JANUARY 2026 #396
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Illawarra breaks records
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Page 44
SHAM-FUL PRACTICE
TWO FROM TWO Behind Bathurst Page 46
Fighting the shadow economy Page 24
GOLDEN OLDIE
Rob’s Transport welcomes 25-year-old Kenworth
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Contents #396
JANUARY 2026 18 INCREDIBLE ILLAWARRA
After truck operators fought for the lead auction spot, Warren Aitken made the trip down to Wollongong to enjoy another beautiful day at the southern hemisphere’s largest truck and motorcycle convoy
24 IT’S A SHAM!
The recent rise of a dangerous shadow economy activity in the local road transport industry is leading many to take up the fight. Sean Mortell investigates sham contracting and what’s being done to curb it before it’s too late
28 HUMBLE HEROES
Finding a 25-year-old truck in wonderful condition is always a thrill, but Warren Aitken took it to the next level when he found Rob Amenta’s glorious Kenworth 9-oh
41 VENTURING ABROAD
Moore Truck Parts is welcoming the new year with new parts, providing the same high quality customer service for Aussie operators
46
43 EYEING PERFECTION
Since 1995, the Australian-made Icepack models have continued to evolve as a leading truck airconditioning unit. The group is preparing for more innovation in 2026 and beyond
44 ASSISTANT OR ADVERSARY?
It’s no secret that many in the transport industry may be reluctant to introduce AI technology to their operations. However, new tools like Geotab Ace are reshaping the way that AI can partner with heavy vehicle operators around the country
46 BASKING IN BATHURST
Twice in two months Warren Aitken headed to the holy motorsport town, with the November attendance of the Dane Ballinger Memorial Truck Show taking the cake for entertainment
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07 4693 1088 www.mooretrailers.com.au Find us on Facebook and Instagram
4 JANUARY 2026
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EDITORIAL Editor Sean Mortell E-mail Sean.Mortell@primecreative.com.au Phone 0468 577 166 Contributors Warren Aitken, Frank Black, Glenn Sterle, Rod Hannifey, Steve Smith, Simon Smith, Glyn Castanelli Cartoonist John Allison
PRODUCTION Art Director Bea Barthelson Print IVE Print
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EXECUTIVE GROUP Chairman John Murphy CEO Christine Clancy Publisher Sarah Baker Operations Manager Regina Fellner Sales Manager – South Danny Hernandez
Owner Driver is published by Prime Creative Media 379 Docklands Drive, Docklands Melbourne VIC 3008 Telephone: (+61) 03 9690 8766 www.primecreative.com.au ISSN 1321-6279
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OwnerDriver magazine is owned by Prime Creative Media. All material in OwnerDriver is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. Opinions expressed in OwnerDriver are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.
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BEHIND THE WHEEL Sean Mortell
Shams – have some shame It’s hard to believe it’s 2026 already. However, there’s no time to rue this, as one issue serves as a dangerous threat to Australia’s road transport industry
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ometimes the most dangerous threats are those that can’t be easily seen. The intangibles that linger in the air, festering an atmosphere of distrust, anger and deceit. For years, the most imposing issues plaguing our local trucking sector have been obvious to see – safety, bureaucratic errors or an ageing population of drivers with no evident class of replacements emerging. It could even have been licensing or training discrepancies, the clunky transition to more sustainable vehicle technology or regulatory delays on key laws such as vehicle width, mass and length limits. This time last year, the defining issue alongside the increasingly concerning road toll was the ongoing Heavy Vehicle National Law. A year on, this is still burning in the background, developing momentum. It’s sure to be a major talking point for 2026, and stay tuned to OwnerDriver on what recent updates mean for the sector. However, it’s a more sinister undertone that has quickly emerged as a leading issue causing many hard-working owner operators and small fleets to shut their doors in recent months. While it’s been a term for some time, sham contracting has been added to the local trucking industry’s vocabulary in the back half of 2025 as more and more transport companies
are being priced out of the market due to this shadow economy. As more and more shady operators emerge online, promising work for drivers as long as they source an ABN or ACN, the industry is taking a stand and pulling out all the stops to ensure the practice is stamped out swiftly and with force. “The message right now is clear: breaking the law is more profitable than following it. That has to change,” NatRoad CEO Warren Clark says in our feature on the issue, which can be read from page 24. “There is systemic manipulation in the road freight transport industry happening right now, not being detected by government agencies. “Multiple transport operators report being approached by drivers demanding ABN payment arrangements, openly admitting ‘this is how other transport companies operate’. “By allowing widespread illegal activity to flourish unchecked, we’ve created a system where lawbreakers prosper while legitimate businesses are punished for doing the right thing.” It’s a scary industry issue feature to kickstart the year, and one that requires urgency. After chatting to Senator Glenn Sterle about this problem, expect the industry to band together to tackle this threat immediately in 2026. Outside of this feature, OwnerDriver’s maiden edition
“By allowing widespread illegal activity to flourish unchecked, we’ve created a system where lawbreakers prosper while legitimate businesses are punished for doing the right thing.” of 2026 also pivots to cover a range of technological updates and truck shows. In the back end of 2025, Warren Aitken was at both the Illawarra Convoy and down at the Dane Ballinger Memorial Truck Show in Bathurst. Check out his recaps of two wonderful days that brought the trucking fraternity together to end 2025 from pages 18 and 46 respectively. Alongside these developments, it’s been wonderful to continually feature more of the latest and greatest trucking technology making the industry better and more efficient. Moore Truck Parts discusses its latest announcement into another truck market sphere on page 41, while Icepack’s truck air-conditioning technology is continuing to pioneer in the local industry on page 43. For a future focus, it was wonderful to discuss AI and how this innovative technology can lead Australia’s truck industry forward with Geotab’s Chris Martin on page 44, while Warren starts off the 2026 Truck of the Month spree with a gorgeous Kenworth from page 28. It’s plenty to catch up on, and we hope you enjoy the read. Drive safe!
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The Goods
NEWS FROM THE HIGHWAY AND BEYOND
What’s new on the roads A major bypass has opened to truck traffic while more rest stops are on the way and innovative toll road technology has been revealed
$287M NSW BYPASS OPENS One of New South Wales’ largest ever transport infrastructure projects is finally open, with the Parkes Bypass officially available for traffic to use. The $287.2 million upgrade has delivered a brand new 10.5-kilometre section of the Newell Highway that first opened to traffic in April, 2025. Now, the Parkes Bypass opening means truck drivers and freight operators can now get from Dubbo to Forbes without needing to navigate through the Parkes town centre, removing up to 1,200 trucks per day from local streets and busting congestion. “The federal and NSW governments are committed to building the infrastructure regional communities need, and the Parkes Bypass is a key example of that,” federal transport minister Catherine King says. “This project improves safety, cuts travel times and strengthens one of the most significant freight routes in the country. It will help keep goods moving and our regional economies strong. “It is wonderful to see the project also celebrate the cultural strength of the Wiradjuri people. This is the kind of infrastructure that supports communities while respecting the country it is built on.” The works are part of the 1,062kilometre long Newell Highway, which is one of the nation’s busiest freight routes linking Victoria and Queensland. The project has delivered a new shared path for pedestrians and cyclists, as well as two bridges. One bridge crosses the new alignment of the highway along Victoria Street, connecting the local community to the Shallow Rush area and Parkes Christian School, and the second spans Hartigan Avenue and the rail corridor. The $287.2 million Parkes Bypass project was jointly funded by the Australian and NSW governments,
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and make the journey safer for our truck drivers,” Saffioti says.
Image: Rod Hannifey
There’s plenty happening with roads around Australia to start 2026, with a major bypass in New South Wales officially opening to traffic in late 2025. Throw in an exciting announcement about new toll e-tag technology coming to Sydney and the announcement of six new heavy vehicle rest area projects and there’s much to get excited about.
with the Australian government committing $229.7 million and the NSW government contributing the remaining funding. “This is a transformational project for the central west. Communities have been calling for a Parkes bypass for decades,” NSW roads minister Jenny Aitchison says. “While the project hasn’t been without its challenges, it’s great to see the benefits it’s delivering for this community. By removing up to 1,200 heavy vehicles a day from the heart of Parkes, we are strengthening the safety and liveability of the town and supporting local businesses to thrive. “This is exactly what building better regional communities looks like.” NEW REST AREAS ANNOUNCED The federal governments has announced six new projects as part of its Heavy Vehicle Rest Area (HVRA) initiative to boost road safety for truck drivers across the country. As part of a $20.9 million joint investment between federal, state, territory and local governments, various new heavy vehicle rest areas will be built while existing ones will be upgraded. The sixth tranche of the HVRA funding includes new rest stops with facilities such as showers, toilets, lighting and expanded parking bays to accommodate more heavy vehicles. The funded projects are: • To design and upgrade the Halfway Tree Rest Area on Cobb Highway in NSW’s Central Darling Shire Council • To design and upgrade the Narromine Heavy Vehicle Rest Area in Narromine Shire Council, NSW
• To upgrade the Rocky Gully Heavy Vehicle Rest Area in WA’s Shire of Plantagenet • To build a new rest area at Calingiri in the Shire of Victoria Plains, WA • To upgrade the Cranbrook Heavy Vehicle Rest Area with eight new truck parking bays and improving existing solar power facilities • To build a new heavy vehicle rest area on the Eyre Highway at Mundrabilla, WA. The federal government is contributing $10.04 million to the initiative, bringing its total to $140 million over 10 years. This initiative will help keep heavy vehicle drivers and other motorists safe by addressing the shortage of heavy vehicle rest stops on the road network. HVRA steering committee chair Glenn Sterle says these works will help all road users but help truckies manage fatigue. “I congratulate the proponents for submitting their applications and thank the members of the Heavy Vehicle Rest Area Steering Committee for the role that they have played,” Sterle says. “I encourage all state and territory governments as well as local councils to get involved in the Heavy Vehicle Rest Area initiative by identifying projects that can be supported by this very important program.” Western Australian transport minister Rita Saffioti says road freight is essential to the state’s economy, with this investment ensuring truckies have better road facilities. “By partnering with the federal government, we’re getting on with the job of delivering these critical projects, which will improve the efficiency of our freight movement
NEW TAG-FREE TOLL ROAD TECH REVEALED Australia’s first tag-free toll road has been announced, with a major Sydney tunnel to reach the milestone when it opens to traffic in late 2028. The first new road crossing of Sydney Harbour in over 30 years will be installed in the coming years, with the New South Wales government confirming the Western Harbour Tunnel will feature a video-based solution that matches licence plates to toll accounts without any need for the familiar ‘beep’ of the e-tag. This Australian-first technology will eliminate the need for the e-tags, reducing the costs of tolling infrastructure and complexity while reducing plastic and battery waste. The NSW government says it’ll also maintain the same high-performance of traditional tolling systems. The announcement follows a competitive tender, with the US-based TransCore winning the contract for tolling the 6.5km tunnel. The procurement process attracted significant global interest, with 10 companies submitting expressions of interest and three short-listed. Drivers using the Western Harbour Tunnel will not need to change anything as long as they have an existing toll account linked to their licence plate and personal details. “This is a smart solution that will simplify the tolling process and reduce the costs of tag infrastructure,” NSW transport minister John Graham says. “This technology is likely to be adopted on other toll roads and will help us to keep advancing a streamlined and sustainable toll network into the future.” NSW roads minister Jenny Aitchison says the government is building the Western Harbour Tunnel as a public asset, bringing the most advanced tolling technology in the world with it. “Revenue collected from the Western Harbour Tunnel toll will be reinvested in our state, not given to private operators,” she says. “Drivers won’t need to change a thing. They’ll simply drive through knowing the latest technology is working behind the scenes to make their journey easier, faster and more reliable.”
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
NHVR closes QLD inspection site The National Heavy Vehicle Regulator (NHVR) has revealed it has closed a vehicle inspection site in Queensland. In a letter that was sent to industry members in December, the NHVR said it had decided to discontinue programmed vehicle inspection (PVI) services at its Caboolture site location at 35 Piper Street. In a decision made in conjunction with Queensland’s Transport and Main Roads (TMR) department, the NHVR said the call comes following a comprehensive review of the provision of its inspection services around the northern parts of Brisbane and the southern Sunshine Coast. “The decision to close the Caboolture Programmed Vehicle Inspection (PVI) site from January 1, 2026 was made in conjunction with TMR,” a NHVR spokesperson told OwnerDriver.
Image: NHVR
A programmed vehicle inspection site review has resulted in the Brisbane site being closed by the regulator from January 1
“Additional inspection slots have been allocated nearby at Zillmere, Maroochydore and Darra PVI sites to provide alternative options.
“All existing bookings made for dates after the closure have been rescheduled at one of the abovementioned locations.”
The NHVR says it will be increasing the availability of bookings at these sites by more than 300 a month.
New local dealer partner for Sitrak
Image: Sitrak Australia
A popular and experienced commercial vehicle dealership group will officially begin dealing and supporting Sitrak and Sinotruk models in Australia
Heavy vehicle OEM Sitrak Australia has announced the appointment of a new official dealer and service partner across the country. As the sole authorised importer and OEM representative of the Sinotruk and Sitrak brands in Australia, Sitrak Australia has confirmed Northeast Auto Group (NEAG) will be an official dealer and partner for multiple locations across the nation.
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With 15 locations across South Australia, Victoria, Queensland, New South Wales and the Northern Territory, NEAG is known as one of Australia’s most established commercial vehicle and machinery dealerships. Its decades of experience and reputation for sales, service and engineering quality will see the dealership group bring new levels of customer support to the Sitrak dealer network.
“We are extremely pleased to welcome Northeast Auto Group to the Sitrak family,” Sitrak Australia general manager of sales Sean Tighe says. “Their strong local presence, technical capability and commitment to quality service align with our mission to build a robust national dealer network that supports our customers with world-class trucks, technology and after-sales support.”
The partnership will see NEAG offer the full range of Sitrak Euro 6 heavy-duty trucks, including the G7S 540 hp, C7H and C9H 660 hp prime movers, as well as selected vocational models. Northeast Auto Group will also provide genuine parts, authorised servicing and warranty support to all Sitrak customers in the South Australian, Victoria, Queensland and Alice Springs regions. “Becoming an official Sitrak dealer represents an exciting opportunity for our group,” NEAG managing director Tony Emanuele says. “We’ve seen strong growth in demand for advanced, reliable heavy-duty trucks, and Sitrak’s product range delivers the performance, technology and value that today’s f leets are looking for.” This partnership marks another major step in Sitrak Australia’s 2025 strategy to strengthen its nationwide dealer and service network. With NEAG’s appointment, Sitrak now has formal dealer coverage across NSW, Victoria, Queensland, South Australia and the NT, ensuring consistent OEM-level standards across all key transport corridors.
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Minus 1 opens Sydney depot The Minus 1 team. Image: Minus 1/DAF
The growing refrigerated transport operator has officially unveiled the latest stage of its “bold and aggressive” growth strategy
Australian refrigerated transport operator Minus 1 Refrigerated Transport has announced the opening of its first Sydney facility. The state-of-the-art cold storage offering is located at 1-3 Zeleny Road, Minchinbury, with the facility being paired with the operator’s first transport depot in New South Wales. The land was purchased, developed and sold in 2023 by Minus 1 CEO and managing director Billy Barba, along with Paul Barber of Barber Property Group, on behalf of BSQD Property Group. The opening was celebrated with a ribbon cutting ceremony on November 21, signalling Minus 1’s bold and aggressive growth strategy. “The opening marks a new phase of rapid growth for the business, one that offers our 750 plus customers the end-to-end
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“It was clear we needed to support our people with the right infrastructure and transition from a transport-only offering into a fully integrated, refrigerated logistics business.” service of not just transport, but storage also,” Billy Barba says. “This is the future of logistics and we’re here to be one of the country’s biggest and best players. “We recognised we needed to diversify our service offering given the volatility in the road transport sector. It was clear we needed to support our people with the right infrastructure and transition from a transport-only offering into a fully integrated, refrigerated logistics business.” As a second-generation family
business coming from humble beginnings, Barba says the company’s background has always been an anchor needed to propel the group into its next phase of growth. “This phase involves purchasing more infrastructure across the country, investing in tech and being led by the passionate people who belong to our 300-strong workforce,” he says. “The opening event was a celebration which included new
and old customers, staff and friends and family of the business. It was an opportunity to say thank you to the people who made this project possible and to showcase all that the facility has to offer.” The 20,000sqm facility houses more than 15,000 pallet spaces across frozen, chilled and confectionary chambers, 19 recessed loading docks and its own truck workshop. The depot will see more than 11,000 tonnes of stock cross the warehouse f loor every week.
