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While the arrival of spring marks the end of winter and the start of warmer weather on the meteorological calendar, for those in the trucking industry, it’s a key to time to learn.
In the time since our last edition went to print the National Road Transport Association (NatRoad) has held its annual conference in Shepparton, the Australian Trucking Association (ATA) hosted its twoday Technical Maintenance Conference at the Melbourne Showgrounds and tech company WHG put on a one-day TechDrive event at Williamstown.
While each event has its own underlying purpose and history, a common theme across all is the opportunity presented to those working with trucks and transport to find out about a range of new products, services and industry initiatives designed to boost productivity, improve safety and simplify everyday working life – be that from behind a desk, a wheel or in the workshop.
The TMC, in particular, presented session after session of informative content ranging from the best ways to secure loads in curtainsider trailers, to the future of approvals for PBS vehicles and steps being taken to make it easier for fleets to get involved.
The buzz word of 2025, AI, has had a pretty good work out at these events too.
The potential for this technology to take thousands of data points, analyse them in a flash, and present targeted responses, curated to suit the needs of the information receiver continues to inspire new products
for every part of the work we do.
For the driver, wearable fatigue monitors, cameras, tyre monitors, weight sensors, braking systems, cruise control, lane control and external proximity sensors all provide real time feedback in the blink of an eye.
In the office, AI is monitoring fleets as they move, identifying maintenance issues, traffic snarls and delivery challenges, before they occur, and providing fleet managers with proactive suggested responses to re-route trucks and ensure communication with clients is swift and effective.
For the workshop, on-board telemetric systems for both trailers and trucks are capturing a constant feed of data, flagging servicing needs, and pointing mechanics in the right direction should an unexpected breakdown occur.
In a broader sense, AI will play its part in the conversion to a cleaner, greener, fleet, particularly when it comes to helping fleets and regulators to understand what the impacts will be when moving towards electric trucks or introducing lower carbon fuel sources.
Our extensive coverage of the NatRoad and TMC conferences touches on a lot of those topics, starting from page 26.
In other highlights for this edition, our Technical Editor Tim Giles has taken a look behind the gates at Mainfreight in Europe, sharing the insights of a success story that started from humble beginnings in New Zealand before expanding into Australia and Europe. It’s a fascinating tale, well told.
I hope you enjoy this edition!
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Transport industry operators and suppliers gathered to expand their technical knowledge at the ATA’s annual Technical and Maintenance Conference (TMC25), held at the Melbourne Showgrounds.
Read how a New Zealand-founded transport company is making a big splash in the dog-eat-dog and lucrative logistics industry of Europe.
Tim Giles considers whether it’s time for Governments to reconsider approaches to calculating and implementing fair and reasonable road user charges for the transport industry.
38
In time for summer, Alemlube introduces its range of industrial fans and mobile evaporative coolers that are perfect for keeping warehouses and workshops cool.
Geotab’s recent purchase of Verizon Connect spells big advances for international markets, including Australia.
A Brisbane-based operator shows how forming strong relationships has stood the test of time over the past 30 years and helped his fleet to keep growing.
MAN has unveiled a new e-truck range in Europe but are the new iterations improvements from the previous models? Will Shiers takes a closer look at the all-new electric trucks.
A Melbourne-based transport company shares how when one door closes another opportunity presents itself, growing from a one-truck operation into a fleet of sleek trucks.
24 SHOGUN WARRIOR
Read how a national transport outfit went for speed and efficiency when it went to expand its fleet and found the answer in the Fuso Shogun.
40 QUESTIONING THE HUMAN FACTOR
National Transport Insurance considers an in-depth traffic report showing a decline in the number of major heavy vehicle incidents can be attributed to human factors.
42 TRUCK ACCESS
Technical expert Bob Woodward has noticed that access to and from depots and warehouses is often skewed, with design anomalies causing truck roll-overs and instability. It’s time to change the designs.
44 LOOK UP AND LEARN
The NHVR is drawing attention to the dangers of over-height trucks colliding with low-level bridges and tunnels.
48 ALL ROADS LEAD TO SHEPPARTON
The NatRoad held its annual conference in Shepparton, drawing strong interest and support from transport operators and suppliers at this grass roots forum.
58 THE FUTURE OF CLEAN FUELS
Governmental funding boosts and initiatives have drawn strong responses from industry peak bodies.
62 GET THE WRAP ON AUSRAP
Austroads has released safety star ratings for Australia’s major arterial roads, as part of its AusRAP service, aiming to pinpoint our worst accident black spots.
70 LOW VOLTAGE SAVIOUR
The Eaton Group has come up with an innovative low-voltage solution that ensures TEBS don’t fail under full braking pressure.
74 AIR SUSPENSION INSTALLATION
Height Control Valves (HCVs) are a vital part of any air suspension system. Hendrickson looks at how problems can arise if technicians are not familiar with their operation or correct installation.
• Supporting drivers for more than 50 years
• Seating – on a higher level
The National Road Transport Association (NatRoad) has welcomed the release of the inaugural International Road Transport Union (IRU) Green Compact Survey Report 2025.
The peak body says the IRU report, which includes data and insights provided from around the world, can help guide the policy direction of a cost-effective and equitable transition to decarbonisation in the Australian road transport industry.
NatRoad CEO, Warren Clark, said the report provides evidence-based data for the first time on how Australia’s progress in decarbonising the industry compares on a global scale, particularly the EU.
“The insights contained in the Green Compact Survey Report give us the opportunity to learn from experiences overseas and get the settings right here so we can achieve the most effective transition to a low carbon future, one that is realistic, achievable and costeffective for Australia’s road transport operators,” said Clark.
“The journey to decarbonising here in Australia must be economically viable for operators who are already dealing with tight margins and uncertainty around costs, and we will continue our calls for governments here to assist with the transition by engaging with the road freight industry and listening to our concerns.”
The NatRoad CEO said one of the key messages to come out of the report is that Australia’s road freight industry is facing similar obstacles as operators around the globe.
“The report reflects what we’re
seeing locally in terms of the barriers holding operators back, in particular the commercial reality of engaging with new technology, the lack of available infrastructure, and the unwillingness of customers to absorb higher costs associated with decarbonising,” he said.
Key findings in the survey report include:
• 71 per cen worried about decarbonisation (82 per cent in Europe).
• 67 per cen aren’t monitoring their carbon emissions, compared to Europe (56 per cent).
It also found that 67 per cent of Australian operators said customers’ unwillingness to cover additional costs was a barrier to decarbonising, as opposed to 58 per cent for Europe.
In Australia, 50 per cent of operators surveyed saw the local infrastructure as not being ready to support new technology, compared to 45 per cent in Europe.
The data revealed that, on average, Australian operators are running older fleets, with half saying their fleet is between 5 and 15 years old.
Only 25 per cent of Australians reported their vehicles were less than five years old, contrasting with Europe where 57 per cent of respondents run vehicles that are five years old or less.
An interesting finding was that 75 per cent of Australian operators said they planned to continue investing in diesel vehicles.
“It’s important to remember emissions reduction can be achieved
with technology and tools we already have. The research data shows us many Australian operators are decarbonising by increasing existing diesel vehicle efficiency,” said Clark.
Clark noted that the NatRoad’s ‘Get Fleet Fit’ program was introduced to help the industry decarbonise and reduce operators’ costs with their current diesel fleets through measures, such as efficient fuel management, maintenance practices, and training drivers to use efficient driving techniques.
NatRoad’s recent advocacy efforts relating to decarbonisation and emissions have included a submission to the Productivity Commission’s inquiry into cheaper, cleaner energy solutions that support policies aimed at increasing supply and lowering prices of low-carbon fuels; and a submission to the government with recommended improvements to the Australian Carbon Credit Unit (ACCU) scheme.
The achievements of individuals and organisations across the freight, logistics, and transport sectors were recognised at the Victorian Transport Association’s (VTA) 35th Australian Freight Industry Awards.
The event celebrated the innovation, leadership, and excellence of a broad range of stakeholders in the sector, with the award winners as follows:
• Personality of the Year (Supported by CMV Truck & Bus) – Hon. Duncan Gay AM.
• Women’s Leadership Award (Supported by Viva Energy Australia) – Mariella Teuira, Peter Sadler Removals & Logistics.
• Emerging Leader Award (Supported by Daimler Truck Australia Pacific) – Jack Di Losa, Cold Xpress.
• Best Practice Safety Award (Supported by Gallagher) – DHL Supply Chain Australia.
• Application of Technology Award (Supported by Transport Certification Australia) –Wettenhalls.
• Investment in People Award (Supported by Logical Staffing Solutions) – Linfox.
• Greenstart Sustainability Award (Supported by NTI) – Brooklyn Recycling Group.
acknowledged the vital roles of freight and logistics in Australia’s progress and prosperity.
“Every day, our industry keeps Australia moving—delivering goods, connecting businesses, and supporting livelihoods. From ports to paddocks, we are the engine room of the economy,” said Anderson.
technology, and their sustainability goals—and they’re proud to showcase that work.”
AFIA Chair Dennis Ryan echoed the importance of recognising excellence and fostering industrywide collaboration.
• Waste & Recycling Business of the Year Award (Supported by RSM Group) – TOMRA Cleanaway. VTA CEO Peter Anderson
“We bring that work front and centre to celebrate the people and organisations who go above and beyond. These awards honour not just success, but the spirit of innovation and resilience that defines our sector.
“It’s clear that organisations are investing in their people, their
“For 35 years, these awards have celebrated the individuals and organisations who lead by example and push our industry forward,” said Ryan.
“Strong industry associations like the VTA provide a trusted platform for collaboration, where operators, suppliers, and regulators come together to solve shared challenges and influence meaningful change.”
AAPKA24
Robert Reiter has been appointed to the role of President, Global Forwarding.
Reiter joined Toll, as part of its growth strategy, from his most recent role as CEO of DHL’s Global Forwarding USA business.
With more than 25 years in freight forwarding, Reiter brings an exceptional depth of industry knowledge developed through leadership positions at leading global supply chain organisations in Europe, North America, and the Asia Pacific.
