan of their apprenticeship

for a whole range of reasons,” Belteky said.

“At Apprenticeship Support Australia (ASA), we did some research about what some of these key reasons were, and a very large part of that is actually a combination of, poor supervision, poor workplace conditions and poor relationships with their workplace peers.”

As part of ASA’s response to the research, it has produced a free online supervisor training resource to help employers stay on top of their obligations are as an employer and a supervisor of apprentices.

“It also talks about best practice for whether you’re mentoring and supervising and how to actually make the most of that relationship with your apprentices in the workforce,” she said.

Dubbo TAFE’s Heavy Vehicle and Automotive Head Teacher Paul Chaseling said Gen Z apprentices suffered the same challenges young people had always faced when it came to entering the workforce, particularly when it came to the expectations of employers.

“I don’t actually think that they’re too different to what we were when we were apprentices,” Chaseling said.

“What I actually see is that what has gone before us has made us into the people that we are today, and as a result, we had this massive amount

of experience and knowledge and understanding of how things work, and we just have this expectation that this 16-year-old kid that falls into our workshop is going to have those attributes that we have – but they don’t have the knowledge or skills that we’ve learned through our time as mechanics.”

Chaseling said another factor affecting completion rates was the persistent perception at schools that if you were not good enough to go to university or struggle with your reading and writing, you should take up a trade.

He said while careers advisors would direct these children toward trades, the level of technology in today’s mechanical world meant a high level of reading and understanding was required to get through.

Tatiara Truck and Trailers Service Manager Dylan Jenkin, who employees up to a dozen apprentices at any point in time, said his business had worked hard to become part of the local school community.

“I think they like to know the how and the why. So, if you can explain that better of why you’re doing something, or how you’re doing something, they want to know that,” Jenkin said. “And then once you start to engage with them in that sense, they start to open up.”

The Tatiana team also has dedicated HR team member pointed towards mentorship and a system in place that means workshop supervisors are up to date on the study modules their apprentices are doing and can tailor the work to match as much as possible to maximise the learnings.

On the subject of training organisations and employers working together, Badekar said it was imperative these two groups were in alignment.

“If both the employer and the RTO talk, I think they can steer the apprentice on

find your place in the future of the industry

We are seeking a Road Train Driver to join the team at Anthony Lagoon Station NT.

the fastest path,” he said.

Founder and Chief Enabling Officer of the I CAN Network, Chris Varney, was introduced to the audience by ALRTA Executive Director Anthony Boyle. Boyle first shared his own experiences as the father of two neurodivergent children and a brother who had been diagnosed with ADHD in his 40s, and how it had reminded him that equality wasn’t about pretending everyone’s the same but about giving everyone the support they needed to be the same. Varney started the I CAN

Network started with the backing of Boyle’s Livestock Transport in Warrnambool in 2015, based on the idea of training autistic adults to go into schools and TAFEs to raise the aspirations, confidence levels, optimism and pride of autistics kids and teenagers. What started with five schools is now 270 schools in Victoria and right across Australia via I CAN’s online programs. Varney said the business had employed hundreds of people since, 190 of whom are autistic neurodivergent.

Easter Group Pty Ltd Easter Group Pty Ltd

73 Formation St, Wacol

Easter Group, located in Wacol, provides time sensitive road transporting solutions to many companies throughout Queensland, New South Wales, South Australia and Victoria. We are a family owned business, operating since 1976. We currently have the following positions available:

MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED (Brisbane, Sydney, Melbourne and Adelaide Based)

Come and work for us as we are committed to:

• Training and further education

• Your safety

• Maintaining an impressive Fleet

On offer are permanent full time, part time, casual and roster positions including weekend work, paid leave entitlements and public holidays. Drivers need to be available for weekend work as scheduled for work falling across the 7 days of the week.

The successful Applicant will:

• Hold a current MC licence (minimum two years)

• Have knowledge of the HVNL and Load Restraint

• Be professional

• Be reliable

To

WORKSHOP MECHANICS & TYRE FITTERS WANTED (Brisbane based only)

To apply for Mechanic positions please forward your resume to liame aiv reganaM pohskro W employment@kseaster.com.au