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Mercedes-Benz launches new ProCabin The new-look aerodynamic ProCabin is set to take the Actros range to the next level with fuel consumption reductions and a five-radar active safety suite upgraded with the Active Brake Assist 6 safety package that now includes five radars that provide a 270-degree view around the vehicle and allows for optimum operation of the Active Side Guard Assist 2, or ASGA, system. The backbone of this safety suite is a new electronics platform that can process data 20 times faster. Mercedes-Benz engineers extended the front of the Actros ProCabin by 80mm and shaped the front of the truck for maximum aerodynamics. The new design removes unwanted gaps and joints and guides air either around the cabin or straight into the truck’s cooling system. This concentration of the airflow maintains the cooling effectiveness of the Actros. There are also new sail-shaped side air deflectors at the rear of the cabin and a new roof spoiler as well as a new under-cab spoiler. Along with the new exterior design, these features reduce air turbulence and improve air flow. There are new LED headlights including optional Matrix active headlights available for optimum light performance. The Matrix headlights can automatically dip the high beam for oncoming traffic, while maintaining the high beam spread
either side of the approaching vehicle. Daimler Truck Australia Pacific sales, marketing and operations vice president Andrew Assimo says the ProCabin pushes fuel efficiency to the next level. “The current Actros is known for its legendary fuel efficiency, but Mercedes-Benz Trucks was not about to sit still,” he says. “The ProCabin extends our efficiency leadership through intelligent design, and we know our customers will appreciate the fuel economy gains it delivers.” For local customers, Mercedes-Benz Trucks has worked with Durabar to develop a special aluminium bullbar for the new Actros ProCabin, ensuring customers can buy a bullbar that maintains the truck’s cooling efficiency while also maintaining the effectiveness of its radar sensors. All interior lighting now uses LED technology, while new interior gooseneck reading lights have been introduced for additional comfort. Bedside control panels have been improved, ambient lighting has been upgraded and new USB-C sockets have been added to side panels. A high-quality two-tone curtain has been introduced, and a second
Images: Daimler Truck Australia Pacific
Daimler Truck Australia Pacific has officially launched the new aerodynamic Mercedes-Benz ProCabin in Australia. The specially designed cabin cuts drag, allowing the new-look ProCabin to deliver a significant fuel consumption reduction for drivers and operations. With a new five-radar active safety suite also introduced as standard across the whole Actros range, the ProCabin’s development is set to benefit customers. “The Actros ProCabin is a shining example of Daimler Truck’s commitment to drive down fuel consumption through innovation and give our customers the edge,” Daimler Truck Australia Pacific president and CEO Daniel Whitehead says. “It reinforces our commitment to real-world safety with a remarkable active safety suite that introduces new technology and processes data 20 times faster than before.” The ProCabin replaces the existing larger cab Actros models – the 2.5 StreamSpace and Gigaspace models. The smaller cab models, the 2.3 ClassicSpace and StreamSpace, continue with the existing design. All Actros models have been
factory-fitted fridge has been added to the option list. There are also improved seat-heating and seat covers. While the Actros already had one safety radar, which was centrally mounted and worked with a camera installed behind the windscreen, engineers have now fitted radars on the outer edge of the front bumper and on each side of the cab. This enables a 270-degree view around the vehicle and allows for the ASGA system to be improved by covering an even greater area than before. It can even stop the truck when it is turning left (up to 20km/h) if it detects a hazard. This all comes in addition to the truck’s ability to automatically brake for vehicles or pedestrians in the event the driver does not respond to warnings of a potential collision. The Actros is available with the optional Active Drive Assist 3 for partially automated driving (SAE Level 2). Active Drive Assist uses an electric motor located on the steering box to provide assistance in addition to the standard hydraulic power steering. It not only helps keep the truck in the lane, but also provides more assistance to the driver and improving manoeuvrability, especially at lower speeds. The Actros features Predictive Powertrain Control, which uses topographic map data and GPS information to help the truck anticipate terrain and select the optimum shift pattern and engine response for maximum fuel economy. The Actros ProCabin is available with the proven 13-litre OM 471 and 16-litre OM473 Euro 6 engines. While a series of upgrades have been made to further develop these engines, no further changes have been made as part of the ProCabin introduction.
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Image: Gary/stock.adobe.com
THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Associations slam HVNL reform Three associations have combined to call for changes to “fundamentally flawed” framework that threatens to undermine the entire HVNL amendment movement Various trucking associations have combined to blast the proposed changes to the Heavy Vehicle National Law (HVNL) that passed Queensland Parliament on November 18. In a joint submission from the Queensland Trucking Association (QTA), Victorian Transport Association (VTA) and National Road Transport Association (NatRoad), the trio have warned policymakers about f laws in the HVNL Amendment Bill. While the associations acknowledge the good intentions of a risk-based approach to safety, they say that the reform’s new two-tiered accreditation framework is “fundamentally f lawed” and threatens the industry’s viability. The QTA says this framework deters safety, denies justice and needs to be revoked due to potentially undermining legal principles. “The proposed HVNL reform,
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despite its stated objectives of improving safety and productivity, introduces a systemic conf lict that we simply cannot accept,” QTA CEO Gary Mahon says. “It effectively reverses the burden of proof, denies standard legal defences and will actively deter operators from engaging with a system designed to improve safety.” Mahon says the primary concern is with the framework’s potential to weaponise accreditation. If a company director hires an independent auditor to obtain accreditation, the resulting audit records could be used as evidence against them in prosecutions. This approach, the submission argues, fundamentally undermines the presumption of innocence and jeopardises “rights of natural justice” by creating a mechanism to apportion blame rather than genuinely enhance accountability.
“Accreditation should be an incentive for improved and consistent safety practices, not a punitive mechanism that imperils fundamental legal rights,” Mahon says. “If the scheme is perceived primarily as a means of imposing personal liability for executive due diligence failures, operators will rationally choose to opt out, negating any public safety benefits.” Operationally, Mahon says the reforms will impose significant new burdens, including increased costs as operators face substantial new costs and time investments to develop and implement Safety Management Systems, or SMS, along with higher consultancy fees and audit expenses that could potentially double or triple existing rates. Mahon says a new mandatory 28-day audit submission timeline places significant financial, operational and professional
risks on both auditors and operators, while operators choosing to withdraw from accreditation could face severe financial repercussions that include reduced payloads and restricted operating hours. He also says the new framework imposes an unsustainable level of risk on both the heavy vehicle industry and independent auditors, jeopardising the operational foundation of the accreditation scheme. The QTA argues that the proposed framework lacks a compelling argument to justify denying legal defences. “This policy proposal must be revoked and reconstructed with full and meaningful participation from the industry,” Mahon says. “Anything less risks creating a system that fails in its primary goal of improving road safety, while imposing unsustainable burdens on the heavy vehicle industry.”
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Data shows more operators closing doors The latest CreditorWatch data on road transport businesses across Australia suggest the industry is at breaking point
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Over the 12 months to October 2025, more than one-third of companies with two or more recorded payment defaults in October 2024 entered insolvency within a year. This high conversion rate underscores how quickly liquidity pressures in the sector can escalate into full financial collapse. For businesses relying on road freight providers, these defaults represent not just an early warning signal of supplier distress, but also a potential disruption to their own operations if carriers fail suddenly. The number of road transport businesses carrying significant ATO tax debts has grown markedly. Nearly a quarter of firms with debts exceeding $100,000 as of September 2024 became insolvent in the following year.
cent recorded for the same period in 2024. The Northern Territory also record a high rate of business closure (12.68 per cent). At the other end of the scale, Western Australian road transport businesses recorded a closure rate of just 5.71 per cent. “While pockets of economic improvement exist – particularly in mining and commodities – these benefits are unlikely to flow quickly to the road transport sector,” CreditorWatch chief economist Ivan Colhoun says. “Elevated cost bases, stretched balance sheets and soft freight demand from retail and manufacturing mean insolvency pressures are set to remain high through 2026. “For businesses dependent on road transport, this
“Elevated cost bases, stretched balance sheets and soft freight demand from retail and manufacturing mean insolvency pressures are set to remain high through 2026.” This pattern reflects mounting structural challenges – rising compliance costs, weak cash positions and poor financial management – all compounded by tight lending conditions. Operators under tax pressure may also delay payments to suppliers or subcontractors, amplifying credit risk throughout the logistics chain. Road transport businesses in the ACT experienced a closure rate of 14.52 per cent in the 12 months to October 31, 2025 against a national average of 8.46 per cent. This was a significant increase for the ACT, with a rate of 8.96 per
environment calls for heightened credit vigilance. Monitoring supplier health through indicators such as invoice defaults, tax debt disclosures and credit ratings can help mitigate the risk of operational disruption and financial loss. “Australia’s road transport industry is navigating a perfect storm of financial, structural and competitive pressures. The rise in insolvencies is not a temporary blip – it’s a reflection of systemic weakness. Businesses that depend on this sector must treat transport partnerships as a live credit risk and plan accordingly.”
Image: Ursula/stock.adobe.com
The latest data from CreditorWatch has depicted a road transport sector that is being tested like never before, with one in 12 operators closing their doors in the past 12 months. After suppressed insolvency rates during the COVID-19 support period, business failures have accelerated across the 2026 financial year. CreditorWatch says the combination of high operating costs, persistently elevated interest rates and a fiercely competitive pricing environment has left many operators struggling to remain solvent. Increased fuel, maintenance and labour costs are pushing more freight businesses to breaking point. Smaller and family-run carriers, many of which serve regional and interstate routes, are particularly vulnerable, lacking the cash reserves or negotiating leverage of larger logistics companies. Beyond financial metrics, structural headwinds are reshaping the industry, with driver shortages continuing to limit capacity and push up labour costs while the price of second-hand trucks has dropped by more than 60 per cent since the end of the pandemic. The volatility of fuel prices and a lack of margin flexibility have made profitability increasingly unpredictable, while higher insurance premiums and rents, environmental and compliance pressures and competitive pricing from international and interstate operators have all become key factors behind the industry’s struggles. These challenges have combined to push many small and mid-sized carriers toward unsustainable business models, trading volume for razor-thin margins. “Australia’s road transport sector is at a pivotal point, confronting pressures that have been building beneath the surface for years. The convergence of rising costs, tighter cash flow and fierce competition is reshaping the landscape faster than many realise,” CreditorWatch CEO Patrick Coghlan says. “The warning signs are no longer subtle – defaults, tax debts and business exits are accelerating. For any business that depends on road transport to keep its operations moving, this is a moment to pay close attention. “Data-led credit risk management isn’t a nice-to-have anymore; it’s essential for protecting supply chains and ensuring business continuity in an increasingly fragile transport landscape.” The business closure rate for the road transport sector for the 12 months to November 2025 was 8.46 per cent, or one in 12 businesses. This represents an increase of 40.31 per cent year-on-year and a 26.51 per cent increase since January 2025. The closure rate for transport companies has risen sharply and now rivals that of the hospitality sector, which is traditionally one of Australia’s most failure-prone industries. Even firms with mid-tier risk ratings on the CreditorWatch platform are now showing unusually high failure probabilities, suggesting fragility extends well beyond the weakest operators. CreditorWatch data shows that reported invoice defaults among road transport operators continue to surpass record highs, marking a clear deterioration in payment behaviour and cash flow stability. Defaults, a key indicator of business stress, were up 99.1 per cent year-on-year in October.
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VOTE FOR YOUR FAVOURITE AND YOU
COULD WIN BIG!
WIN big courtesy of Geotab by voting for your favourite truck HOW IT WORKS
To be eligible, trucks must have appeared as a Truck of the Month in OwnerDriver magazine over the past 12 months. The outright winner will be decided by popular vote – with the winner featured in the March 2026 issue of OwnerDriver magazine as well as online at OwnerDriver.com.au!
YOU CAN WIN TOO
Not only does your vote count towards your favourite truck getting the gong, but it also puts you in the counting vote to win a $500 fuel card courtesy of Geotab.
HERE ARE THE 12 FINALISTS FOR THE 2025 OWNERDRIVER TRUCK OF THE YEAR
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he 2025 Truck of the Year Award marks the latest instalment of the highly-popular Truck of the Month feature in OwnerDriver. The team at OwnerDriver has chosen the 12 finalists, but the responsibility of selecting the winner is now over to you – our valued readers. Read on to find out how to vote, and what you can win for your efforts!
HOW TO VOTE
Simply jump online and head to OwnerDriver.com.au/TOTY, follow the prompts to the promotion entry page and complete the entry form (including your full name, mailing address, telephone number and valid email address), and vote for your favourite truck. Voting commences on December 1, 2025 and closes at 11:59PM on January 31, 2026. To help you make your choice, you’ll also be able to view the original feature stories on all 12 finalists on the site. You can only vote once, so make it count!
Conditions apply: read at www.ownerdriver.com.au/toty. Open to AU residents 18+. Starts: 01/12/2025. Ends: 23:59 (AEDST) on 31/01/2026. Limit 1 entry per person. Draw: at Prime Creative Media, 379 Docklands Drive, Docklands, Vic 3008 on 9/02/2026 at 11:00 (AEDST). Prize: Courtesy of Geotab, $500 fuel card for use at major petrol stations. Winner published on www.ownerdriver.com.au from 16/02/2026. Promoter: Prime Creative Media (ABN 51 127 239 212) of 379 Docklands Drive, Docklands, Vic 3008.
THE CONTENDERS - VOTE NOW Vesey’s special tribute Mack After successfully launching AKV Haulage and persevering through floods and COVID, Aaron and Krystal Vesey have found a bittersweet tribute to Aaron’s late father that takes him back to his childhood.
Tesch’s new Kenworth K220 Warren Aitken was able to track down a stunning new Kenworth K220 owned by Craig Tesch and Morgans Long Distance Transport. He soon learnt the truck was just a small part of a wonderful family tale.
Mick’s Mack Matt James Haulage has overcome recent tragedy to produce a poignant restored Mack that honours one of the family’s greatest members.
Laurie Williams’ retirement rig Laurie Williams is a well-known industry name, but Warren Aitken found out his latest ‘retirement role’ is an incredibly impressive Western Star tow truck.
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THE CONTENDERS - VOTE NOW Schaeffer’s brand new beauty Warren Aitken catches up with the family at the heart of Schaeffer’s Transport to learn the interesting tale of the operator’s first brand new truck.
Jamesy’s milestone Mack Andrew ‘Jamesy’ James has been in his fair share of heavy vehicles throughout his illustrious career. A special Mack truck delivered to him on his 60th birthday was enough to impress.
McNaughts Transport’s special Visor This month sees us head down to the NSW and Victorian border to find a special Scania with a Visor that sits in McNaughts Transport’s growing fleet.
Keams’ perfectly constructed Mack After a recent pivot into harvest work, Luke Keams decided to concoct the perfect Mack to suit his growing list of wishes, resulting in this August beauty.
Cahal Carey’s Gaelic glory In the 20 years since Cahal Carey made the move from the Emerald Isle to Australia, he’s managed to succeed in the heavy haulage game. Check out his flagship Volvo that caps off two decades of hard work and success.
BWC’s anniversary Super-Liner For the 40th anniversary of Boulder Wall Construction, Gavin Turner’s sons found the perfect Super-Liner for the occasion. Learn more about this well constructed beauty and the special man behind it.
Father-son duo’s beautiful Benz
Images: Warren Aitken
While trucking may not be in the blood for Ben and Joe Muscat, the father-son pairing at CCL Specialised is developing a love for Mercedes-Benz that is seeing them succeed in the game.
QHR’s marvellous Mack While Warren Aitken was already left impressed by Queensland House Remover’s latest Mack in the fleet, the complex moving job he got to witness in Brisbane highlighted the bulldog’s brilliance.