Reiter holds an Executive Master of Business Administration from the IMD Business School in Switzerland and is based in Singapore.
“We are delighted to welcome Robert as President of our Global Forwarding Division. Robert’s deep industry experience, international perspective, and passion for leading high-performing teams make him the ideal leader for this important growth period at Toll,” said Thomas Knudsen, executive chairman, Toll Group.
“His proven ability to drive transformation and operational excellence will be invaluable as we continue to strengthen our global forwarding capabilities and deliver superior value to our customers.”
Reiter said he was honoured to join Toll Group. “I look forward to working with colleagues and customers across the world to build on this legacy and advance Toll’s position in global freight forwarding.”
Australian logistics provider Qube Holdings has announced the chair of its board will retire from the position on 20 November, with his successor already being named.
Allan Davies departed the company’s board as Qube’s 2025 Annual General Meeting wrapped up on November 20 this year after revealing he won’t seek re-election.
Following a formal chair succession process led by nonexecutive director Jill Hoffmann, the board has chosen John Bevan to succeed Davies as chair with unanimous support.
Davies was a founding director of Qube and was first appointed as director on August 26, 2011, while he was elected chairman on June 23, 2017.
Bevan was appointed as a director of Qube on January 1 this year and brings extensive executive and non-executive experience to the Qube board.
This includes as the former Chief Executive Officer and executive director of Alumina Limited and from a variety of executive and senior management positions over a more than 25-year career with the BOC Group Plc, in Australia, Asia
and the United Kingdom.
Bevan has also previously served as a non-executive director of Alumina Limited, Nuplex Industries, BlueScope Steel Limited and Ansell Limited and was chair of BlueScope Steel Limited from 2015 to 2023 and of Ansell Limited from 2019 to 2023.
He currently serves as a non-executive director of Alcoa Corporation and Balmoral Iron Pty Limited.
“I am honoured to have been elected by my peers to succeed Allan as chair of Qube,” Bevan says.
“Allan leaves a remarkable legacy at Qube, having played a significant role in the development and growth of the business since its inception in 2011. Under Allan’s leadership, Qube has evolved into a highly diversified, multinational business, and a true Australian success story.
“As incoming chair, I look forward to working with the board and management to continue that strong track record of evolution and growth as we strive to keep delivering the exceptional customer service we are known and respected for, and to create value for our shareholders.”
National Transport Insurance (NTI) has launched its new Mobile Plant and Equipment (MPE) Repairer Network to assist operators who use plant machinery.
The new national initiative is focused on getting businesses back to work faster following breakdowns or damage to essential machinery.
It’s particularly valuable for operators who rely on a single, critical piece of equipment.
NTI’s national manager, repairer networks, Adam Craft, said from excavators and dump trucks to dozers and drilling rigs, mobile plant is the backbone of Australia’s construction, civil, mining, and agricultural industries.
“These machines are relied upon by contractors, owner-operators, plant hire businesses, quarry
operators, and farmers,” Adam says.
“We know how critical this equipment is to our customers, so we’ve built a network that prioritises speed, quality, and trust.
“Every repairer in our new MPE Repairer Network has met strict criteria and passed a comprehensive accreditation process. They must have at least a 10-year trading history in the plant and equipment repair industry, demonstrate proven technical capability, and uphold NTI’s customer-first values.
“We’ve handpicked experienced, professional repairers who are not only the best in the business, but who understand the urgency of getting businesses moving again while ongoing training and quality reviews ensure standards are maintained as the network grows.
“These repairers don’t just fix machines, they help get livelihoods back on track.”
The MPE Repairer Network is designed to support a wide range of customers – from pool builders and landscapers to tree loppers and chippers, fencers, earthmovers, and mining operators.
Elphinstone Engineering founder, Graeme Elphinstone, has been inducted into the Shell Rimula National Road Transport Wall of Fame.
The prestigious honour is a testament to Elphinstone’s outstanding contributions, spanning five decades, to Australia’s road transport industry, particularly in heavy vehicle design and safety innovations.
Elphinstone now joins an esteemed group of trucking pioneers and legends whose names adorn the Wall of Fame.
Tasmanian Elphinstone began his career in the early 1970s, where he became renowned as a hands-on problem-solver of transport challenges.
In 1976, he and his brother, Dale, imported and fitted Australia’s first on-vehicle truck weighing system –installing scales on a Tasmanian log truck to accurately measure its load.
This pioneering step revolutionised load management, allowing drivers to know their weight before hitting the highway, and laid the foundation for modern onboard mass monitoring in heavy vehicles.
With Graeme’s help, Tasmanian Pulp and Forest Holdings’ woodchip mill in
Triabunna introduced a groundbreaking “non-payment for overload” policy that removed the incentive for truck drivers to carry overweight loads.
“Vehicle overloading was prevalent. One of the biggest problems for truck operators was accurately estimating the weight of their load,” he recalled of those formative days of onboard scales.
“For the first time, logging transport had entered a new level of professionalism, with far fewer roadside weighbridge violations and drivers finally enjoying ‘peace of mind’ as they now had a legal load.”
By giving drivers real-time weight information, the Elphinstone onboard weighing system helped improve compliance, reduce overloading, and enhance overall road safety.
Over the years, Graeme Elphinstone has led the way with a series of engineering breakthroughs in trailer design, suspension technology, and vehicle configurations.
His ideas, often ahead of their time, have since become industry standards in Australia, significantly improving driver safety, regulatory compliance, and operational efficiency across the
road transport sector.
His company’s design and deployment of folding trailers, multiaxle configurations, such as the tri-axle, and advanced load distribution platforms have been widely adopted across the timber, mining, and bulk haulage sectors.
“I’m truly humbled to be inducted into the Wall of Fame alongside so many legends of the road,” Elphinstone said.
“When I built my first trailer and fitted that first scale system, I never imagined it would lead to this.
“I’ve always just tried to solve problems and make trucks, trailers and transport in general safer and more efficient for everyone.”
Penske Truck Leasing has opened its first stand-alone facility in the Southern Hemisphere, adding a second Melbourne location to its network.
Located in the south-east area of Pakenham, the new location complements the existing Penske Truck Leasing location in the Melbourne suburb of Altona North.
The state-of-the-art Pakenham branch includes three workshop service bays, a wash bay, parts inventory, and a fleet of new trucks available for short- or long-term hire.
“Since launching the Penske Truck Leasing business in Australia in mid-2014, we have steadily grown our footprint to meet market demands,” said Penske Truck Leasing Managing Director, Adrian Beach.
“Strategically positioned near the Princes Freeway, we chose Pakenham to serve our east-side customers who have been driving across town through tunnels and over bridges to pick up a truck or drop one off for service.
“Our new location will be a
huge convenience for them, and it also opens the door to fleets who couldn’t justify making that journey to Altona.
“Pakenham also has a built-in support network, with most of our existing vendors and partners nearby and open for trading. We’re minutes away from key dealerships, parts and tyre suppliers, and even
smash repair shops.”
Offering a varied range of medium- and heavy-duty prime movers, as well as rigids, the Penske Truck Leasing fleet includes MAN, Hino, and Western Star trucks.
Beach said the new Packenham site will enable Penske to provide the right truck at the right time and place.
The National Heavy Vehicle Regulator (NHVR) is urging all operators to review fleet roadworthiness, following the prosecution of a company director who failed to maintain and service a fleet of heavy vehicles, resulting in a fatal collision.
The company director was convicted and fined $42,000 for a category 2 offence under the Heavy Vehicle National Law (HVNL) following the October 2020 death of a truck driver employed by the concrete manufacturing company.
The driver was killed when the truck was unable to manoeuvre a road turn and collided with a tree in South Australia.
A subsequent inspection revealed the truck’s brakes were so deficient that five of the eight wheel brakes, exhaust
brake, service and emergency braking were not operational.
Acting Director of Prosecutions Iain Macdonald said visual inspections were carried out on the company’s remaining fleet following the incident.
“NHVR Safety and Compliance Officers, alongside South Australia Police, inspected the fleet and discovered 21 of the 22 heavy vehicles were defective; 19 of those with major defects which posed a serious safety risk,” Macdonald said.
“As a result of this significant number of defects, a formal investigation was launched and revealed that the company had no effective policies or procedures in place for repairs, service or maintenance of their heavy vehicles.”
Macdonald said the company’s
director failed to implement appropriate maintenance and repair systems to operate safely.
This included the failure to ensure the heavy vehicles were routinely serviced and repair any reported faults.
“Every operator has an obligation under the HVNL to ensure the safety of their transport activities, ensuring their fleet receives regular maintenance inspections and repairs are completed as soon as a fault is detected,” Macdonald said.
The NHVR’s Heavy Vehicle Confidential Reporting Line (HVCRL) is a secure, national service for participants in the heavy vehicle industry and supply chain to report safety issues relating to procedures, practices or conditions that could endanger a driver or road user.
Australasia’s transport scene is dwarfed by the behemothic €450 billionplus European road freight market, featuring large global and European firms competing for a piece of a lucrative freight distribution pie. Tim Giles visited one such leading operator, Mainfreight, based in the Netherlands but with strong connections to the land of the long white cloud, where he met with CEO, Ben Fitts, to find out more on its foray into Europe.
name in New Zealand and Australian transport - Mainfreight.
The distinctive blue Mainfreight logo, in large, bold lettering, adorns the series of warehouses spread across the local landscape, heralding a parade of similarly logoed trucks, hauling trailers to and from the expansive logistics hub.
This was followed by its public listing on the New Zealand stock exchange in 1996 and a push into the US and Asian markets, kicking off in 1999 and reaching its pinnacle in 2007.
The Mainfreight Group now offers logistics solutions across ocean and air freight, road transport and warehousing, on a global basis, utilising 300 branches in 27 countries,
with 11,000 team members.
The freighter’s big step into the European freight industry came with the purchase of the Wim Bosman Group in 2011. This Belgian/Dutch group ran a large logistics operation across Europe, which Mainfreight readily leveraged as the foundation to develop its current continent-wide operations.