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truck show
INCREDIBLE W ILLAWARRA After truck operators fought for the lead auction spot, Warren Aitken made the trip down to Wollongong to enjoy another beautiful day at the southern hemisphere’s largest truck and motorcycle convoy
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ell, it is official, the i98FM Illawarra Convoy has now become a habit. For the third year now, I have made the journey down from Brisbane to the thriving metropolis of Wollongong to experience the action-packed event that is the legendary i98FM Illawarra Convoy and, just like my previous experiences, I came away smiling, sunburnt and with my eardrums severely tested. And again, just like my previous experiences, I am not complaining at all. In fact, 2026 is already on the drawing board. Let’s first have a bit of a look at what made 2025 such an epically emotional event. In case you have been living under a rock and were unaware of the i98FM Illawarra Convoy, I will give you a very brief overview of its history and pedigree. Marty Haynes organised the first convoy back in 2005 where it ran under the ‘Convoy and Carnival for Cancer Kids’ banner. It wasn’t Marty’s first stab at this sort of charity work, having run a similar event in the ACT when he was working on a radio station in Canberra. When he took on the breakfast radio role with i98FM, he decided to take the event up a level in the Illawarra region. That initial event had a lofty goal of raising $20,000 for Camp Quality and ended up exceeding that and hitting $52,000. As the years passed, the fundraising goals grew and so did the participant numbers. In 2016 it became the i98FM Illawarra Convoy and has become the largest truck and motorbike convoy in the southern hemisphere. The event has broadened its charity reach and now distributes funds around a wide range of groups and individuals in the Illawarra community. Since its inception, the team have now raised over $29 million to help and assist thousands of people in thousands of difficult circumstances. That’s a very brief summation of this amazing event’s heritage, but before I get into a roundup of the 2025 convoy, I need to mention the biggest of the i98FM Illawarra Convoy’s fundraising ideas – the lead truck auction. Every year, companies, teams, riders, basically anyone who wants, participates in a live auction for starting positions in both the motorcycle convoy and the truck convoy. The live auction, which is streamed across more social media
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Images: Warren Aitken
platforms than I am aware of, has become a stand-alone event on its own. This year, the motorcycle convoy was once again won by Coles Illawarra, with a winning bid of $156,000. This marked the fifth straight year for the Coles Illawarra team. Here is where the true spirit of the convoy came out though – Coles opted to hand the lead position to Kris Beretov from the motorcycle charity group Throttle Jockies. Kris is currently in his own cancer struggle and was gracious in accepting the offer. Hold the phone though folks, Kris then offered the lead position to Lee Tanks and his family. Lee is the son of the late Ann Tanks – Ann had been an integral part of the Illawarra convoy from way back in the Cancer and Carnival days. She had been a beacon of altruism for many years and a massive part of the convoy’s continuing success. Unfortunately, Ann passed away earlier this year and will be sorely missed by all of those around the community. The lead truck bidding war was as action packed as previous years, with long-time supporters like M J Rowles and Murrel Freight Lines coming in with bids of $145,000 and $108,985 respectively. The winning bid went to another long-time supporter of the convoy in Ross Transport. The operator had the honour of leading off the convoy for the third time, but the first since 2010, with a winning bid of $305,000. It is some big money we are talking about and the companies involved are fundraising all year round just to be in the fight when the bidding war starts. It is all in the name of charity and all about helping those that need it. Without getting too mushy, I want to thank all of those involved for the effort and dedication they put into raising these kinds of numbers year in, year out. Now with all that done, let’s see what makes this such an amazing community event. I think the operative word there is community. I followed/ lapped the convoy on its entire route from the West Cliff Colliery on the outskirts of Wollongong through Bulli Tops, down Mt Ousley, through Warrawong, down Shellharbour Road and looping round to end up filling up the tarmac at the Shellharbour Airport.
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Clockwise from top left: No, this is standard dress wear for the Convoy – the Scottish theme was a tribute to the late Ann Tanks, a huge part of the event for many years; The Ross Transport anniversary truck leads the way towards Wollongong; While there was definitely a lot of variety in a convoy this big, the big JBG Mercedes stood out with an impressive paint scheme; Two of my favourite people and massive Convoy supporters are Ron and Julie Duncan, with the Kenworth T909 Ron drives for Murrells; By the time I made my way into the airfield, the place was packed; Check out the grill ornaments on this line of Convoy trucks Above: Alan Ross had the pleasure of leading off the convoy after his company ‘Led by my daughter True’s hard work’ raised $305,000 for the lead truck bid Opposite top & bottom: Throttle Jockies leading out their club at the start of the convoy; Another long-time supporter of the i98FM Illawarra Convoy for Kids is the Murrell Team, and they certainly know how to put on a show
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Every vantage point along the route is full of people – the entire community and beyond turn up. This year’s convoy colour was a beautiful blue, so the streets were decked out in blue convoy shirts everywhere. It wasn’t just a literal sea of convoy shirts though, there were supporters of all denominations on hand – from suit and ties to singlets and thongs, everyone gets out for this event. The i98FM Illawarra Convoy has become a staple of the community calendar and, even in the blistering sun with the temperature cracking 30 degrees, the streets were awash with supporters and sunscreen. Parking is at a premium when you get to the event and, as such, there is a regular drop and go bus service so you can leave your car at the massive parking area just a couple of kilometres from the airport and catch a ride straight to the gate. If you do make the effort to attend next year, I thoroughly encourage you arrive on an empty stomach, as the grounds are flooded with food trucks of every inclination. My vote goes to the Volkswurst VW BBQ food truck – awesome idea and a damn fine bratwurst to back it up. The event still ties very heavily into the original carnival idea and, as such, there are rides galore for kids of all ages – some of them I was happy to be well outside the weight regulations for. After scoping them out and being turned away from all but one, (no I’m not telling you which one) I wandered my way down to the back to once again marvel at the mad motorcross riders doing stuff I have neither the skills nor stones to try. Just watching them was enough to get my heart rate up. For those after more sedate entertainment, there is the car show going on alongside the runway, so you get to appreciate some beautiful builds while keeping an eye on the trucks rolling in and filling the runway. Let’s not forget the motorcycles as well. Admittedly quite a few had scampered by the time I got into the airport, but
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“This year’s convoy colour was a beautiful blue, so the streets were decked out in blue convoy shirts everywhere.” there were still more than enough to keep me gawking for the afternoon. I doubt I could ride one without some training wheels, but that doesn’t mean I can’t appreciate the quality of some of the machinery there. A true reflection of the magnitude of the i98Fm Illawarra Convoy can be seen by the run sheet for the massive stage that is erected at the east end of the airport. Headlining this year’s event was the legendary Screaming Jets. While my flight home prohibited me from enjoying their concert, I did get to enjoy the talents of Large Mirage as they belted out some classic covers. If I had any rhythm, I swear I would have broken out some dance moves. Lucky for everyone though, I just sat still and sung silently on the inside. I could rabbit on and list all the entertainment options on offer, but I strongly suggest you just enjoy the photos and make a plan to get down to the i98FM Illawarra Convoy next year. You can’t even use the entry fee excuse as a reason to avoid the show as there is no entry fee. You get to just wander in and enjoy it and that is what I saw hundreds of families doing again this year. The team that puts this all together, the volunteers that help it work and the entrants that make this such an amazing event all deserve our respect and support. Mark it on your calendars and I will catch you there in 2026 – the volkswursts are on me. This page, clockwise from top left: Aaron Hill (left) was recruited to drive this beautiful 1987 W-Model Kenworth, bringing along Blake Gray (right) for the ride; The closer to the airport the convoy got, the more the crowd built. In perfect weather conditions, it was a great day for truck spotting; It was a long hot day by the time I caught the Coastwide Engineering team, a quick photo and they were free to go chase the Dagwood Dogs; Full admiration for the modelers that put this build together, they drew the crowds all day with everything on the go; One of the complete Hose little rigs, fully decked out and looking spectacular Opposite page, clockwise from top left: It took a while for me to notice, but check out the friendly bear hanging out the window; Tasi and Maria Stratilas with their immaculate 1988 Mack Valueliner. As Tasi says, “It’s a real ‘Look at me’ truck”; Kayla Goodchild, who also drives for Ross Transport, and Billy Gaudie, who pilots this well-decorated Kenworth; The PrixCar fleet looked fantastic rolling down the highway; Plenty of bikes waiting for the chance to participate in another cracking convoy; Steven and Lincoln Fairalls stand with the family’s Peterbilt tow truck
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NHVR Steve Smith
All about feedback The NHVR outlines the key reasons behind the early success of its new podcast for Australian drivers and operators
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the codes, however the podcast speaks to those who are new in their trucking journey and the industry veterans that make the heavy vehicle industry what it is today. A big part of the podcast’s early success is due to our hosts, Rob and Sarah, who bring a level of credibility and practical knowledge that has resonated with drivers. Their backgrounds are extensive and deeply grounded in the transport sector. Rob has spent more than 30 years working across refrigerated transport, bulk haulage with tankers and tippers and general linehaul operations. He has dealt with the realities of shifting schedules, challenging conditions and the pressures that come with moving freight safely and efficiently. His experience is not theoretical – it’s the same experience thousands of drivers navigate every week. Sarah’s journey is equally compelling. She started her career driving body trucks at just 17 and progressed quickly to operating triple road trains by the age of 23. Over the years she has managed depots, trained drivers, worked in compliance roles and now uses her operational knowledge within the NHVR. She understands both sides of the regulatory conversation: what drivers need to stay safe and what the regulator is working hard to achieve. Together, Rob and Sarah provide the right mix of industry insight and NHVR knowledge, and their candid way of explaining things and sharing a laugh is one of the reasons drivers have connected so strongly with the show.
NHVR STEVE SMITH – Acting Executive Director Corporation Affairs
BELOW: Sarah and Rob are tackling the big issues Image: NHVR
taying connected with industry is a vital part of our role as the National Heavy Vehicle Regulator (NHVR). Regulations, guidance and safety requirements are only effective when they are understood clearly and consistently – where simple, clear messages reach drivers and operators in a format that suits their complex work environment. Over the past year, we’ve been looking closely at how we can modernise the way we share information, to cut through complexity and deliver practical guidance that drivers and operators can use immediately. One of the key steps in that direction, to strengthen the way we communicate and engage with the industry, has been with the launch of our What’s Your 20? podcast. The idea for our new podcast came from a simple observation: drivers already rely on audio for news, information and connection while sitting in their cab. Long stretches of driving don’t lend themselves to reading updates or browsing the web, but they do create opportunities to listen – to stories, to explanations and to conversations that break down complicated topics. What’s Your 20? was created to harness an audio format, to give drivers a way to hear from the NHVR and from industry voices while they’re on the road. The name What’s Your 20? has been adopted from the CB radio code to ask a driver’s location or position. Younger generations of drivers and operators might not be as familiar with
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Since its launch in November, the podcast has drawn a large number of listeners and raised interest from truckies, operators and heavy-vehicle enthusiasts. Listeners tell us they appreciate hearing directly from people who’ve walked the walk. Many have said it’s refreshing to have regulatory topics discussed in an environment that feels conversational rather than instructional. Importantly, feedback suggests the podcast is helping clarify areas of confusion – a key goal for us at the NHVR. Across the first six episodes, What’s Your 20? has featured a diverse mix of voices from across the industry. Transport advocate Rod Hannifey joined us to talk about safety, rest stops and the importance of mutual respect between all road users. His decades of advocacy and practical experience added depth to discussions around fatigue, chain of responsibility and the role of technology in improving safety outcomes. We also heard from NHVR Contact Centre Manager Brad Mells, who provides a unique perspective from the frontline of industry enquiries. His insights into the most frequent questions drivers ask – and the issues that most commonly cause frustration – give us a clear picture of where better communication can make a tangible difference to operators’ dayto-day work. And our CEO Nicole Rosie shared for the first time her vision for the future of the NHVR. Just as importantly, the podcast includes contributions from drivers themselves. Guest truckies share honest stories from the road, talk through the challenges they face and provide input on what helps them stay safe and compliant. These conversations ground the podcast in real experience and reinforce the value of genuine engagement. For the NHVR, this is more than storytelling – it’s a feedback loop that will help inform how we develop and deliver guidance into the future. The episodes also feature lighter moments that help keep things engaging. Listeners will hear trivia, unusual stories, practical safety tips and discussions about the sorts of real-world situations which matter enormously when you’re the one behind the wheel. That mix of information and lived experience is proving to be the right formula to reach drivers who want clarity and plain safety information. With summer now upon us, it’s an ideal time for drivers and operators to catch up on the full six-episode series. Whether you’re parked up, taking a break or running long stretches interstate, the episodes are short, practical and easy to listen to on the go. I’d encourage anyone in the transport sector to binge-listen over the holiday period, share an episode with a colleague or friend and get in touch with what or who they want to hear about next. We remain committed to delivering consistent guidance and listening to industry concerns – we will continue to refine our work based on the feedback from drivers and operators. We look forward to sharing more conversations, more insights and more stories from across Australia’s heavy vehicle industry in the months ahead. What’s Your 20? Is available now. Listen on the NHVR website and all major podcast platforms.
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NATROAD Warren Clark
Hidden costs NatRoad’s Warren Clark says the federal government must step in to ensure operators are kept safe and compliant against rising trends of sham contracting
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ham contracting is no longer a minor issue in our industry – it has become a systemic problem that threatens workers, businesses and road safety. Across Australia, some operators are misclassifying drivers as “independent contractors” under an ABN while treating them like employees. This isn’t a loophole, it’s unlawful, and it gives them a 20-30 per cent cost advantage over honest operators, including ownerdrivers trying to do things by the book. The consequences aren’t just financial. Sham contracting pushes drivers into unsafe or low-paid arrangements. Some are forced to work long hours to make ends meet, or under conditions that compromise safety. Operators who follow the rules, pay their drivers fairly and maintain their trucks end up squeezed out. Experienced, skilled drivers leave the industry, and roads become less safe for everyone. For small operators in particular, sham contracting makes it harder to stay profitable by driving down rates across the industry and devaluing your work.
What makes the situation worse is that enforcement is largely ineffective. Sham contracting is easy to conceal, audits are rare and penalties rarely deter repeat offenders. This sends a clear signal: breaking the law is more profitable than following it. Once a few businesses get away with it, others follow. As an industry, we need to address this now. NatRoad is calling on the federal government to take decisive action including: • Launching comprehensive audits targeting non compliant operators. • Imposing personal liability on company directors involved in sham contracting. • Disqualifying non-compliant
WARREN CLARK is CEO of the National Road Transport Association (NatRoad)
businesses from upcoming government contracts. • Following up on whistleblower reports with proper protection. • Properly resourcing the Shadow Economy Taskforce and prioritising transport. But while government action is essential, there are steps ownerdrivers can take to protect themselves right now: • Review your agreements: Make sure your contracts ref lect the work you do and comply with the law. • Keep records: Track hours, payments, maintenance and safety checks. Good documentation protects you and your business if disputes arise. • Speak up safely: If you notice illegal arrangements, report them confidentially to the Fair Work
“For small operators in particular, sham contracting makes it harder to stay profitable by driving down rates across the industry and devaluing your work.” Ombudsman or directly through the ATO hotline. • Choose your work wisely: Don’t accept contracts that compromise safety or legality. Your ABN gives f lexibility, but not at the cost of being exploited. • Stay informed: Keep up with changes in employment law, industry guidance and best practices to make sure your business remains compliant. Industry and government must work together to restore fairness to our industry, protect livelihoods and safeguard Australia’s roads. By combining strong enforcement, clear rules and proactive business practices, we can ensure compliance is rewarded, workers are treated fairly and the industry remains strong and safe. NatRoad communications are intended to provide commentary and general information. They should not be relied upon as legal advice. Our advisers are available to clarify any questions you have and provide the right advice for your business and workforce. Contact NatRoad on (02) 6295 3000.
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industry issue
IT’S A SHAM!
The recent rise of a dangerous shadow economy activity in the local road transport industry is leading many to take up the fight. Sean Mortell investigates sham contracting and what’s being done to curb it before it’s too late 24 JANUARY 2026
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ovember 5, 2025. It may seem like any other date in the calendar, just a regular Wednesday. Middle of the week, nothing special about it. However, within Australia’s transport industry, November 5 last year is quickly emerging as an important moment in its recent history. It was on that day that all of Australia’s major players in the trucking industry congregated in Canberra to discuss a fast-growing issue plaguing local operators. From the arid expanses and long, unforgiving roads of Western Australia to the bustling metropolises and tight corners of Sydney and Melbourne, the issue of sham contracting is impacting many truck drivers across the nation. The emergence of the shady economic practice has angered many in the industry, but perhaps none more than Senator Glenn Sterle. When catching him on the phone to discuss the rising trend of sham contracting around Australia’s transport industry, the seething venom of his anger is easy to notice. “Sham contracting has been around for a long time, but it’s been put on steroids in the past couple of years,” he told OwnerDriver. “If left unaddressed, shadow economic activity like sham contracting could lead to the demise of the road transport industry in Australia.” What is sham contracting – this latest trend that is scourging the industry and causing many operators to shut their doors? According to a definition from Australia’s Fair Work Ombudsman in October 2025, sham contracting is when an employee is incorrectly told they are a contractor. When it comes to the trucking industry, the practice involves a transport employer demanding a driver get their own ABN or ACN before they engage them to drive the company’s truck. This then allows
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Image: Merrillie/stock.adobe.com
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the employer to circumvent any legal payments or conditions attached to hiring an employee, making it much cheaper to employ them as a contracting driver. “This means drivers hired under a sham contracting arrangement won’t receive workers’ compensation, superannuation, annual leave, long service leave, bereavement leave, public holidays – all of these entitlements,” Sterle says. “Most importantly, it gives white collar thieves the chance to undermine the rates and conditions that good transport operators and employers provide to their drivers.” By classifying employee drivers as independent contractors through ABNs, transport operators running sham contracting schemes are able to evade employment law obligations, payroll tax, GST registration requirements and workers’ compensation insurance. While Sterle concedes that it’s not illegal for a driver to have an ABN and drive someone’s truck, he says there are clear restrictions that are being flouted. Around the industry, the National Road Transport Association (NatRoad) says sham contracting creates an artificial cost advantage of 20 to 30 per cent over compliant operators, distorting market competition and crippling many transport businesses. “The message right now is clear: breaking the law is more profitable than following it. That has to change,” NatRoad CEO Warren Clark says. At the federal government roundtable, Clark revealed that the practice has become so widespread that transport companies are now openly advertising for employee drivers with ABNs on major job platforms like Seek. He says a critical factor that has allowed this underground practice to thrive is “essentially non-existent” government enforcement. “There is systemic manipulation in the road freight
transport industry happening right now, not being detected by government agencies,” he says. “Multiple transport operators report being approached by drivers demanding ABN payment arrangements, openly admitting ‘this is how other transport companies operate’. “By allowing widespread illegal activity to flourish unchecked, we’ve created a system where lawbreakers prosper while legitimate businesses are punished for doing the right thing.” Not all of it is as brazen as this example. While sham
Above: Senator Glenn Sterle is leading the fight against sham contracting in the trucking industry
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Image: NatRoad Above: NatRoad CEO Warren Clark says some drivers are part of ABN sharing rings
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contracting may originally have emerged as a basic shadow economy practice, Clark says the nature of it has evolved to the point that increasingly sophisticated structures designed to disguise employment relationships are being noticed. This includes labour hire facades, where ‘agencies’ established solely to convert employees into ABN holders are fraudulently classified as contractors. The sinister nature of this is that these ‘agencies’ manage more than 100 individuals who drive company trucks, follow company directions and work set hours. To add to this, NatRoad has also noticed ABN sharing rings, where individual drivers who set up as sole traders with an ABN then employ themselves or share this ABN with multiple others. This allows drivers to avoid GST registration, skip tax returns and evade superannuation obligations.
“They can set up and shut down in a moment. If you need immediate money, this is a great way to make a quick buck with no obligations to anyone,” he says. The detrimental impact of sham contracting on Australia’s current road transport scene is being noticed quickly. Sterle says he has recently heard that certain operators are offering rates as low as $1,200 for Melbourne to Sydney loads, and even less for Brisbane to Sydney runs. “It means operators are left with two options – one is that everything catches up to those doing the wrong thing and breaking the law, or good operators will have to choose between folding or following the crooks, which they simply won’t do,” he says. “It’s brought this issue to a head – I’ve heard that a number of good companies are shutting their doors, paying their entitlements to their employees and sending gear out to auction. “If you have a crack in the road transport game in Australia, you have to put it all on the line to get your own truck and do the right thing. I can’t fathom how single operator owner drivers are expected to compete with these criminals who conduct sham contracting arrangements.” He says this is creating a flow-on effect where both small and medium-sized fleets are being cut out of competing in the market. From NatRoad’s perspective, Clark says the practice is “bringing the industry into disrepute”, resulting in hard-working operators losing their livelihood. To add fuel to the flames, NatRoad has zeroed in on current enforcement on supposed sham contracting arrangements to date. The association has identified multiple enforcement failures, including rarely conducting audits, issuing penalties that fail to deter, under-resourced agencies and situations where legitimate businesses face more scrutiny than fraudulent operators. “This is like telling an Olympic team steroids aren’t allowed then never testing them. Once a couple of people know they can get away with it, many more start following,’ Clark says.
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Image: Jt Media/Wirestock Creators/stock.adobe.com
“If you have a crack in the road transport game in Australia, you have to put it all on the line to get your own truck and do the right thing. I can’t fathom how single operator owner-drivers are expected to compete with these criminals who conduct sham contracting arrangements.” The severity of sham contracting is leading to immediate action within the industry. Ahead of the November 5 roundtable, NatRoad demanded the federal government launch comprehensive industry audits targeting non-compliant operators and the imposition of personal liability on directors who facilitate sham contracting schemes. “Until government treats this as the systemic problem it is, compliant businesses will continue to be disadvantaged, workers will be exploited and billions in public revenue will be stolen by those who know how to work the system,” Clark says. Sterle also moved quickly, writing to tax commissioner Rob Heferen alongside Clark and Queensland Trucking Association (QTA) CEO Gary Mahon to urge the ATO to investigate the practice. The Australian Trucking Association (ATA), courtesy of CEO Mathew Munro, jumped behind Sterle and his movement to stamp out the dangerous economic practice. “The ATA’s members have raised sham contracting as a significant concern. We absolutely support the formation of an ATO taskforce to look more closely at the extent of sham contracting and how to stop it,” he says. “Regulators are best placed to take enforcement action when they have specific information. Anyone in the industry who is aware of sham contracting should report it.” On the day of the roundtable, every Australian transport association joined business owners,
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relevant ministers, ATO officials and members from the Australian Border Force and the Department of Home Affairs to agree that action was vital. The group’s decision was to use the Shadow Economy Taskforce to undertake various operations alongside agencies like the Border Force, NHVR, the ATO and the Fair Work Ombudsman, working with state or Australian Federal Police on the team to crack down on the practice. The purpose of the unit is to gather critical information on the industrial/tax and migration law abuses that will then provide valuable knowledge for high-profile strike targeting of sham practitioners. From a legislative perspective, the roundtable also agreed that the “reasonably believed” defence introduced by the Closing the Loopholes legislation remains dangerously broad, allowing some employers to justify misclassification with minimal proof. The amendment Bill 2023 replaced subsection 357(2) to provide a defence for an employer that allows an argument before a court that the employer “reasonably believed that the contract was a contract for services”, not just labour. Federal employment and workplace relations minister Amanda Rishworth noted at the roundtable that a 12-month review of the Closing the Loopholes amendments would consider improvements to the legislation. Other commitments made in the roundtable included reviewing how the ATO looks at how taxable payments annual reports (TPAR) are used
to identify and action incorrect registration omitted income and expenses, as well as the ATO working with the Department of Home Affairs in identifying tax income anomalies of work-based Visa holders in the road freight industry. Ahead of the roundtable meeting again in the first quarter of 2026 to discuss the outcomes of these initial changes and reviews, Sterle is already moving, meeting with the ATO to show examples of employers online requesting employees to drive trucks if they hold an ABN. “After bringing this issue to the forefront in Canberra, I’ve also chatted with the ATO and met with the Shadow Economy Taskforce to provide examples,” Sterle says. For those in the road transport industry, treat this as your warning. If you’re doing the wrong thing and operating a sham contracting arrangement, the industry, led by Sterle and the various Australian associations, are putting sham contractors at the top of their focus heading into 2026. “I have a couple of companies that are at the top of my hit list, some that are rather large operations, that I’ll be sharing with the ATO,” Sterle says. “What we need now is for drivers to come forth and combine with us to stop this dangerous practice. I’ll always stand up for the decent operators, owner-drivers and employees who fight hard to get rates into good condition. We just need to stamp out those doing the wrong thing and undermining the industry’s future.”
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truck of the month
Rob’s Transport’s T904 is a common sight in and around Victoria and seldom does anyone catch it looking anything less than perfect. That’s a credit to driver Filip and boss man Rob
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HUMBLE HEROES
Images: Warren Aitken
Finding a 25-year-old truck in wonderful condition is always a thrill, but Warren Aitken took it to the next level when he found Rob Amenta’s glorious Kenworth 9-oh
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“He has grown up working for everything he has, 25 hours a day, eight days a week.”
M
odesty is defined by Mirriam-Websters as having or exhibiting a moderate estimate on one’s abilities or worth. Neither bold nor self-assertive, tending toward diffidence. Mirriam-Websters similarly defines humility as not proud nor haughty, not arrogant. Now why am I starting a trucking story with an English lesson? It’s because the man, well I should say ‘couple’, because as you will learn it is a family business, but for now we will focus on the central protagonist that is Rob Amenta. The man at the centre of this story is the ultimate definition of modesty and humility. In fact, prying the story out of him was a mission in itself. Not that Rob hasn’t got a story to tell, or a f leet of outstanding trucks that we should all hear about. The struggle in getting the story is Rob is the epitome of a cliché Aussie battler. He prefers to keep his head buried in his work, his family close by and his efforts on the job he does and the workers he looks after. He has grown up
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working for everything he has, 25 hours a day, eight days a week. He has learned his skills from just having a go and, if given the chance, he would happily prefer just to f ly well below the radar. The problem is, well, just look at the truck on the pages before you. It is 25 years old and it looks absolutely awesome! This is just one of his custom build creations – he has several of these. In a country where next level 9-ohs are all around us, Rob Amenta has scaled the wall of creativity and owns one of the coolest 9-ohs that is currently cruising the highways. So yes, it may be hard to get this modest young man to open up but when your f leet looks this good, you can’t stay that far below the radar, and after a chat with Rob, his lovely wife Maxine and the current driver of this amazing ride in Filip Schubert, you really appreciate what the team has done to get to this spot. Before we get on to Rob’s story, let’s take a quick sidestep and shine a light on the privileged young man that gets to pilot the big T904, Filip Schubert. Filip’s story is so far from the standard A to B to MC that it’s almost poetic that he is in charge of a truck that is so far from the norm itself. Filip was born in the Philippines to Croatian parents and raised in Australia, Pakistan and Papua New Guinea before settling back in Australia. “I wasn’t raised in a trucking family. My parents are high academics – they’d moved from Croatia to the Philippines to learn English, hence the Filip, before they then moved to Australia when I was one and a half,” he says.
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“When I was about 10, they took a job teaching in Pakistan.” It was in Pakistan that the young man’s trucking fascination began. “I remember they had the craziest trucks over there, absolutely nuts, and they were all overloaded. We’d hang out the school bus and grab a sugar cane as the overloaded trucks went by,” he says. Eventually the family ended up back in Australia, where Filip began studying to be a teacher. But those crazy Pakistan trucks, and the idea of being behind the wheel, had burrowed into Filip’s subconscious. “I was about three years into my studies, and I saw an ad for bus drivers. They were offering to pay to get the licence and then give me a job, so I decided to become a bus driver,” he says. As much as he enjoyed the bus driving, shuttling university students around and even getting a job at an old age home, in the end the lure of the trucks saw Filip move his licence up to HR and chase the truck driving dream. Getting work at the start wasn’t easy – it was the old ‘can’t get a job without experience, can’t get experience
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Top: Filip (left) and Rob (right) are the two men responsible for this incredible truck and for keeping this incredible truck looking spot on Above, L to R: The intricate, yet simple scroll work is one part of the rebuild that Rob is quick to not claim credit for, admitting it is an art form he has not mastered; As you can see, it was an in-house job on every part of this 904 rebuild Opposite clockwise from top left: First day at the Rob’s Transport depot and the old T904 looked very different; There was no half assing this project. Everything was meticulously rolled back, repaired and rebuilt to Rob’s extremely high standards; While the majority of Filip’s work in the T904 is single trailer fridge van work, the big Kenworth is often used to pull different combinations in and around Melbourne. I was lucky enough to catch him heading off with the skel B-double set in tow; Rob admits to a fair bit of nerves when he first started cutting into the guards to extend them, doing all the fibre glassing in house as well. The end result though, incredible
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“As soon as I was old enough I wanted to leave school and go work for Dad, but he wouldn’t let me. He made me finish year 12 first.”
Top: The whole interior has had the Amento workover, revamping the dash, rewiring the two way – nothing was left untouched Above: One of my favourite features of Rob’s creativity is the incorporation of the popular watermelon lights into the standard Kenworth light fittings. Obviously, the plates have been changed to gold to match the rest of the interior. But this set up is all Rob and looks incredible Right: Custom seating, which matches the Kenworth cream interior, makes this truck not just look good, but extra comfy for the driver as well Opposite from top: From this angle you can really appreciate how much extra was added to the front fenders. With the badging removed as well, and the square tanks, the whole truck just looks tough; Another Rob creation is these very stylish exhaust shrouds. The one-piece stainless system also acts as a bracket holder and Rob built and rolled them in his shed; The big Kenworth is definitely not short of a bit of lighting either
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without a job’ adage. Filip eventually got a break doing the courier pickups and deliveries, learning the ins and outs of the city with more than 100 stops a day. Once he got himself on the trucking path, Filip rapidly worked his way up. A lack of history in the industry was easily overcome with a determination to ask questions, absorb advice and practice, practice, practice. As he stepped up the licences, he also stepped up in roles – at one stage he was even piloting the Super Bs around Melbourne Wharf. His ability to adapt and learn new skills, along with his own attention to detail and appreciation for the gear, led to him being recruited by Rob in late 2021. He has now become part of the furniture at Rob’s Transport, which is where we will now turn our attention to. What drew me to this truck in the first place is pretty obvious – it looks awesome. First glance is wrapped up in the simplicity and sway of the stunning red and white colour scheme. Second glance has your eyes transfixed by the staunchness and solidity that square tanks give to the old T904. Third, fourth, fifth and all following glances get taken up by all the customisations that this one-of-a-kind truck sports. Then you get a chance to sit down with Rob and his wife and you learn this whole truck
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and the rest of Rob’s f leet have all been home built. All done in his own shed, be it bought and fitted or designed and built. It’s all by a young man who loves trucks and is happy to give it a crack. “Not the scroll work though, that is an art of its own and I can’t do that. Everything else we’ve done here,” Rob says. Unlike his trusty T904 driver, Rob has been indoctrinated into the industry since he got his first size one steel caps. His father, a huge inf luence in Rob’s career, owned his own f leet of trucks in the concreting world as Rob was growing up. “Every chance I got I would be down at the yard, every school holidays I was there, every weekend I was there,” he admits. “As soon as I was old enough I wanted to leave school and go work for Dad, but he wouldn’t let me. He made me finish year 12 first.” While the enthusiasm may not have been there, Rob ensured he saw out his school years before he went chasing the wheel driving for his dad. You would think being the boss’ son might garner Rob a lighter learning curve, but that wasn’t the path for the young man. “They gave me the worst truck they had,” Rob laughs as he recalls the old T350 concrete agi his career started in. “It was an old nine-speed manual with no overdrive. It was horrid. It had a top speed of about 80km/h. It was the oldest one they had.” It didn’t dissuade Rob’s growing passion for trucking, though. “I didn’t enjoy the agis – I loved the trucks but hated driving the agis. As soon as I could get a trailer licence, I got a semi tipper to drive.” Getting into the semi work required a special licence exemption, but at 19 Rob graduated from the concrete agi work to the semi-truck work. “I had to do all the waste concrete stuff, all the stuff the other guys didn’t want to do, I had to do that,” Rob says. “The first truck they gave me was an old Ford
LTS. No speedo, no air con, no heating. I had to match my speed with the cars next to me.” The memories bring a big smile to Rob’s face as he appreciates learning the ropes the hard way. “The LTS had the old Hendrickson four-bag suspension, so every time you take off the lift up when it’s wet, you’d just be wheel spinning. On a hill you’d need to put the diff locks on, ease it off then f lick them off again. “I was in that for a while, learning the ropes. Then they bought a new T608 and I got the old T604 and I thought I was King Dick with that.