The operation in Europe has five cross docks in Belgium and the Netherlands, with additional docks in France, Poland, Romania and the UK.
The ’s-Heerenberg facility runs 275 trucks, but the fleet total in Europe is now over 400 company-owned trucks and the Mainfreight fleet utilises well over 500 drivers to keep the wheels turning.
Although the New Zealand and Australian operations generally utilise owner drivers in Mainfreight-liveried trucks, its focus in Europe has been to use employed drivers in a company owned fleet.
This came about when Mainfreight made its first foray into Europe with the acquisition of the Bosman Group, which primarily used employee drivers – common in the European freight logistics sector.
A major issue affecting Mainfreight’s European operation is that of international border crossings.
Although the EU does aim towards a commonality of regulations across member states, there are many legal requirements to be addressed each time a truck crosses a border.
“Here in the Netherlands, our semitrailers are allowed to weigh 50 tonnes, but three kilometres from here, across the German border it’s 40 tonnes. In
Belgium, it’s 44 tonnes, in Austria, it’s 38 tonnes,” explains Mainfreight Europe CEO, Ben Fitts.
“We have to carefully plan, even if you’re passing through a country as you’re going from the Netherlands through to one of our Romanian branches, for example. You have to load it to the most difficult legislation.
“Then there is other legislation in Europe around cabotage. A foreign truck driver can pick up an international load outside their own country and deliver it in that same country, but they can only do that three times, then they have to do an international load, after seven days.
“So, when a truck is coming from Poland, with goods here in the Netherlands, often it fits better if it then takes a domestic load. Otherwise, there’s too much waiting time for the truck if they have to wait until the next evening for their departure to Poland.”
Mainfreight’s solution? On that same day, they use the truck for domestic run or another international trip.
“You have to keep the time standing still for a truck as low as possible, keeping productivity as high as possible,” says Ben.
Ben sees a major difference between operating a freight business in Europe compared to Australia and New Zealand is the use of technology, particularly drivers’ travel times.
Since 2006, the company has been
dealing with digital tachographs, which have been progressively updated over the years.
“This means that the truck driver here in Europe is controlled and restricted; there is no logbook,” says Ben.
“If you’ve driven four and a half hours, but actually it was four hours and 35 minutes, it’s marked as that by your tachograph, on your personal card.
“This could mean a penalty up to 90 days after it occurs, the data stays on the card for 90 days.”
For Mainfreight Europe, these strict safety-oriented rules mean a decrease in the trucks’ productivity, as the drivers have to be aware of the requirement to find a suitable location to stop and rest.
“It can be difficult to manage, because we have many large retail customers, with time slot bookings, and tight windows within which to deliver. If you’re not on time, you have to rebook and this can cause additional inefficiencies,” Ben explains.
Operating in several countries and locations can be a logistics jigsaw puzzle.
Mainfreight Europe has a domestic fleet based in the Netherlands with Dutch truck registrations, which drive domestically and internationally.
It’s a similar set up out of the Belgian branch.
There is also a fleet based in Poland with Polish licence plates, with a local
Polish team of drivers, that are mainly focused on international trips.
Trucks depart from the cross-dock facilities, and run line haul to different parts of Europe, with international loads. The ‘s-Heerenberg facility is a base for Mainfreight drivers to sleep and refresh.
There is also a Romanian branch, with trucks registered in Romania and a Romanian driver team. These are running line haul between Romania and the Netherlands, Belgium and France, but also all over Europe.
Drivers coming in from Poland and Romania are on a three-week-on, oneweek-off roster. Using this system, four drivers share three trucks, which works well for the company’s Eastern European drivers, who primarily complete international runs.
Dealing with differing international requirements can cause issues, particularly with drivers’ wages differing in each country.
If a truck is driving through Germany, the operating company must pay wages which are in line with the German wage law. This has to be factored into the equation when the teams are pricing. “It’s quite a complex calculation to figure out exactly what it’s going to cost and what to pay the driver,” says Ben.
“Perhaps he was 18 hours in France, and then 10 hours in Germany each with different wage legislation.
“It’s a form of protection for the transport companies in the countries
especially places like Denmark, Norway, the Netherlands and Belgium.”
With its drivers traversing many countries around the EU, Mainfreight Europe needs to ensure it hires the right people for such long trips.
“A lot of effort goes into recruiting the right drivers,” says Ben. “We’re proud of our driver team. They’re our ambassadors on the road and part of the family. When you see our fleet, it’s a modern fleet, it’s well maintained.
“They are on their own for a lot of their working day, but they’re still very much part of the wider team. In the Netherlands, as an example, it’s not easy at all to recruit, but we don’t have a high turnover of drivers.
“We have a lot of ‘Legends’ - 20 years, 30 years, 40 years driving. We have even had two 50-year legends. That would be from the previous company, of course.
“You’ll start off with a young driver,
and through our driver academy. They might start driving a van, and they’ll get the appropriate licence to move on to a bigger truck after that. Eventually, if they have ambition to drive internationally, they’ll work their way up to that.”
Mainfreight Europe’s operations in ’s-Heerenberg has more than 10 per cent of the drivers are female, while the average in the rest of the Netherlands is below two per cent. Ben puts this down to the company’s culture.
“We are more accommodating with flexible working hours that match with home commitments,” he says. “And they tend to be very good, careful and courteous. The job is now less physically demanding which helps.”
With a large driver base and constantly moving trucks, Mainfreight Europe is able to build on this employee flexibility. For example, it has many truck drivers who only want to work four days a week. This means on the fifth working day, the truck can
days a week.
“Those people on two days a week are some of our best drivers,” says Ben.
“We have an award for the Driver of the Year, and we’ve had three female driver winners.
“It’s all about fuel economy, accidents, no damage, no complaints and feedback from our planning team, or customers.”
The fleet also relies upon a workshop of 15 team members, which is complemented by nine employees working on the recruitment and retention of drivers, who are tasked with meeting complex EU rules relating to training, and keeping the drivers’ licences up to date and compliant.
With a large contingent of international drivers, understandably communication is also a major issue to address.
The company’s default, or common, language is English, particularly where team members don’t speak the same language.
However, every truck in the fleet has an onboard computer that will translate text messages from the driver’s native language, say Polish, to the native language of the fleet dispatcher, for example Dutch.
In addition, Mainfreight’s transport management system sees all depots connected with all of its trucks, via telematics.
This way any driver can easily see and access all their logged jobs for each day, via a tablet, or onboard computer. Jobs are also tracked and completed using the same system.
When it comes to updating its fleet, or buying new vehicles or equipment, Mainfreight is proactive in obtaining driver feedback on specifications. For a fleet this size it is important to try to build in as much versatility as possible, as seen by its acquisition of a sliding trailer roof to accommodate crane loading.
The majority of Mainfreight Europe’s trailer fleet – some 90 per cent - is from one brand, with the company using two major truck brands – DAF and MAN.
workshop at the ‘s-Heerenberg facility.
As a result, about 60 to 70 per cent of the fleet can be serviced at the main base.
Its onsite mechanics get comprehensive training from DAF and MAN, while Mainfreight utilise the on-board diagnostics to organise maintenance and ensure spare parts are available.
The use of technology and telematics is embedded in Mainfreight’s core activities - not just for drivers. Its warehousing team employs an inventory reconciliation robot, which can roam in a 52,000 m2 warehouse, so that each night it will go through every aisle and perform an inventory reconciliation.
The robot uses a telescopic boom with multiple cameras, to go along the aisles and photograph each of the barcodes on the pallets to record and reconcile the inventory each day.
The collected data is transferred to the inventory management system, where any mismatches are highlighted and reported to the relevant team for action.
that helps to optimise routes when selecting and collating orders in the warehouse, so as to reduce walk times and enhance accuracy and productivity.
Another early-stage trial innovation is the use of augmented reality glasses, where a warehouse team can scroll through large amounts of inventory data using the glasses.
Ben says Mainfreight has acknowledged the importance of sustainability in its business, spurred on by its corporate customers’ own needs.
“They look to us for the part that we play on that. Sustainability is important to Mainfreight and always has been,” he says.
“Now we help our customers to understand the impact of using Mainfreight is having on their supply chain, in terms of carbon emissions. For example, one of our customers could say, ‘how do we know that we are becoming more efficient and we’re burning less carbon ?’
“Whether it’s moving by ocean freight, air freight, or on the road
European distribution), we can
has been emitted through the course of that freight movement, and that’s available online via our web portal.
“We take that information and report it back to our customers and then sit with the customer and to figure out ways to bring efficiency into that supply chain.”
There are some intermediate steps available to Mainfreight before going to entirely zero emissions, like the use of HVO (hydro treated vegetable oil), which is a key point raised by its customer base.
Ben Fitts said the company’s transition to zero emissions is an inevitable and staged process.
“It will happen, but at this time it’s quite expensive, European truck manufacturers, from this year on, can only produce trucks with 15 per cent lower CO2 emissions,” says Ben.
“There’s a high penalty, and one manufacturer already makes the electric truck cheaper to stimulate you to buy one.
“If you want to buy a 16-litre 670hp engine with a lot of CO2 emissions, you pay a penalty, right with it.
“The prices will go up in the next few years, from 15 per cent it will grow until it’s at 40 per cent or 50 per cent, so you are forced to go to zero.
They will be driving it into the fleet, whether you like it or not.”
Mainfreight is all too aware that a rise of 10 or 20 cents a litre for diesel will be a major impetus towards vehicle electrification, which will be amplified in places like the Netherlands, Germany and Belgium, facing hikes in toll rates from August 2026.
Conversely, zero emission trucks have a zero road toll and Mainfreight knows it has got to be prepared for that.
Like many fleet operators, Mainfreight Europe needs to consider the use of HVO, which is mixed into diesel in depot fuel tanks. As a result, it runs it on every truck.
HVO levels are below five per cent but the levels are rising and new customers are asking for more. The price difference between the current diesel and HVO is between 25 and 45 cents per litre, but customers are now willing to pay more.
“We started working with electric trucks three years ago, with two trucks,” says Ben.