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Top, L to R: The custom-made rear bar is a long way from the first attempt way back when. But it is still all Rob; Check out the low mount rear guards, adding another touch of coolness to the big T904 Above: Another of Rob’s ideas, which was not easy to do, was creating tank steps that were flat and smooth, except for where the driver needed the required safety step. All one piece, all done in-house Below: Rob and his team have done a fantastic job on this truck and you can see by the perfect fitting of the low mount rear guards just how perfectly they have approached the project Opposite bottom: Rob’s fabricating skills began with the rear bar of an old cement tanker, and now his refined skills are producing this kind of impressive work
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From the LTS to a ‘99 model 604, I thought I was it.” Rob spent many years and went through several rides under his old man’s banner. As he started mastering his art, he then found himself wanting to customise the rides he had. “I always wanted more, wanted to do stuff, add more lights, that kind of thing. I just wanted more,” he says. Unfortunately it wasn’t an option on his dad’s truck, but it didn’t stop Rob from trying. “They let me once on the last truck I drove for them. I’d had a day off and someone had backed my tanker into the silo and bent the bar. Dad let me fix it,” he says. Rob is also the first to admit it wasn’t his best work. “It was pretty dodgy. It was the first custom job,” he says. I queried his experience leading up to that first small project – had you had any experience doing that stuff Rob? “Hell no! I didn’t know what I was doing. Some of the shit I was doing then – jeepers,” he says. “I didn’t know how most of it worked back then – I would just wing it. You take it apart and think ‘hell what have I done here’ then somehow you work it out.” Here is the thing about modest humble people – they are the ones willing to let their passion and ideas lead them into unchartered waters. People like Rob aren’t deterred by anything. If they have an idea, they are willing to find a way to make it work. That first rear bar that Rob made up was the catalyst for him purchasing a beat-up old K125 not long afterward that would become his constant creation. “I bought the 125 between 2010 and 2014. I bought it because I wanted to mess with stuff, learn different things and try stuff,” he says. I had to get it towed to my place. I’d bought it off a workshop that had put a new motor in for a guy, but he didn’t pay for it. So, they held it a couple of years then sold it to me for what it had cost them. “But it had been sitting around all that time. It was on
spiders and you could see snakes living in the wheels.” Rob took the truck home and began refining his customisation skills with the old Kenworth. He was still working for his dad and would spend his spare time getting the truck running then altering it with all sorts of crazy concepts. “It was just some fun for me; I’d drive the tanker in the week then on the weekend I’d play with the truck,” Rob says. “I’ve done that truck up about three or four times. I did it once with standard guards, then I thought I could probably make low guards. So, then I did a low guard truck. I bought some steel, got a grinder and cut some up.” Working on his own truck was never a path to running his own trucks, nor was it a path to a fabrication career. It was just a young man doing what he enjoyed. He was happy working for his old man, playing around on his project truck and subsequently expanding his skill base with each new idea. That did change once the big 125 was up and running though, and opportunity came knocking. That opportunity was an offer to start carting boxes on and off the wharf at Melbourne, and Rob decided to take his constantly changing truck and have a bit of a go. It was the beginnings of what is now a five-truck strong f leet known as Rob’s Transport. Rob’s new career direction did not inhibit his passion for customising though – if anything it magnified it. “I would get more ideas when I was out in it and want to try different things, make cool new shit to try out,” he says with a laugh. “The driver’s side would always get done first because that’s the side people would see. So, there were times I would be driving around with one side looking cool and one side not looking cool.” It turned out Rob was loving the owner-driver life and loving the customising challenges. When he got the opportunity to ply his trade for QMC, pulling fridge vans
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“When I am looking at a truck I do a lot of research, finding everything I can, going back to Kenworth, learning everything. With this one I didn’t know a thing.” rather than boxes, he snapped it up. That led to work as a subby for Lindsay’s Transport and, before you know it, it’s 2023 and Rob has four trucks on his books – the 125, a 608, a SAR and a K104. Are you picking up the Kenworth theme? This is where we finally get to the story of this rig before you. Rob and his dad had always wanted a 9-oh in the f leet. In some ways it’s a rite of passage for the Kenworth purists. Rob had made several valiant attempts before to land one with no luck. In mid-2023 he happened to be glancing at an auction site as bids were closing on a tired old blue T904. It was a spur of the moment thing and very much against Rob’s usual purchasing procedures. “When I am looking at a truck I do a lot of research, finding everything I can, going back to Kenworth, learning everything,” he says. “With this one I didn’t know a thing. I didn’t even know it had cream interior until I went to pick it up, or what motor it had in it.” Once he overcame the shock of having the winning bid, he then started learning the history of the truck – a truck that began its life as a logger in Traralgon before finding a home in Wagga Wagga and then into Rob’s shed, where the dilemmas began.
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“We have done it all ourselves and had to figure out problems on the way, but you just find a way.”
Top: The big 904 hooked up and heading to work with a couple of Rob’s other units looking good in the background Above right: It’s not just the big things that make this truck stand out, it’s the little things, like the stainless light fittings that just complete the unit Below: It is attention to detail on every part of the project that has Rob’s working truck looking incredible every time it hits the road
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“Originally Rob was actually just going to f lick it,” Rob’s wife Maxine attests. “But then he talked about taking out the back window and I said ‘if you are going to do that, you aren’t going to f lick it. So just do it’. That may have been an off-the-shoulder quip at the time, but it opened the door to what is now a very impressive custom Kenworth.” “I don’t think there is anything original on it now,” Rob says. “Wait, the mirror arms are the same, but the mirrors are different.” It is not an exaggeration – check out the extended wheel arches on the bonnet. Those were all done in house by Rob and his crew. Custom wrapped air cleaners, different grill, different tanks, different visor, different stacks, different wheels and different guards. The back wall is different with the window now removed. The truck didn’t have wings, which also meant different trim was made to keep it all uniform – even the single piece windscreen was changed to a two-piece set up. The rear end is all new and custom. Then you have the interior. All the dash pieces were re-wrapped – check out the custom VE GTS HSV seats that add a whole new level of cool and comfort. And my favourite, the interior lights. Rob found a way to manufacture the American watermelon lights into the classic Kenworth fixture. “We’ve had a lot of stuff ups on the way,” Rob admits with a smile. “We have done it all ourselves and had to figure out problems on the way, but you just find a way.” The best example of that is the ‘modified by Rob’s’ Bar Up bar on the front of the big girl. “I have Bar Up bars on all the trucks so I got one for this
truck as well, I didn’t like the way it sat so I modified it until I did,” Rob recalls. “I didn’t know it wouldn’t fit until we tried to get it on there. We had cut 20mm off to get it to fit. We blew up three grinders trying to do it, all because of stupid ideas I get.” While Rob tries to sound very self-deprecating about the choices and ideas he comes up with, the fact is he has found a way to make them work. And not just work, but look good as well. The big 904 was an intense four-month project that has resulted in a suburb custom rig. Sorry, I should specify, it is a working custom rig. It still earns its keep pulling singles and doubles around Melbourne as well as venturing out of town occasionally for specific runs. Humility and modesty aside, the Amenta family is packed with skills and passion and driven by an insatiable appetite to try new ideas. The work Rob and his team have done to prepare this hard working, 25-year-old classic Kenworth deserves all the accolades Rob tries to avoid. A huge thank you to all involved for letting me snap a few pics and share just a fraction of your family story. PS. Rob – if you are looking for some T-shirt ideas, I recommend your own quote – ‘buy some steel, get a grinder and cut some shit up’.
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Images: Moore Truck Parts
truck technology
NEW YEAR, NEW PARTS
Moore Truck Parts is welcoming the new year with new parts, providing the same high quality customer service for Aussie operators
T
here’s something special about rolling into a brand-new year. The roads feel a little fresher, the air a little crisper, and for many Aussie truck drivers, it’s the perfect time to give your rig the attention it deserves. Whether you’re pushing long hauls, making tight drops through traffic or cruising the highway with the windows down and the radio up, 2026 is shaping up to be a big year, and Moore Truck Parts is right there with you. “This year, we’re celebrating new starts, new goals and new parts. And not just any parts – quality aftermarket gear designed specifically for the trucks that keep Australia moving,” Moore Truck Parts director Peter Moore told OwnerDriver. “At Moore Truck Parts (MTP), we know that every truckie takes pride in their machine. Your truck isn’t just a vehicle – it’s your workplace, your livelihood and sometimes even your home away from home.” That’s why starting the new year with a fresh panel, a clearer mirror or a new set of lights can feel downright transformative. For over 40 years, MTP has specialised in aftermarket body panels, lamps, mirrors and more for Japanese and European trucks. We’re talking Isuzu, Hino, Mitsubishi/Fuso, UD, Iveco, Mercedes, Volvo and the rest of the hard-working
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fleet seen across construction sites, country roads and metro delivery runs daily. “Everything we supply at MTP is built for precision fitment, impressive durability and solid value – perfect for fleet operators, owner-drivers and weekend tinkerers alike,” Peter says. “And the best part? Every new body panel from Moore Truck Parts comes with a lifetime warranty. Not a year. Not five years. But a lifetime. Because when we say our panels are made to last, we mean it.” One of the standout reasons truckies all over Australia choose Moore Truck Parts is simple: quality parts that last. All new body panels supplied by MTP come with a lifetime warranty – a massive reassurance in an industry where wear, tear, weather and wildlife can take a toll on your truck faster than you’d think.
A lifetime warranty means confidence, while it also leads to value for money, covering operators for the long haul. “For owner-drivers juggling costs, for fleet managers keeping dozens of vehicles on the road and for local workshops handling reliability day in and day out, that peace of mind is priceless,” Peter says. Moore Truck Parts is proud to be one of the largest suppliers in the trucking industry of aftermarket body panels for trucks in Australia. “With a huge and constantly expanding inventory, we’re able to help truckies, workshops and fleets get back on the road faster – with less downtime and fewer headaches,” Peter says. Whether you need a replacement bumper after a run-in with a kangaroo, a new mirror to improve visibility or a fresh set of tail lamps to keep you safe on nighttime runs, chances are they’ve already got it on the shelf and ready to ship. But here’s where they really shine. “We know how frustrating it is when you’re chasing a part and hitting walls left and right. That’s why the team at MTP doesn’t just throw a “no stock” message at you and call it a day,” Peter says. If MTP don’t currently have the exact part you need, their friendly team will search the extended network, order it where possible or point people in the right direction. “We’re here to help – not just sell. That’s one of the reasons Aussie truck drivers trust Moore Truck Parts so strongly. We’re a team of real people who genuinely care about keeping Australia’s trucks moving,” Peter says. So, why do Aussie truckies Love Moore Truck Parts so much? What sets them apart is lifetime warranty on all new body panels, a huge range of aftermarket parts for Japanese and European trucks, friendly customer support that listens, fast turnaround and reliable service and great value without compromising quality. Whether you’re starting the year with a big repair job, planning to refresh your truck’s look or gearing up for a year of hard work on the road, Moore Truck Parts is ready to support you. So, before you start your next job, hook up the next trailer or hit the next stretch of highway, give the MTP team a shout. It’s always worth a call, or a quick email, to see how MTP can help you find the perfect fit. “Here’s to a big year ahead. Here’s to better parts, better service and better rides. And here’s to keeping Australia moving – one truck at a time,” Peter says. Call 1800 044 909 or email sales@mooretruckparts. com.au.
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KEEPING TRUCKIES HEALTHY - Healthy Heads
Starting strong Healthy Heads outlines the various small wins drivers can enjoy by using the Healthy Heads app
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anuary has a way of making you take stock. When the Christmas peak starts to ease off, the new year gives us a rare chance to pull over, reset and set our sights on what’s ahead. Whether you’ve spent months chasing kilometres up the highway, loading and unloading, or wearing every hat an owner-driver has to wear, now’s the perfect time to ref lect on what’s worn you down and consider how to make the year ahead a healthier one for your mind and body, both on and off the road. The Healthy Heads app, developed by Healthy Heads in Trucks & Sheds (Healthy Heads), is built to help you do exactly this. It’s made specifically for people who work in the transport, warehousing and logistics industry, and keeps things practical and relatable. You can use it during a break, at the end of a shift, or whenever you find a spare minute. One of the things you can try is the app’s easy wellbeing check-in, which gives you a quick read on how you’re travelling day to day. It can also help you spot when stress or low mood are starting to creep in before they affect your work or home life. The app also includes simple fitness tips and exercises built for people who spend long hours behind the wheel or doing tough physical work. Moving more and stretching regularly is not only good for you physically, but it helps clear the
Healthy Heads in Trucks & Sheds is dedicated to improving mental health and physical wellbeing in Australia’s road transport, warehousing and logistics sectors
LEFT: Plenty of benefits sit within the app BELOW: Healthy Heads is continuing to focus on improving the overall health of Australian truckies
mind and can increase energy levels. The app also has practical nutrition resources to help you build healthier eating habits. These tools are easy to follow and give real examples of which meals and snacks will help you fight fatigue, stay focused and feel your best. For those on the road, the Healthy Heads partnership with bp is also a real bonus. Through the app, you can access discounted healthier meal options at participating bp sites, something that can make a big difference when your food choices are usually decided by
where you can park your truck. All the participating sites are listed in the app so take a look in advance and plan your stops. Furthermore, the app puts a focus on the everyday things that matter but are easy to overlook. This includes guidance on improving sleep, staying hydrated and dealing with the stress and pressures of the job. One of the most effective tools for stress management is the collection of simple breathing exercises in the app. They’re short, can help bring your heart rate down and can be done anywhere, making them ideal for clearing your head during a rest break, winding down before sleep or resetting before you get back to work. When things get tough, or when you’re worried about someone else, the app provides direct links to crisis support and counselling services. This removes the guesswork and makes it easier to reach the right help quickly. To help keep these conversations front of mind, the app also features the How Ya Travellin’? podcast, hosted by Aussie actor, comedian and Healthy Heads Ambassador Shane Jacobson. Episodes are available directly in the app, offering honest conversations, helpful tips and real stories from people across the industry. They’re engaging to listen to and serve as a good reminder that when it comes to the many challenges of working in the supply chain, you’re not alone. One of the best things about the app is how simple it is. No fees, no complicated setup, just a free download from the App Store or Google Play. Whether you’re travelling interstate, doing local runs or working on-site, it fits easily into your routine. So, as the new year begins, why not aim for a healthier, more balanced 2026? Instead of big resolutions that fade once work ramps up, the app focuses on small, realistic steps: quick check-ins, a stretch on a break, choosing a healthier meal or taking a moment to breathe. They don’t take long, but together they can make a real difference. We know that looking after your wellbeing can sound complicated or daunting, but it really doesn’t have to be. With the Healthy Heads app, drivers and warehousing team members have a simple, reliable way to support their mental and physical health, one step at a time.
Images: Healthy Heads
“Whether you’re travelling interstate, doing local runs or working on-site, it fits easily into your routine.” 42 JANUARY 2026
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truck technology
Since 1995, the Australianmade Icepack models have continued to evolve as a leading truck airconditioning unit. The group is preparing for more innovation in 2026 and beyond
Images: Icepack
EYEING PERFECTION
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erfection. It’s a lofty goal to achieve as a business. However, the Australian transport industry has a knack of striving for unblemished quality and impeccable services. Air-conditioning supplier Icepack marked three decades of building premium sleeper cab airconditioning units in 2025, yet its intentions maintain as high as possible. From the beginning, the company’s mission has been to pursue perfection. By the end of 2025, Icepack had more than 23,800 units keeping drivers cool across Australia’s highways. This serves as only a starting point for the business, as it looks towards another productive year in the local truck market. In 2026, the brand aims to continue manufacturing worldclass, Australian-built sleeper cab air-conditioning systems that set the benchmark for performance and reliability. Working hand in hand with long-time customers, Icepack’s dedicated R&D team continually refines every aspect of its products. Today’s Icepack systems are generations ahead of their 1990s counterparts in quality, appearance, functionality, reliability and ease of service. Founders and directors Charles and Sam have always believed that the best way to ensure excellence is to manufacture as much as possible in-house. At the Wacol head office and manufacturing facility, skilled technicians handle everything from fabricating frames and lids to producing rubber mounting bushes, electrical wiring looms and control boards. They also work with CNC machine oil and fuel fittings and drive pulleys before moving to assembly, testing and rigorous quality checks.
Nearly every component of an Icepack unit is designed, manufactured and assembled on site, allowing the team to assess and implement upgrades in real time. Working closely with customers, drivers, service technicians and component suppliers, Icepack ensures the use of the most durable and reliable parts in its air conditioner units. The original Icepack 2000 was a straightforward and robust diesel-powered sleeper cab air conditioner, featuring key start, a 100-hour service interval and a wiring harness that could be repaired on the roadside with just a pair of side cutters. And for those who prefer the classic design, the Icepack 2000 continues to be manufactured today to meet ongoing demand, reinforcing Icepack’s continual Australian-made focus since 1995. In contrast, the latest generation Icepack ES can cool, heat and automatically start to maintain truck battery voltage. It can be remotely started and features a basic primary wiring harness, 1,000-hour service interval and no electric fans. It delivers a 40 per cent increased cooling capacity while using 40 per cent less fuel. Given modern operating conditions where many operators experience 2,000 to 3,000 hours of runtime each year, the long service interval and low fuel consumption of the Icepack ES make it the preferred choice for fleet operators and ownerdrivers alike. The cost savings from reduced servicing and lower fuel consumption have made the Icepack ES comprise nearly 70 per cent of Icepack’s sales. Finding an Icepack unit or spare part is easy thanks to a streamlined national distribution network, covering Australia through Icepack’s offices in Brisbane, Perth and Melbourne, along with Toowoomba Truck Specialist Centre in Toowoomba. These locations are supported by a nationwide network of authorised agents and service centres for any Icepack sales, service and installation needs. Whether serving owner-drivers or large fleets, Icepack delivers comfort, reliability and value built for Australian conditions, visit www.icepack.com.au or call 1800 625 746. As Icepack strives for perfection, it’s leaving no stone unturned within the Australian trucking sector.