“We bought two distribution trucks, and last year we bought two prime movers, one for line haul and one is doing port operations,
carting containers between the barge terminals here.
“When you look at the technology from three years ago, with the Volvo and now the MAN this year, you see how it’s moving very fast. There’s a big improvement and, on the shorter journeys, you will be able to substitute with electric relatively easily, but it’s those longer distances which are going to be difficult.”
Ben says there is an issue using electric vehicles on the shorter (300 kilometres or less) domestic runs, which account for 75 per cent of the trips.
“The problem is the electricity grid, and, of course, the price of the trucks. We could have 70 per cent of our domestic trucks being electric. However, then we have the grid problem,” he explains.
There is also the logistics issue of equipping each of its facilities with electric charging capabilities.
A survey of its facilities revealed potential deficiencies of power supply capacity, with its main Dutch site not having enough capacity to run most of its distribution trucks on electric.
“There’s a few things we can do in the interim, but it’s a challenge to get
enough electricity at certain times of the day,” says Ben.
“We are working with the electric power providers to understand when their high usage periods are and when they’re not.
“We can be a bit flexible, about when we actually are drawing down electricity. It might be that there’s very little electricity available to us between five and eight o’clock at night, when everyone’s coming home, cooking and turning the TV on and whatever else, the heavy power electricity usage period.
“So that’s not a good time for us to be charging an electric truck. However, between nine and one o’clock in the morning, there’s enough electricity available for us to be able to do it.”
However, there is the prospect of possible light at the end of the tunnel for the company, with a new development for the area slated to be built by 2032.
While the Mainfreight-liveried trucks are a common sight in the Netherlands or Belgium, Mainfreight reckons it is only really just getting started in Europe’s massive transport
landscape. While those two countries are seen as lucrative markets, Ben sees growth coming from moving further into other areas, like the UK, France, Poland and Romania.
As one of the bigger players in Europe, Mainfreight Europe is taking advantage of its well-established footprint, purchasing smaller familyowned companies that are finding it prohibitive to invest in electric vehicles or other alternative power.
“We purchased a company to get started in 2011,” says Ben.
“We’ve grown on our own since, and that’s how we’ve done it all around the world, as Mainfreight.
“Our culture is really important to us, and by purchasing other companies, you risk diluting that culture.
“Acquisitions can bring in added complexities, so our preference is to perform well for our customers, look after our team and if we do that, we’ll keep growing.
“The UK is probably quite a good example, where we had nothing at all in the UK at the start of 2016. Then we opened our first office handling freight coming in and out of the network from around the world.
“Since that point, we’ve opened
two further air and ocean offices. We’ve just got our second warehouse there, and we now have a transport business starting. That’s our organic growth model.”
Ben proudly declares that Mainfreight’s success in the fiercely competitive European market comes down to culture, drawing on its original New Zealand roots.
“There’s a few things, certainly our culture – bottom up with the team making decisions. We promote from within so there’s an exciting and fulfilling career for those that seek it,” Ben says.
“We’re a big business, but we operate, in a lot of ways, like a family business, the team feel like they’re a part of something exciting.”
That approach, Ben says, helps Mainfreight when dealing with customers, who appreciate a personal approach, as well as in its daily operations.
“We have good people in senior roles that have come through the business and can hold a conversation with a customer.
“They’re familiar with the operations because they’ve come through it. That’s really pretty powerful,” Ben says.
Developing an alternative to the current fuel excise/rebate – a Road User Charge – will inevitably happen as the use of alternative fuels and electric power increase over the coming decades. Tim Giles looks at the alternatives and what governments may be planning as a new way of charging trucks to use our highways.
The topic of a road user charge (RUC) has come and gone for the last 25 years, ever since the concept was mooted as part of the negotiations to introduce the Goods and Services Tax (GST).
Now the current fuel tax credit system, which was designed to compensate truck operators for the imposition of GST across all fuel sales, needs to be replaced.
The current charge is based
around the fuel excise paid per litre of diesel, but the new class of low, or zero emission, vehicles is growing in number as the trucking industry starts the very long transition away from fossil fuels.
As a result, trucks using alternative fuels, such as hydrotreated vegetable oil (HVO) - or hydrogen - or electric vehicles (EVs) will not pay the excise.
The last 25 years have seen several initiatives investigating the topic of an
RUC using truck tracking and a mass/ distance/location charge, or something similar. However, all of them were examined and eventually put into the ‘too hard basket’.
Since carbon emission reductions came into the equation in the last few years, and the percentage of EVs began to grow, state and federal governments have floated various ideas about an RUC for all vehicles.
An RUC on all EVs in Victoria
was floated three years ago but was overturned by the High Court as unconstitutional. Since then, the conversations about an RUC have ramped up again, because currently EVs are not paying fuel excise.
Federal Treasurer, Jim Chalmers, speaking at the recent Economic Reform Roundtable in August, put the topic back on the agenda. However, there’s still a lot of conjecture about what form any kind of RUC will take.
The Treasurer was quoted as saying the road user charge being developed with the states will only be applied to EVs and not to those vehicles already paying fuel excise.
An idea about what kind of RUC is going to brought in for trucks, can be found in the RUC the New South Wales government has developed for car EVs, and intends to implement as of 1 July 2027, or when 30 per cent of new car sales are electric, whichever comes first.
Under that scheme all electric cars will be subject to a rate of 2.974 cents/ km, with 80 per cent of that char ming in for hybrids at 2.379 cents/km.
Chalmers and the state governments
not be ‘double taxed’, in the words of the Treasurer.
“Reforms to road user charging arrangements for electric vehicles have the potential to bolster productivity through more efficient use of the road network and vehicle
trucking industry, the issues are more complex but will not play out in the media. The whole process of a transition to zero carbon is also likely to take a much longer period as trucks currently on the road have an average age of 14 years.
The introduction of an RUC seems inevitable, but how long it will take to get the charge implemented is anybody’s guess.
The scheme we end up with may well hinge on having a recordkeeping element, to track each truck’s driving distance. It isn’t clear how the different configurations will be divided and rates set, but this would be an opportunity for the government to design an RUC which rewards productivity and low emissions at the same time.
There is currently a National Heavy Vehicle Charging Pilot (NHVCP) exploring road charging options for the future through a series of on-road
trials. It is said to be testing different ways to charge heavy vehicles for their road usage based on the weight of the vehicle and distance travelled.
In fact, the pilot is exploring two alternative methods of RUC. There is one utilising a manual system using hubodometers and mock permits, while the second method is testing an automated system using telematics and mock invoices.
“It is important to note that no decisions have been made to change the way heavy vehicle road user charges are collected,” notes the Federal Transport Department.
“Any decisions made by governments to move to a new way to charge heavy vehicles would be informed by the results of the trials
and undertaken in consultation with industry.”
Although a recording mechanism based on some form of telematic tracking would be the most accurate and effective from the government’s point of view, there is likely to be resistance from the trucking industry as a whole.
If the recording is based on a ‘trust’ system, as a recording hubodometer readings method would have to be, then an output report from one of the many telematic tracking systems already in use would surely also suffice. However, at this stage, such details are unclear.
If an RUC did include an element of collecting location data, this could potentially drive the process towards directing investment based on road usage. State governments could advocate for a bigger share in the federal funding pool, based on the number of trucks, and the mass of freight, travelling a particular route.
When Victoria brought in its very short-lived scheme, drivers were going to have to take a photo of their odometer reading and send it to VicRoads. Hopefully, there will be something slightly more sophisticated than that.
An alternative for our governments to consider would be a charge along the same lines the New Zealand approach.
For trucking operators there is probably going to be a requirement based on the sharing of data for the purpose of recording annual kilometres travelled. However, as yet, there has been little work to develop guidelines and frameworks around any required accessing of onboard data.
This thorny topic may well come into the equation. Many operators are currently sharing their data with Transport Certification Australia - now part of Austroads – with such data is anonymised before being shared with the government and used for freight route planning and assessments.
It is therefore reasonable to say that operators are going to be a lot less comfortable with sharing their route data directly to a government entity for fund raising purposes.
THE NZ MODEL
New Zealand is currently going through the process of introducing an RUC and, although trucks are exempt until June 2027, that government has already published the rates they are expected to pay when the scheme commences.
On top of a $12.44 administration fee, a car driver in NZ will be charged $76 per 1000km. This amounts to a third of the amount Victoria and NSW have floated for car drivers in those states.
Looking at the rates proposed for trucks, there are rates for both prime movers and trailers. The top rate of $435 per 1000km is to be levied on the ubiquitous 8x4 trucks on NZ roads. Towing a B-double or truck and dog, both with eight axles and a 6x4 prime mover, gets a slightly reduced rate of $431 per 1000 km.
Trailers pay a lower rate, and those utilising more triaxle groups get a reduced rate, presumably because they are likely to cause less road wear than the tandem axle groupings and single axle trailers in the higher cost combinations.
travelling over-mass are stung with some hefty rates, some topping $1000 per 1000km
However, there is a great deal of criticism of the New Zealand system, and it has been described as a ‘laborious bureaucratic process, which ankle taps fleet flexibility and impacts cashflow’.
Apart from the different rates for trucks and trailers and other combinations, there’s also a complex set of rules for High Productivity Motor Vehicles based on prime movers that can operate with any particular trailer, depending upon the classification.
Operators have to buy their RUC in advance in 1000km blocks. However, swapping to a different type of trailer is not allowed, as the new combination will have a separate classification and requires a change of type on the 1000km permit.
That change is not a simple click on a website and can take at least a day to process, after which the operator has to apply for a refund
developed by a smaller country with a single road transport authority. Australia has a much larger and more diverse truck and trailer fleet, as well as the added complication of separate states with separate road transport and road management authorities.
The process of introducing a new road charging regime is likely to be a long and arduous process. It will be one with which the trucking industry needs to engage from the outset to avoid likely pitfalls. A poorly designed scheme could act as a handbrake on the drive for higher productivity, while creating a mountain of paperwork for the truck operator.
There also needs to be a careful balance between any new distance/ mass charge and the rate at which the fuel excise is levied.
If governments get that equation right and the introduction of an RUC could stimulate the adoption of lower emission trucks while, at the same time, avoiding punishing other operators who can’t complete road
XFM’s fleet has been updated with the five new Fuso Shogun 400s.
National freight company, Xpress Freight Management (XFM), has expanded its already substantial fleet with five new, impressively named Fuso Shoguns.
When it comes to shipping goods right across Australia, Altonaheadquartered transport and logistics company, XFM, sees efficiency and speed as the keys to its ongoing success.
That’s how it came to the conclusion of deciding to add five new Fuso Shogun 400 prime movers to its fleet, realising it needed to expand as quickly and efficiently as possible.
In addition to its five new Fuso trucks, XFM has added nine new Vawdrey trailers to complement the trucks and, most importantly, to attend to its growing client base.
XFM said it chose the Shogun 400 models, which feature the Daimler Truck sourced 11-litre six-cylinder engine paired with a 12-speed Automated Manual Transmission (AMT), based on the model’s
ultimate efficiency.
The Euro 6-rated engine produces 400hp, which creates sufficient grunt for short or long-haul work; ideal for XFM’s ‘bread-andbutter’ work.
Going with the Fuso truck, the company opted for the 4x2 Shogun 400 configuration.
The trucks also come standard with Advanced Emergency Braking System (AEBS) technology, which enables the truck to automatically carry out full brake application in response to stationary and moving objects and brake in response to moving or standing pedestrians.
XFM Managing Director, Les Sharp, says the company’s recent fleet upgrade is in-line with its commitment to operate modern high-quality equipment and firstclass depots across major Australian cities.
“Our customers can attest that we are 100 per cent committed to providing the highest level of service and that means we operate modern quality trucks and trailers that are safe, efficient and well maintained,” Les says.
“Safety for our drivers and other road users is important, so we are also pleased the Fuso Shogun comes with a really high level of safety as standard.
“The overall business case for the Shoguns, including the low operating costs, also makes it something that is hard to say no to.”
Mr Sharp says he also appreciated the help of Daimler Truck Australia Pacific Director of Strategic Partners and Business Development, Richard Eyre, who was able to help him get the right trucks for the job in a timely fashion.
The Fuso Shogun 400 benefits
“Safety for our drivers and other road users is important, so we are also pleased the Fuso Shogun comes with a really high level of safety as standard.” XFM Managing Director, Les Sharp.
from lengthy 50,000km service intervals that ensure the truck spends more time out on the road fulfilling the jobs that XFM demands of it.
The Shogun also features a manufacturer warranty that lasts for five years or 500,000kms (whichever occurs first).
A bonus with the Shogun range is the vast selection of model choices, with customers able to choose from three different engine sizes,
various power ratings and a raft of wheelbase and drive configurations - starting with the 8-litre, moves up to 11-litre and tops out with the 510hp 13-litre powerplant in the Shogun 510.
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The Australian Trucking Association’s TMC25 showcased the people, technology and policies shaping Australia’s freight network. The conference featured exhibitors, technical sessions and a focus on decarbonisation, digitalisation and workforce development. From hydrogen trucks to practical fleet guidance, TMC25 highlighted a sector driving innovation and sustainability into the future.
The Australian Trucking Association’s annual Technical and Maintenance Conference (TMC) continues to evolve as one of the most dynamic events in the national transport calendar, and this year’s gathering at the Melbourne Showgrounds showcased exactly why.
With more space, more exhibitors, and more energy than ever before, TMC25 was a celebration of both the machinery and the people that keep Australia’s freight network running.
The conference made full use of the new venue, delivering an expanded exhibition floor with 32 exhibitors, a full technical program, and a strong emphasis on collaboration and education.
This year’s Cummins Young Technician Awards winners - Thomas Bevan of Mildura Truck Centre, Mildura; James Beaven of Murrell Freight Lines, Dapto; and Jake Wilesmith of Brennan’s Quarries of Tumbarumba, were recognised on stage for their excellence and commitment to the trade.
Their achievements underscore the importance of developing and recognising new talent in the heavy vehicle industry, a recurring theme throughout the conference.
Another feature of TMC25 was its 2025 training and technical awards, presented at the Castrol Awards dinner on 15 October.
The awards were the National
Training Excellence Award and its two technical awards - the Craig Roseneder Award for Technical and Maintenance Excellence and the Castrol Industry Achievement Award.
Divall’s Earthmoving and Bulk Haulage of Goulburn, NSW won the 2025 National Training Excellence Award.
At the core of Divall’s training program is a forward-thinking approach that combines education and career engagement with local primary schools, training, mentorship and continuous development.
Divall’s provides training, re-skilling, work and job readiness opportunities to young people connected with the Police Citizens Youth Club, NSW Corrective Services
as well as individuals with special needs.
With more than 40 apprentices and trainees actively developing their skills, Divall’s has invested in growing career pathways within quarry operations, plant operations, engineering, civil construction and more.
Divall’s will receive a $7,000 prize package to be used towards staff training initiatives or a business services package with a training consultancy.
The winner of the 2025 Craig Roseneder Award was Scott Gardiner of Australia Post.
With more than 30 years in the Australian transport industry, Scott Gardiner has built a career defined by hands-on experience, leadership, and innovation.
Starting on the workshop floor, he rose through the ranks to become National Fleet & Equipment Policy, Regulatory Compliance & Reporting Manager for both StarTrack and Australia Post.
He has led major advances in fleet safety and sustainability, including the rollout of PBS vehicles, DriveCam technology and underrun protection.
He also led the rollout of UBCO electric motorcycles at Australia Post
Annual Meeting and Transportation Technology Exhibition in Nashville, Tennessee. The prize includes full conference registration, return airfares, accommodation and $1,500 spending money.
The prize also includes complimentary registration to the 2026 Australian Trucking Association Technology and Maintenance Conference.
The winner of the 2025 Castrol Industry Achievement Award is heavy vehicle engineer and industry advocate Chris Loose - a respected engineering consultant whose work
At Freightliner, he helped shape the next generation of Australian trucks and ensured compliance with early Euro emission standards.
Loose first joined the ATA in 2015, contributing to TAPs and safety alerts on issues like premature brake actuator failures and air fitting mismatches. Later, at the Truck Industry Council, he worked on direct and indirect vision standards and wide single tyre testing.
Since 2023, he has led a major update of the ATA’s TAPs, including new guidance on conspicuity marking, side underrun protection, low voltage electrical wiring, and certified load
informational sessions from TMC25.
The Australian Trucking Association (ATA) used the event to release two new Technical Advisory Procedures (TAPs) – one on low-voltage electrical wiring and lamps and another on certified load restraint curtains.
The TAPs, which go beyond the technical language of design rules, provide clear, best-practice guidance for workshops and fleets. These are practical resources, offering advice on voltage distribution, wire gauge selection, connector maintenance, and LED performance as well as detailed guidance on the certification and repair of modern load restraint curtains.
“People in the field are always looking for clear, hands-on guidance,” delegates were reminded. “These TAPs reflect the real-world engineering that keeps fleets safe and compliant.”
Decarbonisation was another major focus of TMC25. The ATA reaffirmed its plan to contribute to Australia’s 2035 climate target, calling for a 62–70 per cent reduction in total transport emissions (from 2005 levels).
higher-productivity vehicles, mass and length increases, and support for lowand zero-emission technologies.
However, Munro noted that one of the biggest barriers remains upfront capital cost.
The ATA has proposed an Australian voucher scheme, inspired by a successful Californian model, to help bridge the price gap between conventional diesel trucks and emerging technologies like hydrogen fuel cell, battery-electric and renewable diesel-powered vehicles.
“It’s about giving operators the confidence to invest,” said Munro. “We can’t wait for innovation. We need to support those who are already leading the charge.”
One of the most talked-about sessions of the conference took delegates beyond the workshop and into the fastpaced world of Supercars logistics.
Hosted by truck driver and influencer Casuarina (CJ) Smith, the panel, featuring Vincent (Vinnie) Borgia, a long-time motorsport transport driver and Matt Robertson, National Fleet Sales Account Manager at PACCAR Australia, offered a rare
Together, they painted a vivid picture of life on the road: weekslong hauls from Perth to Darwin; the precision required to pack and transport entire racing operations in Kenworth B-doubles; and the camaraderie that forms between drivers under pressure.
Robertson, who combines his industry role with a passion for motorsport, explained how Kenworth and DAF’s partnership with Supercars acts as a living showcase for Australian manufacturing.
“We can’t take a truck onto the MCG,” he said. “But at Supercars events, our vehicles are front and centre, they’re the backbone of the show.”
For CJ, the connection between transport and motorsport runs deeper than branding. “Supercars is a showcase of logistics, teamwork and precision – everything that defines the trucking industry at its best,” she said.
Beyond the technical sessions and the roar of diesel engines, one of the strongest undercurrents at TMC was the call to attract and empower young people in the transport sector,
especially women.
Casuarina Smith shared her journey from financial services to road trains in Western Australia, highlighting how social media has become a powerful tool for demystifying the industry and inspiring others to join.
“People are curious about trucking, but unless they know someone in it, they don’t get to see what we do,” she said. “When young women see the size of the trucks and hear our stories, it changes their perception completely.”
Her story resonated with many, including Robertson and Borgia, who both emphasised the lifelong friendships and career diversity that the industry offers.
“You can start as a driver or an apprentice mechanic and end up managing a fleet or working in motorsport logistics,” said Robertson. “It’s an industry that rewards passion and hard work.”
From policy to people, and from wiring diagrams to pit lane strategy, TMC25 proved once again that trucking is not just about keeping wheels turning it’s about keeping an entire industry connected, innovative and proud.
As one speaker summed up perfectly: “TMC isn’t just a conference. It’s a reflection of who we are. An industry that never stops improving, never stops learning and never stops moving.”
The discussion around decarbonising road transport moved from theory to tangible opportunity, as industry leaders outlined a pragmatic roadmap toward low and zero-emission trucking.
ATA CEO, Matthew Munro, opened the session by underscoring the urgency of change and the scale of the challenge.