TOP: Icepack’s latest units are filled with features ABOVE: Icepack has a long history in Australia’s trucking industry LEFT: The units are ideal for both smaller truck fleets and large-scale operations
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Image: miss irine/stock.adobe.com
industry feature
It’s no secret that many in the transport industry may be reluctant to introduce AI technology to their operations. However, new tools like Geotab Ace are reshaping the way that AI can partner with heavy vehicle operators around the country
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hen you think of AI, what comes to mind? Is it ChatGPT? Deep-faked images? Within the Australian transport industry, the evolving technology has plenty of ways to impact the sector. Instead of causing owner operators around the country to stiffen with fear, existing commercial vehicle technology companies have been using AI for years already. With its boom now comes a prime opportunity for the freight task to be made more efficient and safer than ever before. Just ask Geotab. The global connected vehicle solutions provider is at the forefront of commercial vehicle technology, being connected to more than five million vehicles around the globe. Geotab’s Senior Manager of Solutions Engineering for APAC Chris Martin says the brand has been wielding the power of AI for years already, and is now unveiling new product additions to its fleet management technology to take heavy vehicle data to the next level in Australia. “Geotab has always positioned itself at the forefront of how we manage, process and understand data, and we’re privileged to be able to receive this valuable transport data from fleets around the world,” he told OwnerDriver. “We’re now looking at new ways to understand and use this data. AI is a very large part of that and has been so for a long time at Geotab.” The latest extension of this use of AI to interpret vehicle data is Geotab Ace, a new AI tool for Australian heavy vehicle fleets. While the tool has already been globally debuted, it becomes the local transport industry’s first fully integrated generative AI assistant. While it sounds mammoth in scale, Martin says it is simply another part of the MyGeotab platform that has been added to make running heavy vehicle fleets easier and more efficient. “Geotab Ace brings the power of being able to
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interact with fleet data using natural language,” he says. “We have such a rich and valuable dataset in what happens in a fleet, so allowing operators to interrogate the data using natural language is so powerful – it lowers the barrier to entry to get insights and questions to learn about one’s own data and fleet. “People might not have known how to do that previously, this now eliminates so many steps and allows people to converse with the platform and receive data insights in a different way. Using the power of a Large Language Model (LLM) for heavy vehicle fleet data is an exciting evolution.” Martin says the tool boasts the ability to help boost productivity and efficiency within local fleets while also tackling rising fuel costs, compliance challenges and sustainability goals. He says Geotab Ace addresses these challenges by providing trusted insights in natural language, making it easier for operators to make data-driven decisions. “Fundamentally it’s no big change for customers regarding how they use the Geotab platform – all of the same functionality and modules are retained within the platform,” he says. “This now just allows someone to jump into Geotab Ace tab and start asking these questions of their data. It’s an optional add-on for anyone wanting to interact with this data in a different way and reduce time to insights.” The launch of Geotab Ace is another milestone moment for the brand in Australia. It follows in the footsteps of the GO Focus Plus AI dash cam earlier this year that uses a dual-facing design to address critical industry needs. With in-cab voice support correcting risky driver habits and voice coaching alongside a video intelligence platform, the product has already seen the voice coaching function reduce tailgating by 90 per cent and phone use by 95 per cent.
Chris Martin
Image: Geotab
AI – ASSISTANT OR ADVERSARY?
In September, Geotab also unveiled major upgrades to its cold chain solution, with the advanced system welcoming new hardware and enhanced software capabilities. The idea behind these changes was to provide fleet businesses with greater visibility, control and compliance assurance for temperature-sensitive shipments. Martin says Geotab Australia views the heavy vehicle industry as a “really important segment”, meaning it has brought plenty of product improvements and segments to the market in recent years. This ranges from the unveiling of Ace to securing partnerships with electronic work diary provider Logmaster and obtaining crucial accreditation. While the launch of the Ace AI function may not be specific to the heavy vehicle industry, Martin says it has benefits that particularly apply to people running commercial transport fleets around Australia. When it comes to using AI in telematics or fleet management systems, Martin says there are two common use-cases that make the technology a standout. The first is where AI can help analyse data and identify patterns that humans struggle to do. “That brings insights we previously couldn’t get and provides capabilities such as predictive analytics for maintenance and safety issues,” he says. “AI can identify patterns in behaviour to determine if a driver or vehicle is at risk of having a collision. Picking up these patterns is incredibly powerful. “Geotab trains the AI model with real-world historical collision data to accurately identify what driving behaviours typically precede a collision. This allows us to quantify the risk of a given driver being involved in a collision in the future based on their current driving patterns. If an operator observes a sudden change in a driver’s collision risk, it may be an ideal prompt to have a chat with the driver and
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Image: Geotab
check-in. Perhaps something is going on for them at home, with their health or sleep. A simple, friendly chat might save a life.” Outside of reducing the workload involved in predictive analytics, the other way that Geotab has seen AI become important to the transport industry is how it can allow companies to interact with data. Geotab has more than five million vehicles connected to its platform, meaning it has plenty of information to sift through and use for analytical purposes. “We can use AI to analyse and categorise data such as by branch, division or weight class and perhaps benchmark their fuel consumption trends over the past six weeks. These functions help fleets to quickly identify relevant and actionable insights while reducing the traditional overhead involved in running reports and data analytics,” Martin says. “You don’t have to spend energy on finding
this data, instead let AI do the job of identifying the relevant metrics and insights. It allows fleet managers to put their energy into higher value tasks that matter more.” Martin says Geotab’s use of AI proves that the technology isn’t seeping into the sector to take jobs. Instead, he’s adamant that AI can be an ideal sidekick for fleet operators and shape the future of efficiency and safety in the industry. He wants the industry to continue on this trajectory of using the technology to identify why vehicles may not be running in the safest or most efficient way, connecting the right data to the correct place to automate and assist processes within transport companies. “From a safety perspective, we see proof of this in the ongoing prevalence of AI-powered video telematics in fleets,” Martin says. “Having tools in place to identify these important safety trends at the right time is so valuable. AI video telematics is also helping from an Advanced Driver Assistance Systems, or ADAS, perspective too in identifying and coaching drivers on problematic habits such as tailgating or lane departure. Additionally, video data can provide valuable context after the fact in the event that a driver is involved in a collision that may not be their fault.” Instead of threatening the jobs of drivers and transport industry workers, Martin says AI can actually save the careers and lives of truck drivers around the country. A primary concern about this technology, despite these benefits, are the security and privacy behind the data. Martin acknowledges there is “some uncertainty” around using AI tools and what it means. “It’s important to note that, with Geotab Ace and all our other AI driven insights, customer data never leaves the Geotab infrastructure – we firmly believe the customer owns the data, and by adding tools
like AI, nothing changes,” he says. “We have designed the system’s architecture in a deliberate way which means that while we may use a third party model at times, the customer data is always kept within our infrastructure and not shared with third party AI platforms. It’s an important consideration for customers to make sure they choose good technology that is built responsibly and in the right way to protect their data. “We encourage open discussion on these topics and we regularly do so with our customers. Transparency is critical, and we are always happy to chat about our platform and the data frameworks that we have in place.” So what does the future of transport technology look like? Will AI analytics become not just a critical part of it, or an essential necessity for operators to include in their fleets? When fleet managers down the line shop for new trucks, will they also be casting a discerning eye on the technology that comes with it? Whatever the answer may be, Martin says the current use of AI technology in the heavy vehicle industry is simply an extension of what has been progressively evolving in recent years. While it may get bigger and more capable in the years to come, he’s adamant that drivers having an open mind and remaining curious will be the ones kept the safest when behind the wheel. “Where does AI technology in transport go from here? The level of comfort with these tools and data will only improve,” he says. “There are so many great examples already of how this technology is making life easier for truck drivers and operators – roads are more efficient and safer, and costs drop. I think there are benefits for all, as the industry works best when operating safely and efficiently, and AI is only making this more accessible for everyone.”
QUALITY YOU CAN TRUST! Everything we supply at Moore Truck Parts is built for precision fitment, impressive durability, and solid value! Lifetime warranty on all new body panels. Already a huge range & a constantly growing range of parts. Friendly customer support that listens. Fast turnaround & reliable service. Great value without compromising quality.
Contact Us Phone Number
1800 044 909
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Website
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Images: Wa rren Ait
ken
truck show
T
BASKING IN BATHURST
Twice in two months Warren Aitken headed to the holy motorsport town, with the November attendance of the Dane Ballinger Memorial Truck Show taking the cake for entertainment 46 JANUARY 2026
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wice a year I make the pilgrimage down to the unofficial home of Australian motorsport – the demographically fluctuating New South Wales town of Bathurst, nestled just a short drive across the Blue Mountains, inland from Sydney. The first pilgrimage is for the legendary Bathurst 1000 – the real race that stops the nation every October. And now, my second steadfast Bathurst adventure occurs every November – the Dane Ballinger Memorial Truck Show. Now this year saw the October pilgrimage to Bathurst rewarded with an epically entertaining six hour and 52-minute-long race. They packed it with seven safety car callouts and a whole lot of precipitation periods that added some sizzling sideways action. All in all, it was a top-notch race and set the bar pretty high for my Bathurst expectations. The pressure was on to ensure my November road trip was as fulfilling and entertaining as my October one. Yes, I do admit, as much as I love my car racing, especially around the mountain, the truck show experience put on every year in the tiny town has quickly become my preference of the two pilgrimages. What makes the Dane Ballinger Memorial Truck Show one of my favourites on the truck show calendar is the variety involved. Mixing machinery with markets. Mixing local fans and enthusiasts with out-of-town truck nuts and more than a handful of truck spotters from near and far. The other unique aspect of this show that I love isn’t just the standard of the trucks on display, it is the fact that this show encourages combinations. Trailers of all variations are welcomed into the Bathurst Showgrounds – this isn’t just a bobtail truck show.
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“The Dane Ballinger Memorial Truck Show aims to attract the best of the best and the newest of the new, as well as encouraging the older fossils to come on out and peacock some of their classic old school cool historic vehicles.”
Then there is the mixture of trucks as well. The Dane Ballinger Memorial Truck Show aims to attract the best of the best and the newest of the new, as well as encouraging the older fossils to come on out and peacock some of their classic old school cool historic vehicles. It is aligned with the yearly Bathurst Christmas markets and, in doing so, offers access to a wider array of visitors to both niche events. I saw plenty of the general public taking the time to wander in the field among the trucks. I heard many admitting their admiration for how clean and shiny the trucks were. And I also tailed more than a few trucking shirts as they sauntered through the markets, picking up crystals and coffee, or enjoying some authentic Thai food, then browsing for the hundred odd things they didn’t know they needed until they purchased them. It is this mix of cultures, along with the variety of trucks on display, that continues to track my butt down here every year – it is a fantastic show. However, after such an epically cool October adventure, was there any way my November Nirvana, the Dane Ballinger Memorial Truck Show, could
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Opposite page: The historic section of the Dane Ballanger Memorial Truck Show is really starting to find its own now. Added a couple of years ago to the event, it is bringing in some pretty impressive old rides and looks to be growing in popularity; The 2025 Dane Ballinger Memorial Truck Show hit record numbers and maintained its extremely high standard Clockwise from top: The Ballinger Transport fleet holding their own with an amazing display at this year’s event; The Schaeffer’s crew doing what they do best – adding the shine; There were trucks covering nearly every era in Australia’s trucking history at this year’s event; Garry McKinlay and his son Rod rocked up with this incredible 1987 Ford LTL. The truck is a rolling tribute to Garry wife’s and Rod’s Mum who passed away five years ago; One of the biggest smiles of the day came from young Jack McAllister, alongside his personal favourite – D A Campbell’s ‘Boogie Nights’
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“As you may know, Bathurst is not a town on the direct freight route for many trucks and it takes a lot of camaraderie and support to get a lot of these guys in for the show and cleaned up.”
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compete with one of the best Bathurst 1000s we have seen? Short answer – hell yes. This year’s Dane Ballinger Memorial Truck Show raised the bar once again. It is a small town show, building a big town reputation and a lot of the credit needs to fall on the shoulders of Debbie Campbell and Haylie Osborne from Designer Events in Bathurst. These two lovely ladies are the backbone of the entire event, combining the Truck Show and Markets, as well as a Sunday swap meet into an action-packed weekend. This year I chose to get into town a day or so before the show so I could catch up with these ladies and get a feel for the town, pre-show day. Getting a feel for the town was easy – there’s only a couple of industrial areas and not a lot of places to hide, which means a lot of the local transport companies that get in behind the show are more than willing to help out those looking for a hose and a quiet place to polish. As you may know, Bathurst is not a town on the direct freight route for many trucks and it takes a lot of camaraderie and support to get a lot of these guys in for the show and cleaned up. I spent the Friday before staging touring around
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the town, witnessing the kind of teamwork that has made our industry what it is. Local companies opening up the wash bays to guys that had travelled extensively just to attend and support this show. Trucks from Brisbane, Canberra, Tasmania and many other areas make their own pilgrimage to be part of this event and this year even more so. I was unable to pin Debbie down at all with her pre-show workload, but was able to interrupt Haylie long enough to learn that by Thursday they had already set a new record for pre-registrations with 183 trucks. By the time the show opened on Saturday, however, the official Truck Show entrants had peaked at 186, with more than a dozen other trucks on ground, bringing the cumulative tally to just over 200 trucks. Officially the show starts on Saturday morning, however Friday night at the showgrounds is the place to be. Around 4pm the trucks start rolling in, staging up and putting the pressure on the Picasso of Parking, Jamie Woods, once again. If you recall last year, I did heap a fair bit of praise on the Brisbane based transport operator, acknowledging his skills at parking so many
Clockwise from top: Another couple of the hard-working D A Campbell cleaning crew, the young fellas did a fantastic job of detailing the fleet; Another of the regulars to the Dane Ballinger Memorial Truck Show is local Bathurst company Ball Transport. I managed to snag a few of the crew for a quick team photo; The Raygal fleet always looks impressive – this year the boss man Raymond Galea brought along his 1992 Kenworth 900 Classic show truck to wow the crowds; One of the biggest advocates for our industry at the moment is the very talented Trucking with CJ, who was at the event for the first time this year and proudly sharing her new kids book ‘Is that my Aunty?’; There is just something about the Lawrence Transport trucks – the styling, the colours, they just work Opposite page, clockwise from top left: I am really surprised that Billy Rice hasn’t actually polished his stunning 9-oh away. The young man keeps this rig in pristine condition and show day was no exception; Darren Pace with his monster Mack Metro-Liner. This big agi was designed to go working out in the bush – not sure what the open road ride would be like, but it definitely won’t be getting itself stuck off road; For as long as I have been attending, I have run into Jess Baker, owner and operator of All Go Express, and each year her hard working little UD has fronted up and caught my eye. Hence, I couldn’t not get another photo; Winston Express Haulage out of Sydney always rock up with an impressive fleet, including this T659 in Mainfreight colours
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Clockwise from top: Mr Taylor was under constant constraint as people flocked to his truck, some there to admire the rig, some to admire the load. There was something for every automotive fan; Garry Kennedy from Kennedy trailers, alongside driver Troy Rankin and owner of Rodwell Loggin, Peter Rodwell. These guys were on hand displaying the impressive new A-double logging jinker that has just hit the road down in the ACT; The Dane Ballinger Memorial Truck Show is all about family and that stretches all the way to cleaning as well. Joe Grima from JDN Transport dragged his wife Mary along to help with the detailing; A couple of the biggest on show were the Thompsons Heavy Haulage Super-Liner and C509. The two responsible for this display and keeping them looking impressive were Jody Mudgee and Issy Nolan Opposite page, clockwise from top: The thoughts of the entire trucking community and those around Bathurst go out to Mekaela and family who sadly lost young Kurt not long after the show this year. Kurt, seen here with his family in tow, will be sorely missed. A GoFundMe page has been set up by Kurt’s sister Kaitlan Weal to help the family out; I caught Montana McSweeny and Harriot Pattarson taking a quick few minutes off during their stint manning the All American Custom Chrome Merchandise trailer; Another fresh ride at this year’s event was this impressive T909 of MHE from Gundagai. Bridie Stafford and Brock White did a fantastic job preparing it for the show; Joseph Corte and the stunning SAR Legend that swept the competition and picked up the Dane Ballinger Memorial Truck Show ‘Truck of the Show’ for 2025
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trucks with such precision and with little to no heads up as to what and when it will arrive. Yes, this year he forced me to bring a drone in order to assist with his overview, but he still handled the situation impressively. As the light started to drop, the traffic into the grounds seemed to increase. Combatting a water truck that seemed hellbent on stirring up the polishers and limited holding areas, Jamie once again did a fantastic job. I pulled the pin after the D A Campbell fleet rolled in, but Jamie was still directing traffic until around 3am. As I rocked up fresh as a daisy at 7am on show day, I was in awe of the rigs that had rolled in through the night. Dean Campbell’s fleet of outstanding Kenworths were pride of place. There was also all the other regulars, like the incredible Lawrence Transport team from Sydney, Bathurst-based Cranstons Transport, the always popular Raygal tippers and, of course, the 2023 and 2024 winner – Adrian Fenech’s stunning K200 Kenworth, just to mention a few. There were also a lot of first timers rocking up this year as well. Scott Taylor of Scott Taylor Motorsport rolled in with his incredible 900 Legend and an eye-catching load of classic race cars and a cool as hell old International and spread axle trailer. I am not being biased when I trumpet this truck – young Sam Ballinger agreed and selected Scott’s ride for the coveted Sam’s Choice award, hence it wasn’t just me that appreciated how cool the rig was. There were several new classics added to the historic section of the show, and some different set ups as well –
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just check out the 10-wheeler agi with the beach ball tyres. What was particularly cool this year, however, was the story behind this year’s Truck of the Show – well more the driver, Joseph Corte. Not only did Joey pick up Truck of the Show with the Kenworth SAR Legend that he drives for the family company JDN Transport, he also picked up Best Kenworth, Best Traditional Paint and Signage, Best Pantech up to 2021, Best Modern Art and Best Interstate 2022-2025. That horde of awards still isn’t what I found the best part of Joey’s story – it is more the legacy and progression behind Joey’s Truck of the Show award. As I mentioned, this show is a lock every year for me and over the years I have been covering it, I am pretty sure I have managed to capture a shot of Joey cleaning every single time. Each year, however, it has been in a larger ride. Joey’s license progression has been documented via the Dane Ballinger Memorial Truck Show. His step up in license class is verified by the size of the truck I would catch him cleaning each year, culminating in a well-deserved Truck of the Show performance for 2025. All in all, it is fair to say once again that this show has knocked it out of the park. If you only came to appreciate how immaculate Dean Campbell’s fleet is alone, you would leave satisfied. But add in the plethora of outstanding rigs, the incredibly diverse Christmas markets and even the chance to ride a camel, you can’t go wrong with the Dane Ballinger Memorial Truck Show. Lock it in for November 2026.
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“But add in the plethora of outstanding rigs, the incredibly diverse Christmas markets and even the chance to ride a camel, you can’t go wrong with the Dane Ballinger Memorial Truck Show.”
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NRFA Glyn Castanelli
Safe and sustainable NRFA president Glyn Castanelli is looking at how the industry will be made safer and more sustainable in 2026 through legislative reforms and the NRFA’s national conference
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Image: shubas/stock.adobe.com
s we start this year, it’s clear that 2026 will be one of the most important years for our industry in a long time. The Heavy Vehicle National Law reforms are moving closer to implementation, fatigue management is shifting into a more modern, flexible framework, and mass and dimension limits are finally catching up with the realities of today’s equipment. For many in the industry, this has created uncertainty, and in some cases, unnecessary panic. But for those prepared to understand what is actually changing, 2026 represents something far more important: an opportunity to build a safer, more sustainable and more viable industry for drivers, owner-drivers and small fleet operators. That is why the NRFA will be hosting our national conference on Saturday February 21 in Wollongong, and why I want every member, every driver and every small operator who can make it to be in the room. This year’s theme ‘Safe, Sustainable & Viable’ isn’t just a tagline. It’s the direction the industry must take if we want a future where businesses can survive, drivers can thrive and the law supports real-world operations rather than complicating them. At the conference we’ll be unpacking exactly what the HVNL reforms mean, what will change in practice and how operators can position themselves to run better, safer and more resilient businesses from 2026 onward. A lot has been said about the new fatigue framework, much of it based on headline reactions rather than a proper reading of the facts. The truth is this: fatigue management is not being made more complicated. It is being made more
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flexible for the operators who need flexibility. The Alternative Compliance Hours model will allow businesses to design fatigue systems that match their work, provided they have a basic Safety Management System in place. For those who prefer the simplicity of the current BFM structure, the regulator has already indicated it will provide straightforward templates so small operators and ownerdrivers can keep using familiar hours without extra burden. Rather than making fatigue harder, the reforms finally give operators a choice in how they manage it. On the mass and dimension front, the uplift of the General Mass Limit to align with today’s CML levels is a long-overdue productivity improvement for the entire industry. For owner-drivers and small operators who have never had the need or the desire to join mass accreditation, this increase alone is a practical benefit that will put money back into people’s pockets. Likewise, the increase of general access vehicle length from 19 to 20 metres brings us into line with modern equipment and removes an outdated constraint that has frustrated longdistance operators for years. These are meaningful improvements that apply to everyone, whether accredited or not. A big topic of discussion has been ‘fitness to drive’. The reforms don’t create new concepts here – police and the NHVR have always had the ability to intervene if a driver is clearly unfit. What the reforms do is clarify and modernise the framework, and importantly, strengthen the expectation that drivers must be able to declare themselves unfit without fear of reprisal. For too long, drivers have felt pressured to keep going when they know
GLYN CASTANELLI is the president of the NRFA
“The industry is changing, and 2026 will mark a major shift.”
they shouldn’t. The new standards make it clear that operators, especially those who choose accreditation, must have systems in place that support drivers who speak up. This is a practical safety benefit for the people behind the wheel. For owner-drivers, the reforms are minimal and mostly positive. You don’t need accreditation unless you want it, you gain increased mass limits and the general duties you comply with today remain the same tomorrow. For small fleet operators who choose accreditation, the reforms move toward one consolidated safety system instead of separate manuals for fatigue, mass, maintenance and CoR. The new National Audit Standard will provide consistency, independence and better audit quality a big improvement over the patchwork model the industry has put up with for too long. There have been some loud claims from parts of the industry that the reforms are dangerous, unfair or unworkable. The NRFA does not share that view. Many of those criticisms have come from organisations that did not engage in the consultation process and have not reviewed the documents in detail. The NRFA will never run on fear or misinformation. Our responsibility is to read the law, understand the implications and advocate for practical solutions that work for drivers and small operators. And that is exactly what we’re doing. At the conference in Wollongong, we’ll be taking members through the practical steps needed to operate successfully under the new framework. We’ll be talking about business viability, safe scheduling, driver support, mental and physical wellbeing and how to build systems that are simple, cost-effective and scalable, because sustainability is not just an environmental or regulatory concept. In our industry, sustainability means you can run a business without drowning in paperwork, without burning yourself out and without being priced out of the market. Sustainable means simple, efficient processes. It means operators who understand their numbers. And it means a skilled, supported workforce. This year, we will also be launching something I’m extremely proud of: the NRFA Driver Mentor Program. This program will connect new drivers with experienced professionals who can guide them, answer questions and help them develop safely and confidently. At a time when the industry is desperate for skilled drivers, we must invest in mentoring and practical knowledge, not shortcut training or rushed licencing. The best drivers in this country were taught by other drivers, and it’s time we formalised that tradition. The industry is changing, and 2026 will mark a major shift. Some people fear change. But the truth is you can’t get a safer, more flexible, more professional industry without changing something. The reforms ahead are measured, sensible and mostly beneficial, and with the right preparation, they will help build a future that is safer, more sustainable and more viable for everyone. That future starts with being in the room on Saturday February 21. To secure your seat head to www.nrfa.com.au to secure your ticket – starting at just $70, it is the best money you will spend. I look forward to seeing you in Wollongong.
ownerdriver.com.au
17/12/2025 9:26 am
POLITICS Senator Glenn Sterle
Finishing strong Senator Glenn Sterle reflects on recent landmark heavy vehicle rest area funding and what it means for the industry in 2026 and beyond
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am proud to have ended 2025 on a strong note, with the Albanese government showing that we’re focused on making life safer and easier for truckies. Anyone who’s spent hours on the road knows how important it is to have a safe, convenient place to stop. This important work is about giving truckies the proper facilities they deserve. The Heavy Vehicle Rest Area initiative is a major 10-year, $140 million commitment to build new rest areas, such as the one recently opened in Mukinbudin in WA, and upgrading the ones that already exist, like the work happening on the rest
area on the Warrego Highway near Roma in Queensland. To date, $49.9 million in Australian government funding has been committed towards 31 projects. The new stops and upgrades are a joint effort with state, territory and local governments, all working together to fix the shortage of decent spots for truckies to pull over, rest up and keep going safely. On top of that, we’re backing more projects under the Heavy Vehicle Safety Initiative to deliver practical safety improvements. In 2025, 12 new Heavy Vehicle Safety Initiative projects were announced, focusing on things that genuinely help, such as
SENATOR GLENN STERLE is a current Labor Senator for Western Australia in Australia’s Federal Parliament. He is also the Duty Labor Senator for the Federal Electorates of Durack and O’Connor and has experience as a transport operator
better training, smarter technology and safer ways to manage the challenges we face out on the road. We’ve invested more than $45 million into 181 projects like these, with a new round opening this year. Trucking is the lifeblood of the Australian economy and way of life. With our road freight expected to grow by 77 per cent between 2020 and 2050, we need to get these improvements right. That’s why these programs are being delivered in collaboration with the industry. Truckies, operators and safety experts are all having their say, making sure the money goes where it’s needed. It’s all about safer roads, better facilities and giving truckies the respect and support they deserve.
“This important work is about giving truckies the proper facilities they deserve.”
Supporting mental health and physical wellbeing in the transport, warehousing and logistics industries Sign up for our newsletter Attend a Road Show event Download the App
www.healthyheads.org.au
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Image: Prime Creative Media
events
OPEN FOR BUSINESS
Nominations have now officially opened for next year’s Endeavour Awards to celebrate leading manufacturers across various industries, including transport
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ominations are now open for the 2026 Endeavour Awards, Australia’s premier celebration of excellence and innovation in manufacturing. Presented annually by Manufacturers’ Monthly, and held in collaboration with Australian Manufacturing Week, the Endeavour Awards honour the achievements of individuals and organisations who are driving Australian manufacturing forward. The annual gala dinner will take place on May 13, 2026, during Australian Manufacturing Week at the Westin Brisbane. Recognised as the manufacturing industry’s night of nights, the Endeavour Awards bring together leaders, innovators and rising stars to celebrate success, share stories and connect with peers shaping the future of Australian manufacturing.
Awards will be presented across the following categories: • Advanced Manufacturing Excellence Award
Celebrates outstanding achievement in precision engineering, automation or digital manufacturing technologies.
• Innovation in Aerospace
Celebrating advancements in aerospace technology, this category is for companies driving innovation in aircraft, space and defence aircraft manufacturing.
• Innovation in Health Technology
Recognising technologies that improve healthcare and medical manufacturing.
• Innovation in Food & Beverage Manufacturing
Recognising advancements that enhance food
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and beverage production, this category is open to businesses developing innovative processing, packaging, automation or sustainability solutions for the industry.
• Innovation in Transport
Highlighting innovation in transport, this category is for businesses enhancing vehicle manufacturing, public transport or sustainable mobility solutions.
• Outstanding Start-Up Award
Recognising an Australian manufacturing startup that has introduced a new product to market, filling a market gap.
winners of the other Awards categories. This category is not open for nomination. For the first time in the event’s history, the Endeavour Awards will also feature a new Advanced Manufacturing Excellence Award, celebrating outstanding achievement in precision engineering, automation or digital manufacturing technologies. The awards will also feature two other new awards including the Rising Star of the Year Award, recognising an emerging leader who has demonstrated exceptional talent, innovation and commitment within Australia’s manufacturing
“RECOGNISED AS THE MANUFACTURING INDUSTRY’S NIGHT OF NIGHTS, THE ENDEAVOUR AWARDS BRING TOGETHER LEADERS, INNOVATORS, AND RISING STARS TO CELEBRATE SUCCESS, SHARE STORIES, AND CONNECT WITH PEERS SHAPING THE FUTURE OF AUSTRALIAN MANUFACTURING.” • Leader of the Year – Sponsored by BDO Australia
A leader who holds a senior person (executive, manager, director or equivalent) in a private, not-for-profit or government organisation who has effectively shaped their business’ success, delivered financial growth, significantly and positively impacted the business’ culture and championed the industry widely.
• Manufacturer of the Year – Sponsored by Weld Australia
Manufacturer of the Year is chosen from the
industry in the early stages of their careers (under 30 years of age) and the Excellence in Sustainability Award, celebrating a manufacturing business that has demonstrated leadership and innovation in environmental sustainability. Companies and individuals from across the sector are invited to submit their nominations and showcase the projects, technologies and people making an impact on the industry’s growth and resilience. Nominations are now open. Click here to visit the website to learn more and submit your entry.
ownerdriver.com.au
17/12/2025 9:27 am
EYES ON THE ROAD Rod Hannifey
Review rort Rod Hannifey slams the finer details of the HVNL review and what it means for the members of the industry that matter most – the drivers
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actually listened to any of us before. But why is it that they took over eight years and then gave us less than a month to respond to the most recent “call for comment”? Is that consultation? No it is not! Why is the consultation period immediately before Christmas when many are f lat out trying to survive and make it to the new year? I was told this consultation was really about legal compliance, points of law and that the legislation was done and dusted. It has passed the Queensland Parliament, so is that then the case? But after the concerns raised over the ‘fitness to drive’ law, yes it has been confirmed that part was true, it will only be used in court proceedings, not on the side of the road, I looked at the consultation page. It was just after midnight on the last day of submissions. On December 1, the NTC page said there were no submissions. Then later that night, the submission box for this was gone. I made a submission which was accepted, I believe the some of the associations did and know of one that emailed directly. The questions were, has the review achieved its aims? It was late and I was tired and could not reply to all, nor did I have the time to do a full review, but I did have a Image: Scott Donkin/stock.adobe.com
oodaye all and welcome to 2026. The HVNL review took too long, cost too much and did not deliver what it could have. There may well be some good points and, for those who have weeks to read and then digest it all, those things may be crystal clear and worth some of the time and money spent. Who is the biggest group affected by the HVNL? Drivers. So can anyone at all show me one thing from the review, and then the review of the review, that made the job of drivers better, safer or easier? Yes, a couple of fines were removed, but most went up. Yes, there may be some light at the end of the tunnel, but in telling us there will be room for some changes in further minor reviews, does that give any of you confidence, based on where we got to with this review, that we will be listened to? I was one of the few who spent hours and hours responding to the format of 70 pages of reading before you got to answer a question, then another six papers the same and that did not meet my request of making it simple so a driver could explain a problem and suggest a solution. Nowhere near it. So I understand the cynicism of many who said why bother, they never
ROD HANNIFEY, a transport safety advocate, has been involved in raising the profile of the industry, conducting highway truck audits, the Blue Reflector Trial for informal parking bays on the Newell, the ‘Truckies on Road Code’, the national 1800 number for road repairs proposal, and the Better Roadside Rest Areas Group. Rod is the current president of the NRFA. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au
say. I made comments about split rest – it has come into the law as such, but only for emergencies or exceptional circumstances! What if you are just tired, want a nanna nap on the first day back for the week, or get held up loading, (if someone actually complies with COR and then tells you of the delay, instead of rooting you about for hours before actually loading you) but you can pull out of the way and sleep? I also asked why BFM did not become the base level, for those of us who have had it for years and then TFMS before, why should I now have to gain accreditation to get anything above standard hours? Where are the facts, or the justification for this change? And we still don’t know what will be required or available yet. Again, where has this review done one thing to help those most affected by the law? Then, if as stated by some, the driver is not even in the Chain of Responsibility, then what the hell does it do when few above the driver level comply, understand or even recognise they are in it and so few have been brought to the courts under it – does it do anything at all? I have said it is a marvelous concept, but the driver still bears the brunt. Then there is the 14-day rule. I have already spoken with the NTC – they said it’s not up to them with the new rules that will come in next year, and to talk to the NHVR. I am waiting for a reply to discuss. My mate Josh got stung by it, as have I in the past. It is not 14 days then start again, it is after every major break, so in my EWD, it is running 13 different periods. You can have hours left in the day, the week or the fortnight, but because of what you did two weeks ago, you can be forced to have a 24-hour break before you might make it home. What has what you did two weeks ago have to do with your fatigue then? This is the only drawback I have found with using an EWD and I will be asking for a 12-hour window to get home. We have f lexibility in the first week of the fortnight with the 84-hour rule (though many say TFMS was better, allowing you to work 12 days if needed and then have two off, good for the Perth and Darwin runners and what we will have in the ‘new’ rules) but there is no f lexibility at the end of the second week. So will this be a year of change, will it be good or bad and will we be listened to at all? That will depend on whether some of you will make an effort, or will far too many sit back and accept and then whinge about it for another year? What can we do? Have a ‘trucking’ good 2026 if you can. Safe travelling.