“The science is clear – the world is warming, and the community expects action,” said Munro.
“Transport emissions have grown 19 per cent since 2005, while other sectors like agriculture and mining have stabilised. By 2030, transport will be Australia’s largest source of emissions.”
Heavy-duty trucks and buses currently account for around 24 per cent of transport emissions. With more customers demanding sustainability credentials from freight operators, Munro said the industry must embrace multiple pathways to decarbonisation but warned there are still major barriers to overcome.
While Battery-Electric Vehicles (BEVs) are making headway in light transport, supported by government incentives and fleet adoption, uptake in heavy transport remains minimal.
In 2024, just 14 articulated batteryelectric trucks were registered in Australia, out of a national heavy vehicle fleet of 750,000.
“That’s just 0.1 per cent,” Munro noted. “We’ve got a long way to go.”
Munro described renewable diesel as an immediate step forward, capable of reducing emissions without requiring major fleet changes. Yet domestic production remains negligible, covering only about five per cent of total national demand.
“Australia has the feedstocks to compete globally,” he said. “But production capacity, cost, and competition from aviation fuel mean renewable diesel will need strong policy support to scale.”
BEVs face well-known hurdles –cost, range, charging infrastructure and payload limitations. Munro said a new prime mover currently costs around $390,000 more than its diesel equivalent.
Hydrogen, on the other hand, shows promise for long-haul and heavy applications, but like BEVs, high capital costs and limited refuelling networks are slowing adoption.
“Hydrogen could be the simple solution for heavy transport,” said Munro, “but it needs investment certainty, production scale, and infrastructure.”
The ATA has proposed a suite of production and demand incentives to kickstart decarbonisation. Among them:
• P roduction-linked incentives for renewable diesel, hydrogen, and low-carbon fuels.
Improved road access for highproductivity and low-emission vehicles.
argeted infrastructure investment to support refuelling and recharging networks.
A government-backed voucher scheme to offset upfront purchase costs for zero-emission trucks.
Modelling by Deloitte Access Economics found that these combined measures could cut 31 million tonnes of emissions over 25 years while boosting productivity and lowering consumer costs.
“Our proposals form part of the solution,” said Munro. “We can, and should, do even better as a country and as an industry.”
Taking the discussion from policy to practice, Nathan Pearce-Boltec,
Technical Solutions Engineer at BOC, outlined how hydrogen is already being deployed across Australia and abroad.
“Hydrogen has been used safely for decades in industry,” he said. “It’s abundant, clean, and when used in fuel cells, produces only water as a by-product.”
Pearce-Boltec explained that Liquid hydrogen, stored at –253°C, offers a compact and safer alternative, allowing longer range and faster refuelling for heavy vehicles.
“With liquid hydrogen, refuelling times are around ten minutes per truck – comparable to diesel,” he said. “We see it as the key to long-distance, highutilisation freight.”
Pearce-Boltec said early collaboration between regulators, OEMs, and operators will be crucial to overcome project bottlenecks and ensure safety standards keep pace with innovation.
“Hydrogen isn’t new, but scaling it for transport is,” he said. “The challenge now is coordination: matching vehicle availability, infrastructure readiness and the right regulatory framework.”
Both Munro and Pearce-Boltec agreed: the transition to zero-emission freight will take time and patience.
With average prime mover lifespans nearing 15 years, trucks ordered today will still be on the road in 2040. But the direction is set.
As Munro concluded, “The pressure to act is only increasing. The technology exists, the pathway is clear. Now it’s about policy, investment and persistence.”
TruckSafe Board member, Glyn Castanelli, reminded delegates that the road to safety reform in Australian trucking has always been industry-led and remains so today.
“TruckSafe has always been about demonstrating that industry could lead on safety – not wait to be told what to do,” said Castanelli.
Since TruckSafe’s inception the standards have continued to evolve aligning with reforms such as Chain of Responsibility (CoR) and most recently, in 2024, the introduction of the TruckSafe Safety Management System (SMS): the first industry-developed, fully audited safety management framework.
Australia’s heavy vehicle industry now stands at the edge of another major regulatory shift.
The Heavy Vehicle National Law (HVNL) reform package, currently before the Queensland Parliament, is expected to be passed in early 2026, with implementation later that year.
“It means all NHVAS modules, fatigue, mass and maintenance, will sit under a single auditable SMS framework,” said Castanelli. “Safety
management systems become the hub of compliance, with accreditation sitting on top.”
In practice, this means operators will need a documented and auditable SMS before they can gain or renew accreditation. For TruckSafe members, that work is already done. “Operators accredited under TruckSafe already meet, and exceed, the new requirements,” said Castanelli.
The session also featured updates from the National Transport Commission (NTC), with Scott Britton, Principal Policy Advisor, outlining key reforms to mass, dimension and loading regulations.
Under the proposed changes, General Mass Limits (GML) will increase to match existing Concessional Mass Limits (CML), simplifying schemes and improving productivity. Axle group masses will rise, while outdated restrictions on certain vehicle combinations will be removed.
Ministers have also approved extending truck length limits from 19 to 20 metres, with braking technology controls ensuring safety at the higher dimensions. Height limits of 4.6 metres are also on the table, pending final safety analysis.
Further adjustments include updates to Euro 6 mass allowances, revised tow mass ratios, and enhanced safety requirements for higher vehicles and complex combinations.
As Castanelli concluded, the message was simple: the future of safety in trucking will be built on verified systems, not promises.
TMC25 delegates heard that apprenticeships are the backbone of Australia’s automotive and transport trades but with 40 per cent of apprentices dropping out before completion, the industry faces a challenge of how to better support, mentor and retain the next generation.
The industry panel on Mentoring Apprentices and Employers, featuring representatives from trade schools, industry, and apprenticeship support services considered that vexing issue of how employers, educators and
apprentices can better collaborate to achieve stronger training outcomes and how the industry can adapt to meet the needs of ‘Gen Z’ workers and beyond.
According to Apprenticeship Support Australia (ASA), poor supervision, inadequate workplace conditions and weak peer relationships remain the biggest reasons apprentices fail to complete their training.
ASA has responded by launching a free supervisor training resource, designed to help employers and workshop leaders understand their compliance obligations, mentoring responsibilities and best practice approaches.
“Supervisors play a critical role in whether an apprentice succeeds or walks away,” panel moderator, Ashley Belteky explained. “Our goal is to give employers the tools to guide and support, not just instruct.”
Paul Chaseling, Head Teacher of Heavy Vehicle at Dubbo TAFE NSW, has seen every generation of apprentice come through his classrooms. He is quick to remind employers that complaints about ‘kids these days’ are nothing new.
He believes today’s apprentices
aren’t less capable, they’re just different. “They don’t yet have the life experience or resilience that older tradespeople take for granted. Many also lack strong role models outside of work, so when they make a mistake and get yelled at, they don’t know how to cope. That’s where mentoring makes the difference.”
He also challenged the education system’s approach to trades: “Careers advisers still push struggling students toward apprenticeships, but this industry now demands high literacy, digital skills and technical understanding. We need to attract top students, not treat trades as the fallback option.”
For Dylan Jenkin, Service Manager and second-generation owner of Tatiara Trucks and Trailers in South Australia, success starts with flexibility.
“You can’t change Gen Z, you have to adapt,” he said. “They speak a different language, and they want to know the ‘how’ and ‘why’. When you explain things and show them the purpose, they open up.”
He also emphasised community engagement: “We work with local schools, bringing Year 9s through the workshop early to see what’s possible.
In country towns, apprentices are our future workforce. We need to nurture that.”
Raman Badekar, an educator at an Electric Vehicle Centre of Excellence, has managed apprentice programs across Australia, New Zealand, India and China. He believes the secret to retention lies in helping apprentices feel useful is to engage with them.
“It’s human nature to want to contribute,” he said. “We need to give apprentices context, contribution and commitment – the three Cs. That means clear onboarding, meaningful work and a sense of purpose from day one.”
Badekar urged employers to show apprentices how they fit into the bigger picture. “Let them see how their work adds value to the business. Give them ownership, even if it’s washing a truck properly or completing a B-service. When they feel they’re doing ‘real work’, they thrive.”
A recurring theme throughout the session was collaboration between employers, trade schools and support providers.
Paul Chaseling added that in Dubbo, TAFE NSW has introduced annual employer visits and mentoring programs through Tradies Insight,
which provides apprentices with life skills, financial literacy and communication training.
The panel had a clear call to action: improving apprentice outcomes isn’t just about training young people better – it’s about reshaping how the industry supports them.
As Chaseling put it, “If we want qualified, capable tradespeople in the future, we have to invest in them today with patience, guidance and purpose”.
A powerful discussion on neurodiversity in the workplace challenged attendees to rethink what support, inclusion and opportunity truly mean.
Led by the I CAN Network, Australia’s largest autistic-led organisation, panellists painted a vivid picture of how neurodivergent Australians, those with autism, ADHD, dyslexia and similar processing differences, can become some of the most loyal, innovative and capable members of the transport workforce.
For I CAN Network founder Chris Varney, inclusion isn’t a charity exercise, it’s an investment in capability and culture.
“The question isn’t why employ neurodivergent people,” Varney told delegates. “It’s why wouldn’t you? These are people who bring hyper focus, loyalty, honesty, and a phenomenal ability to retain and apply technical detail.”
Network began as a pilot across five schools in Warrnambool. It has since grown to support over 270 schools nationally and employs nearly 200 people, most of whom are autistic or neurodivergent.
Varney described how neurodivergent employees, when supported correctly, often demonstrate intense focus and creative problemsolving attributes that translate perfectly into industries like transport, where accuracy and consistency are critical.
“They don’t play office politics,” he said. “They’re honest, loyal, and they value structure. When those strengths are recognised, you get not just a productive employee, but a better culture overall.”
Jessica Karamicov reinforced the need for intentional and practical support systems in workplaces.
“Neurodivergent Australians experience unemployment at eight times the rate of their neurotypical peers,” she explained. “It’s not because they lack skill, it’s because our workplaces aren’t built for them yet.”
She outlined how small, flexible adjustments, what she called ‘individualised work plans’ can have a big impact.
As transport faces its biggest workforce transformation in decades, driven by automation, digitalisation and a new generation of workers the need for diverse thinking has never been greater.
journey, with the launch of its SPS Inclusion Program, designed to help operators understand and support neurodivergent employees.
“It’s about moving from awareness to action,” Varney said. “When you embrace different minds, you don’t just create better workplaces. You create better businesses.”
P resenter Shane Pendergast delivered one of the event’s most animated, and essential, sessions on the increasingly complex world of heavy vehicle braking systems. Pendergast peeled back the layers of how mismatched components, poor engineering communication and inconsistent maintenance practices are combining to create a hidden safety risk across Australia’s transport fleets.
The conversation moved between individual components to complete brake system balance – the coordination of air volumes, pressures and timing across multi-axle truck and trailer combinations.
“You wouldn’t build an engine where every piston and conrod is a different size, so why are we accepting that from our braking systems?” he said.
From field data collected from thousands of Electronic Braking System (EBS) units, Pendergast demonstrated how differing booster sizes, slack adjuster lengths, and ECU settings are creating inconsistent deceleration forces throughout heavy combinations.
The results are showing up in real-world failures: cracked drums, shattered discs, uneven brake wear, and even fire incidents linked to overbraking trailers.
A recurring theme in Pendergast’s session was the disconnect between design engineers and workshop reality.
“We don’t have enough engineers standing beside the trucks to see how their designs behave in the real world,” he said. “And until that changes, operators will keep paying the price.”
Pendergast said the solution lies in education and harmonisation, not blame.
One of the biggest takeaways from Pendergast’s presentation was the need for transparency and accountability during EBS upgrades and certification, critical of the growing trend of ‘tick-and-flick’ engineers who issue modification plates without testing or calibration.
Proper upgrades, he explained, require clear documentation, component verification, road calculations, and collaboration between the engineer, technician and operator.
As fleets get longer and systems more complex, the industry must move beyond compliance checklists and embrace real engineering harmonisation.
“Everything is relative,” said Pendergast. “The goal is simple – have all brakes doing the same thing, at the same time. Because if they’re not, you’re just burning money, metal, and trust.”
Hendrickson Technical Manager, Luke Callaway, delivered an engaging and highly practical session about how much engineering intelligence goes into something as seemingly simple as a truck suspension.
At its core, a suspension system connects the vehicle to its wheels while allowing relative movement between the two. Springs, dampers, linkages, and bushings all work together to
support vehicle weight, absorb shocks and vibrations, maintain tyre contact with the road, and enhance stability, handling and comfort.
“It’s not just about keeping the truck stable for the driver,” said Callaway. “It’s about protecting the freight, maintaining tyre health, and ensuring the vehicle behaves predictably in every environment from smooth highways to harsh off-road conditions.”
While suspension capacity might seem straightforward, Callaway explained that the rated load of a system reflects far more than just static weight. “When we talk about a 10-tonne or 12-tonne suspension, we’re talking about the total load it’s designed to carry — including all the dynamic forces it will experience across its lifetime.”
He also noted that suspension capacity is determined by each manufacturer’s testing and validation protocols – not by legislation. “There’s no single Australian standard that defines how to rate a suspension,” he said. “It’s up to the manufacturer to prove that their product can do the job it’s designed for and to stand behind it with warranty support.”
Heavy vehicles face extreme load variation, from empty to fully loaded, and this presents a major challenge for suspension engineers.
“That’s where air suspensions have become the dominant design,” said Callaway. “They offer an elegant way of maintaining ride height and comfort
while managing large changes in payload.”
He compared various approaches to spring and damping design, including leaf and rubber suspensions, each with their own advantages. Multi-leaf springs, for instance, progressively engage more steel leaves as the load increases, while rubber walking-beam designs use the elastic properties of rubber to combine springing and damping in one unit.
In the area of damping, shock absorbers remain the most common technology, but newer solutions are emerging. Callaway highlighted ‘air spring damping’ systems, which move air between chambers within the spring to dissipate energy, as a zeromaintenance alternative that provides consistent damping performance throughout the life of the spring.
Callaway was quick to emphasise that tyres are part of the suspension system. “Maintaining tyre contact with the road is everything,” he said. “Poor load sharing, incorrect pressures, or mismatched dual tyres all compromise handling, braking, and tyre life.”
Modern air suspensions use auxiliary roll control mechanisms such as stabiliser bars or integrated beam designs to maintain stability, while maintaining the comfort and compliance operators expect from air systems.
“The art of suspension design is balancing all these forces,” he said. “Comfort, handling, durability, and load management – they’re all connected. The right suspension doesn’t just carry the load; it protects the entire investment.”
When it comes to wheel bearing adjustment, precision isn’t just a preference, it’s a requirement. That was the clear message from Renzo Barone, part of Cummins’ Field Operations Group for Drivetrain and Braking Systems, during his technical session.
Barone focused his presentation on one of the most overlooked but critical workshop procedures: the correct adjustment of wheel bearings.
“Too often, wheel bearing adjustment is still done by feel,” he
told the audience. “Someone says, ‘that’s too tight’ or ‘that’s too loose,’ and you’re relying on experience rather than measurement. But there’s a precise way to do it, and when done right, everyone in your workshop can achieve consistent results.”
Across steer, drive and trailer axles, the industry benchmark remains 1 to 5 thousandths of an inch of end play. Achieving that range ensures optimal bearing life and smooth operation once the components reach normal operating temperature.
Barone demonstrated the dial indicator and torque wrench method, a simple but effective way to remove the guesswork from wheel bearing setup. The process involves tightening the adjustment nut to a set torque, 50 ft-lb while rotating the hub, then backing off a quarter turn to achieve the correct free play.
By rechecking with a dial indicator, technicians can confirm that their adjustment falls within the 0.001–0.005inch target.
Cummins offers a downloadable chart that outlines the correct procedure across different axle types. Barone encouraged attendees to print, laminate and keep a copy in every toolbox.
Barone also shared manufacturerrecommended techniques for removing and fitting bearing cups, especially in modern alloy hubs, particularly two safe methods: applying a weld bead inside the cup to shrink it for removal, or heating the hub (in an oven or hot water, never with an open flame) to expand it, allowing the cup to come
free with minimal force.
Cummins provides a downloadable check sheet outlining the correct inspection method using a dial indicator, another tool Barone encourages workshops to adopt.
Barone’s parting advice to technicians and workshop managers was simple: measure, record and repeat.
The Technical Q&A session is always a crowd favourite at the Technical & Maintenance Conference - a chance for regulators, police, and engineers to get candid about what’s really happening on Australia’s roads.
Hosted by Jodie Broadbent, this year’s panel brought together some of the most experienced voices in the business Brett Patterson, Director of the Central Region at the National
Peter Austin, NHVR Director of Policy Implementation, Sergeant Rob Mitchell, Supervisor of the Victorian Police Heavy Vehicle Unit, Chris Loose, well-known industry engineer and former representative of major OEMs including Isuzu, Mercedes-Benz, and the Truck Industry Council among other contributors.
Together, they tackled the state of Australia’s heavy vehicle roadworthiness, shared new insights from national compliance programs, and discussed the complex relationship between technology, maintenance, and the human factor in road safety.
Brett Patterson shared key results from the 2024 National Roadworthiness Survey — the latest “health check” on the nation’s heavy vehicle fleet. Conducted every three years, the survey assesses the condition of more than 14,000 units across all jurisdictions.
“The non-compliance rate sits at around 33 per cent,” Patterson explained. “That figure’s stable, which is good news, but there’s still work to be done. Brakes remain the number one issue, and we’ve seen a small rise in problems with lights, reflectors, and body structures – all things that should be caught in daily checks.”
The average age of vehicles surveyed was around ten years, with the bulk of issues found in rigid trucks, particularly those operating in metro and regional freight corridors.
Peter Austin added that the NHVR
is now using the data to help operators focus their maintenance efforts.
Beyond the survey, Patterson highlighted two major enforcement operations conducted in the past year - Operation Falcon, focused on PBS vehicles, showed a 98 per cent compliance rate – a real success story according to Patterson.
By contrast, Operation Sapphire, targeting construction and waste vehicles, painted a more concerning picture: only 89 per cent of vehicles were compliant, with more than 3,000 individual faults recorded.
“The same themes came through – brakes, lights, reflectors and body integrity,” said Patterson. “We’re still finding basic issues like slack adjusters not connected or missing brake components. That’s simply unacceptable.”
Sergeant Rob Mitchell of Victoria Police backed up the NHVR’s findings, noting that while the regulator’s data is broad-based, police enforcement is more targeted.
Mitchell said ageing vehicles and the complexity of modern braking systems were contributing factors. “Older high-tech vehicles are expensive to maintain, and we’re seeing operators trying to cut corners,” he warned. “Compatibility with EBS is a growing issue.”
For veteran engineer Chris Loose, the conversation turned to the technology revolution reshaping trucks and the unintended consequences.
with electronics,” he said. “ABS, stability control, adaptive cruise –they’re all interlinked. When one system fails, it cascades through others. Drivers often don’t realise how dependent they are on the software keeping everything stable.”
Despite the tech, Loose and Mitchell agreed: human error remains the biggest variable. “Safety features can only do so much,” said Mitchell. “Distraction, fatigue, and complacency still cause most crashes. As vehicles get safer, some drivers get lazier, and that’s dangerous.”
Both Patterson and Mitchell emphasised the growing cooperation between the NHVR and police, including shared training under the Regulatory Partners Program.
“There are 700 pages in the Heavy Vehicle National Law,” Patterson noted. “We want everyone enforcing it to be on the same page.”
Meanwhile, Loose warned that the industry’s maintenance mindset must evolve with technology. “If a company’s ignoring basic brake safety, chances are they’re ignoring other things too — tyres, fatigue, compliance systems,” he said. “The way you do one thing is the way you do everything.”