“This is the only drawback I have found with using an EWD and I will be asking for a 12-hour window to get home.” ownerdriver.com.au
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Image: oneinchpunch/stock.adobe.com
Rocking the Roads Simon Smith
Steeped in summer
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songwriter Janis Joplin was born, going on to become one of the most iconic and successful rock performers of her era.
1947: Synonymous music icon David Bowie was born on January 8, 1947, rising to become one of the most popular musicians in recent history.
1959: On this day, Paul Hester was born. As drummer for the band Splitz Enz from 1983 through to 1984, he then became a co-founding member and drummer of Crowded House. JANUARY 14 1969: American musician Dave
Grohl was born on this day, with Grohl going on to be a key part of Nirvana in the ‘90s before fronting Foo Fighters to this day.
Jamieson was born on this day. Going on to be a founding member and singer-guitarist for rock band Grinspoon, Jamieson became an iconic member of Australia’s rock music history.
JANUARY 19 1943: Famous American singer-
January’s rock music history dates, both in Australia and from a global perspective, span some of the largest artists and moments here’s nothing quite like Aussie rock music in January. The sun is shining, the weather is warm and the beers are cold. Pumping some Aussie rock at this time, with the cricket and tennis on, feels like pure bliss. This means January is steeped in Australian rock music history, from momentous milestones to brilliant birthdays and recognising those who have shaped the industry into what it is today. Enjoy these key events that have shaped the Aussie and international rock music scene from the month of January from the Australian Truck Radio Rock’N’Roll Diary:
JANUARY 17 1977: Australian musician Phil
JANUARY 20 1949: In more international rock
milestones, Thin Lizzy’s frontman Phil Lynott was born on this day, going on to sing popular songs like ‘Dancing in the Moonlight’ and ‘The Boys are Back in Town’.
JANUARY 28 1956: Australian rock icon Jimmy
SIMON SMITH is the manager and producer of Australian Truck Radio. He has been in the radio game for 44 years and has been customising playlists for truckies for at least 20 of those. For great tunes 24 hours a day, 7 days a week, download the digital app for your phone at www. australiantruckradio.com.au
“The Beatles heading to the top of their Apple Studios building near Hyde Park to play a spontaneous Rooftop Concert that became their final complete live performance.”
Barnes was born in Glasgow on this day. His career as both a solar performer and as the frontman of Cold Chisel has made him one of the most popular and best-selling Aussie music artists of all time.
JANUARY 29 1953: Colin Hay was born in the UK on
this day before going on to be the lead vocalist and sole continuous member of Men at Work. He also flourished as a solo artist before joining Ringo Starr & His All-Starr Band.
JANUARY 30 1951: The multi-faceted Phil Collins was born on this day, renowned as one of the great drummers and vocalists to exist.
1969: It was freezing in London, but
that didn’t stop The Beatles heading to the top of their Apple Studios building near Hyde Park to play a spontaneous Rooftop Concert that became their final complete live performance.
JANUARY 2 1957: Australian musician and singer-
songwriter Dave Graney was born on this day. Since 1978, Graney has collaborated with drummer-multi instrumentalist Clare Moore, and is known for being part of The Moodists, as well as Coral Snakes.
JANUARY 4 1947: One of Australia’s great rock
JANUARY 6 1946: Born as Ronald Belford Scott, the
second AC/DC lead singer was born on this day in Forfar, Angus in Scotland. In just 33 years, Scott rose to prominence as the figurehead of the iconic Aussie rock band.
JANUARY 8 1935: The King of Rock was born on this
day, with many still recognising Elvis Presley’s birthday on January 8 every year.
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Image: Lenscap50/stock.adobe.com
icons in Doc Neeson was born on this day. Born in Belfast, Northern Island, Neeson was the front man for hard rock band The Angels from February 1976 to 1999.
ownerdriver.com.au
17/12/2025 9:28 am
WHAT’S ON upcoming events
Get ready for more fun at the 2026 Tooradin Tractor Pull and Truck Show. Image: Warren Aitken
TOORADIN TRACTOR PULL AND TRUCK SHOW January 17
RUTTER PARK RESERVE, TOORADIN, VIC An annual event since 1998, the Tooradin Tractor Pull and Truck Show returns. Gates open at 10am, with the main event taking place at 3pm. This non-profit event is run by a committee of locals, with all proceeds going back into local clubs, schools and various charities. As well as the vintage tractor pull and truck display, there will be amusements, catering and more.
TWIN CITY’S SHOW N SHINE CONVOY FOR KIDS January 18
ALBURY SHOWGROUNDS, NSW The Convoy starts at the Barnawartha BP and finishes at the Albury Showgrounds. Almost 300 trucks took part in the convoy at the last event, travelling the Hume in support of Country Hope, which raises money for kids with cancer and other life threatening illnesses. Following the Convoy, there will be a Show N Shine where trucks, cars and bikes go head to head across a range of categories. Organisers are hoping to make the convoy even bigger and better in 2026 by getting more trucks involved, with a goal of raising $100,000 for Country Hope.
DARNUM HERITAGE DISPLAY February 6
DARNUM HISTORICAL COMPLEX GROUNDS, VIC There’s been a change of venue! The ‘Heritage Vehicle and Machinery Display’ is now the ‘Darnum Heritage Display’. The committee decided has moved the event to the Darnum Historical Complex Grounds in Darnum. This will be on the same first weekend in February – 7 and 8, 2026. This venue is less than one kilometre from the Princes Freeway in Darnum. The change of venue has meant a change of name to reflect this, so it will now be called – ‘The Darnum Heritage Display’. This event will be bigger, better, and easier to move around than previously.
NRFA ANNUAL CONFERENCE February 21
WOLLONGONG, NSW
The NRFA Annual Conference will feature a program that’s jam-packed with industry updates from a variety of key speakers. Connect with industry experts, learn about the latest transport trends, and gain valuable knowledge to advance your career!
SCENIC RIM TRUCK SHOW May 30
JIMBOOMBA, QLD
Come along to the Scenic Rim Truck Show, where passion for trucking meets the power of community! Held annually in the breathtaking Jimboomba area, this event is more than just a showcase of incredible trucks – it’s a chance to make a difference. The show features a stunning array of trucks, from state-of-the-art haulers to timeless classics, each with its own story to tell.
To have an event listed free, phone 0421 299 963 or e-mail sean.mortell@primecreative.com.au
ownerdriver.com.au
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truck sales
SLOWING MARKET T
he truck sales market is continuing to slow in Australia, with November’s sales numbers showing a steady decline in new vehicle sales in the local market. The latest Truck Industry Council (TIC) T-Mark truck sales data for November has seen 3,810 new sales made, down from the 3,921 recorded in November.
Total trucks
Out of all truck sales in November, nearly 1,000 of the 3,810 sales made went to Isuzu. The imperious November display saw Isuzu’s year-to-date sales shoot past 11,000 to sit comfortably atop the local truck market leaderboard. Behind Isuzu in November was Hino with its 466 sales, while Fuso (309) and Kenworth (301) fought it out for third. Volvo was next best with the 198 sales, staying comfortably ahead of IVECO (127), Scania (113) and Mercedes-Benz (112). From there, Fiat (86), DAF (76) and Mack (60) followed in a spaced out market.
Heavy duty
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0
HD HEAVY DUTY TRUCK SALES NOVEMBER 2025 350 300 250 200 150 100 50 Foton Mobility
Freightliner
Dennis Eagle
MAN
Western Star
UD Trucks
Iveco
Fuso
Mack
0 Mercedes-Benz
Above: The local truck sales market once again had a slower month
The van market maintained its consistency, with October’s 855 sales being supported by a further 840 in November. It was a tight finish between brands, as LDV claimed the win with 188 sales compared to Mercedes-Benz’s 187. Ford was narrowly behind with its 160 sales, while Renault also reached three figures with 128 sales. Fiat (72), Volkswagen (58) and IVECO (46) all maintained their solid numbers, while Peugeot recorded the sole sale.
200
DAF
Vans
400
Hino
The light duty market also experienced a drop in November, with the month’s 1,263 sales coming in behind October’s 1,353. Isuzu was again the leader courtesy of its slightly lower 559 sales, with Hino once again in second spot with 270. Fuso rounded out the top three with 173 sales, with Fiat (86) and IVECO (76) competing for fourth place. Behind them was Mercedes-Benz with 53 sales, while Foton Mobility (21) and Renault (13) were the only other brands to record double digits.
600
Scania
Light duty
800
Isuzu
The medium duty market continued to be the slowest one in the current truck scene, with there being only 464 sales recorded in November. It maintains a consistent drop in sales, finishing behind September’s 508 sales and October’s 487. Leading the way was Isuzu with its 238 sales, while Hino secured a clear second with 121 sales ahead of Fuso’s 77. From there, the final 28 vehicle sales in the segment were distributed across five brands, with MAN (12) the only one to finish with double figures.
1000
Volvo
Medium duty
TOTAL TRUCK & VAN DELIVERIES NOVEMBER 2025
Isuzu Hino Fuso Kenworth Volvo Iveco Mercedes-Benz Scania Fiat Mack DAF UD Trucks Renault MAN Hyundai Western Star Freightliner LDV Volkswagen Dennis Eagle Foton Mobility Ford Mercedes-Benz Vans LDV Vans Ford Vans Renault Vans Fiat Vans Volkswagen Vans Iveco Vans Peugeot Vans
Despite the overall drop in truck sales in November, the heavy duty market slowly increased on the October numbers as 1,243 sales were made compared to 1,226 in October. Kenworth continued to top the charts in the segment with 301 sales made, while Volvo maintained second spot (198) ahead of Isuzu (172). Scania confirmed fourth with 113 sales, with there being daylight to the next best in Hino and DAF with 75 sales apiece. Mack (60) finished just ahead of Fuso (59) and MercedesBenz (57), while IVECO (46), UD Trucks (37), Western Star (20) and MAN (17) came in just in front of the final contributors in Dennis Eagle (seven) and Freightliner (six).
Kenworth
The truck sales market is once again in decline as a slower month of sales showcases an overall industry cooling
ownerdriver.com.au
17/12/2025 9:36 am
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• A truck full of hair just crashed. What was the cause? I don’t know, but police are still combing the area. • What do dumpster trucks eat for dinner? Junk food. • What do you call a truck full of bison? A buffa-load.
SUMMER FUN
We’re already into a new year, with the sun out shining and 2026 promising plenty of hope. For those traversing Australia’s highways and visiting roadhouses this summer, here’s some good gags to pass on.
Now, if you get some spare time this summer, heading to
Image: William/stock.adobe.com
Let’s start off with some simple truckie ones: • What did the trailer and truck do after they fell in love? They got hitched.
And here’s some just for the summer period in general: • Why are elephants always ready to swim? They’re wearing trunks all the time. • Why is summer camping so hard for people? Because it’s in-tents. • How do you prevent dry skin after swimming? Don’t use a towel. • Why was the vegetable banned from the cruise ship? It was a leek.
Image: Andrew Atkinson/stock.adobe.com
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OWD_396_060-61 No Bull.indd 61
SCAN THE QR CODE or go to www.facebook.com/ownerdriver JANUARY 2026 61
17/12/2025 9:37 am
FOR THE OWNER-DRIVER Frank Black
Fitness to drive Frank Black looks at the HVNL’s fitness to drive laws and discusses when a badge may become a stethoscope in assessing health and fitness
F
or owner-drivers, ‘fitness to drive’ isn’t some abstract legal concept. It’s your body, your head, your bank balance and your truck all bound up in whether you feel safe enough to turn the key. You know when you’re sore, exhausted, stressed or dealing with a health problem. You also know when the mortgage is due and the rate on that load won’t cover time off. Every day you’re juggling those two realities. The law, however, is heading in a different direction. Under the Heavy Vehicle National Law, the way ‘fitness to drive’ is being framed increasingly appears to assume there’s a neat separation: a company that manages risk and a driver who turns up and drives. For owner-drivers, those two people are the same. You’re management, the worker, the operator and the driver. And that’s where the trouble starts. Because in practice, when something goes wrong, the question becomes: what did you, as a business owner, do to protect you, the driver? It’s a strange conversation to have with yourself. But that’s where the road is heading. Out on the highway today, three groups really touch this space. Police worry about road rules, drink and drug driving and anything that poses an immediate safety risk. NHVR inspectors focus on fatigue, work diaries, mass, maintenance and the chain of responsibility. Doctors sit in the background: they do your commercial medicals, they write the reports, they tick the boxes that let you hold a licence. Neither police nor inspectors are doctors, and nobody pretends they are. But they already have the power to stop you in your tracks if they think you’re an immediate danger. If an officer believes you’re too fatigued or too impaired to continue, they can direct you to pull up and stay put. In terms of immediate safety, that’s perfectly reasonable. Nobody seriously argues a dangerously drowsy driver should be waved on to sort it out later. The concern is what happens next. As ‘fitness to drive’ has been broadened to cover sleep apnea, diabetes, mental health, prescription medication and more, the line between genuine medical assessment and roadside impression has started to
62 JANUARY 2026
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blur. It’s one thing to say, “You look exhausted, you’re not driving any further tonight”. It’s another thing entirely to say, “You look crook, here’s a massive fine and a black mark against your name”, all without a medical professional ever entering the picture. Enforcement officers do receive training, but it’s aimed at understanding the law, gathering evidence and spotting obvious impairment. They learn how to apply fatigue rules, how to use approved breath and drug testing devices, and how to identify someone who is clearly unsafe to be behind the wheel. What they are not trained to do is diagnose complex medical conditions or untangle the side-effects of a cocktail of legal medications. They can see you’re unsteady or confused; they cannot tell whether that’s blood sugar, sleep apnea, heart trouble, a new antidepressant or simple exhaustion after weeks of financial and family stress. Yet the more we stretch ‘fitness to drive’ into medical territory, the more power we place in the hands of people who are not medically qualified. That should worry every driver who depends on their licence to put food on the table. Nobody is arguing that unfit drivers should be allowed to continue just because only a doctor can give
FRANK BLACK has been a long distance ownerdriver for more than 30 years. He is a former long-term owner-driver representative on the ATA Council
a definitive view. If an inspector genuinely believes you’re unsafe to drive another kilometre, they should absolutely have the power and the duty to stop you right then and there. Immediate safety must come first. But there’s a clear difference between an urgent safety decision and an officer who is unsure or overzealous and takes the ‘just in case’ approach or worse, where an argument develops and the officer decides to exert their power. If the system wants to go beyond parking the truck for a few hours, if it wants to impose eyewatering fines, trigger licensing action or effectively end a driver’s career, then that decision should rest on more than a hunch at the roadside. We already accept this principle with drink and drug driving. An officer doesn’t just sniff the air and declare you over the limit. They use an approved, calibrated device. They rely on a recognised process. For more serious consequences, there is usually a confirmatory test. The idea is simple: if you’re going to hammer someone based on a technical or biological measure, you use proper tools and proper expertise. Fitness-to-drive decisions on medical grounds should be treated the same way. If an officer suspects there is more going on than ordinary fatigue or a long day, if they think a health condition or medication is making you unsafe, that should trigger a medical process, not a roadside diagnosis. Park the truck if needed. Then arrange for the driver to be assessed by a doctor who understands commercial driving standards, send the report to the courts and make any big decisions with proper evidence on the table. What we cannot afford is a system where a two-day enforcement course, a clipboard and a torch become stand-ins for a medical degree. Owner-drivers sit in a uniquely vulnerable spot in all of this. You carry all the risk: of fatigue, of illness, of financial pressure. You answer for your own scheduling decisions, your own health choices, your own willingness to say no when a job isn’t realistically safe. You don’t have a safety department to hide behind. When an inspector climbs the steps to your cab, the ‘company’ and the ‘driver’ are the same person sitting in the same seat. If the law is going to start issuing big penalties and grounding trucks on health and medical fitness, then a doctor must be part of the process, not an optional extra. Drivers and operators should not have to spend thousands of dollars in courts just to prove we were fit to work and keep our businesses alive. Whatever happened to innocent until proven guilty? As the regime hardens, we should be insisting on a simple principle: roadside officers protect the here and now; medical professionals determine health and fitness. If the government wants to talk seriously about safety, it also has to talk seriously about fairness, due process and the basic idea that you shouldn’t be treated as guilty first and left to fight your way back to innocence later.
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17/12/2025 9:38 am
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ATR 2026 OWD FP.indd 1 OWD_396_062-64_COL_Frank Black.indd 63
9/12/2025 2:55 17/12/2025 9:38 pm am
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