The message from all sides was consistent: heavy vehicle safety is everyone’s business. The NHVR’s data shows the industry is largely stable but not improving. With ageing fleets, new technologies, and persistent human factors, the margin for error is
At the heart of heavy vehicle operations, safety compliance remains a complex balance of regulation, technology, and practical enforcement.
Roadside inspections are not comprehensive fleet checks but are designed to detect system failures that operators’ checks may have missed. Officers use defect notices to classify issues as minor or major, grounding trucks if necessary. The use of ‘blue compliance plates’ on retrofitted EBS is one example of how inspectors verify safety modifications, although determining compliance on complex systems can be challenging.
Modern trucks are increasingly complex, integrating advanced braking, fatigue monitoring, and telematics. However, operators face the challenge of funding new technology when freight rates remain historically low. “A modern truck with cutting-edge technology might earn the same freight rate as an older, less-equipped vehicle,” an industry advocate explained. This mismatch creates a financial disincentive for adopting lifesaving technologies.
Vehicle standards, modification certifications, and compliance schemes like PBS (PerformanceBased Standards) add further layers of complexity. Inspectors report delays and extended checks due to the extensive documentation operators must carry, highlighting the need for clear and practical enforcement procedures.
Despite these challenges, there is a strong focus on collaboration. National safety initiatives, driver roundtables, and multilingual resources aim to educate operators and drivers, particularly those from overseas. Programs funded by the Heavy Vehicle Safety Initiative have delivered millions in grants for industry safety projects, demonstrating the impact of proactive engagement.
While enforcement, policy, and road conditions remain challenging, the industry’s collaborative approach, balancing regulation, education, and technology, points toward safer roads for all.
With decades of commercial-vehicle experience, FOTON is known for its ability to build work-ready trucks designed to earn their keep from day one. Put simply, fleets and businesses need reliability, and that’s what FOTON builds for.
Cities are getting denser, delivery windows tighter, and customer expectations greater.
Into this competitive logistics environment, FOTON Australia introduces its first model in a new commercial line-up - the Aumark S.
This light-duty truck series has been skillfully engineered for the stopstart demands of modern urban logistics and the long days that come with it.
From the start, it’s clear that the Aumark S Series has been built by designers who understand what works, and what doesn’t, in busy and crowded urban environments.
You don’t want tight loading bays slowing you down when you need to maintain high delivery volumes, which is why the compact Aumark S series is designed for maximum manoeuvrability.
Agile, adaptable and durable, the Aumark S is configured to perform well under pressure on both long
hauls and multi-stop delivery routes.
The FOTON Aumark S series has been developed with the renowned high-performance Cummins ISF powertrain and ZF gear box.
This innovative joint venture has resulted in the production of the ‘FotonSuperPowerTrain’.
With the benefit of Cumminspower, the diesel Aumark S engine produces a strong performance, while also being fuel-efficient.
The benefit to business and fleet operators is renowned engine reliability, with lower operating costs and less maintenance downtime.
FOTON partners with Cummins, a global leader in engine manufacturing and power solutions, to deliver cutting-edge, environmentally friendly solutions that enhance performance and efficiency throughout all FOTON vehicles.
As every business knows, unplanned maintenance is not just inconvenient, but also a risk to your
reputation which can ultimately cost you customers.
In the Aumark S, the Cummins engine is paired with ZF transmission technology delivering a dependable, long-lasting performance and responsive drive.
This system optimises gear shifting and reduces fuel consumption, helping logistics operations reduce their operating cost per km.
With ZF’s automatic and automated manual transmissions, drivers can look forward to smoother gear transitions, enhanced control over the vehicle and reduced fatigue, especially on long hauls.
Since 2008, FOTON has partnered with ZF, a global leader in truck transmissions.
This partnership ensures FOTON’s vehicles deliver reliability and precision on the road, through enhanced driving dynamics and fuel efficiency, benefiting FOTON’s customers.
The Aumark S series comes in 24 options of trucks, ranging from five, six, eight or nine-tonne versions,
which are available as tippers, chassis or cab chassis editions.
The range of Aumark S trucks means the series is suitable for a wide range of mid-weight transport and logistics requirements.
Across the board, business margins are being squeezed from all directions.
In the logistics sector, inputs such as petrol and maintenance, are a very real cost that directly impact on your profitability.
Truck fleet efficiency is essential and, wisely, the Aumark S is focused on delivering fuel efficiency and low running costs.
These modern light-duty trucks use advanced engines, lightweight materials, and optimised transmissions to reduce fuel use and emissions, aligning with both cost control and commercial sustainability goals.
FOTON understands that investing in a reliable light-duty truck is vital for today’s businesses that need to stay efficient, flexible, and competitive.
Rigorously tested over 1.6 million kilometres, across a range of diverse conditions, the Aumark S has proven itself in real world conditions.
Built for consistent daily service, you can be confident that the Aumark S will deliver durability, adaptability and most importantly, productivity.
Versatile configuration options are a valuable asset in the logistics and haulage sector. Operators looking to get the maximum utility from their truck fleet will be impressed by the Aumark S one truck platform – with the chassis adaptability able to serve multiple roles.
Built with the 1+N chassisthe Aumark S gives owners the opportunity to tailor their truck, to support the preferred body application of a range of industries.
Businesses can customise the S Series to their delivery or haulage needs – including refrigerated, tipper or flatbed options.
Plus, FOTON has incorporated a maintenance friendly, flip-up cab design and optimised door opening angles for loading and unloading in tight spaces.
The FOTON Aumark S Series includes GVM options of 4.5 tonne, 6 tonne, 7.5 tonne and 8.5 tonne
FOTON offer a threeyear/160,000km warranty, whichever comes first, covering the cab and
In addition, there is a oneyear/20,000km warranty (whichever comes first) on the body, with one year of complimentary Roadside
For businesses looking for a reliable light-duty truck to manage their transport logistics, the FOTON Aumark S ticks a lot of boxes.
For those savvy operators in the business of managing transport logistics - whether urban distribution, chilled freight, or mixed-haulage operations - the Aumark S presents as an adaptable, efficient platform that presents a neat combination of payload flexibility, driver comfort and affordable ownership.
www.fotonaustralia.com.au
FAST FACTS
FOTON AUMARK S SERIES
• Light-duty trucks
• Cummins ISF powertrain
• ZF transmission
• One truck platform
• 1+N chassis
• Customisable S Series
• S Series’ GVM models = 4.5 tonne, 6 tonne, 7.5 tonne and 8.5 tonne.
• Durability, Adaptability, Productivity
• Ideal for urban logistics
Alemlube’s evaporative coolers ensure workshops are comfortable for workplaces.
Beat the heat this summer with Alemlube’s Automotive Premium range of energy efficient evaporative coolers and industrial ceiling fans that provide high volume, low speed air distribution safely at minimal cost.
Summer in a workshop, warehouse or factory can be a real test of endurance for workers and employers.
Working in hot conditions can be uncomfortable to the point of being oppressive, affecting work capabilities and productivity, from poor concentration and health concerns to injuries, particularly when working with tools, equipment and machinery or around vehicles.
The safety and wellbeing of employees is of paramount concern for all employers, with hot working conditions raising the spectre of workplace health and safety issues.
Using air-conditioning in often large spaces is ineffective, costly and impractical.
This is where Alemlube has the perfect workplace solutions.
Its range of powerful cooling units, comprising two evaporative coolers and four industrial ceiling fans, is perfectly suited to warehouses, factories and workshops where cooling methods such as airconditioning are not feasible and are environmentally harmful.
MOBILE EVAPORATIVE AIR COOLERS
Alemlube’s two automotive premium mobile evaporative cooling units
are perfectly suited to warehouses and workshops, providing the most energy-efficient temperature relief for commercial or industrial environments of any scale.
The easy-to-operate AAPKA30 and AAPKA24 models produce high volumes of airflow, both featuring an oscillating fan with adjustable swing louvres. They are fully mobile with sturdy lockable wheels and are fitted with robust, one-piece moulded polyethylene housing that does not crack or leak, resulting in lowmaintenance capabilities.
Importantly, the cooling units are environmentally friendly as they
ALEMLUBE INDUSTRIAL CEILING FANS
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cool without the use of chemicals or refrigerants and use less electricity. Known to be an extremely energyefficient cooling method, these water evaporation units are highly suited for workspaces where the ambient air is hot and the humidity is low. They work by combining the natural cooling properties of water with a steady and variable airflow to lower indoor temperatures overall.
These evaporative cooling systems therefore provide substantial energy savings compared to refrigerated air units. The AAPKA30 evaporative cooler generates an impressive airflow of up to 23,000 cubic metres per hour, while the AAPKA24 unit produces up to 12,000 cubic metres of airflow per hour. Additionally, the units can detect the relative humidity in the workspace and adjust their water consumption to meet preferred and optimal working conditions.
Alemlube’s Automotive Premium range of four industrial ceiling fans quietly moves large amounts of nonturbulent airflow over long distances, vertically or horizontally, using low amounts of electricity.
The four ceiling fan models come with variable blade sizes, from 4 metres to up to 7.3 metres
in diameter. They can therefore be used in a variety of work conditions to ensure optimal airflow, in isolation for workstation spot cooling, or as a multi-fan system across large floor areas with high ceilings. They can also be used to displace fumes and other workshop odours.
At the top of the ceiling fan range is the AAP-CF-7E model with six blades, each 7.3 metres in diameter, suitable for cooling areas up to 1,800 square metres and producing airflow of 13,800 cubic metres per minute.
Effective simplicity is at the heart of Alemlube’s ceiling fan designs, as they feature 3-phase motor power supply which is ideal for plug-andplay installation.
The AAP-CF-6E features 6.1-metre diameter blades which are ideal for areas of 1,380 square metres, as it produces airflow of 12,000 cubic metres per minute. The 5.5-metre blade diameter AAP-CF-5E has an application area of 1,050 square metres, while the AAP-CF-4E comes with five 4-metre blades that are suitable for an application area of 450 square metres.
Powerful and maintenance-free, the fans’ motors and blades move significant high volumes of air at a low speed, providing superior performance and efficiency, combining maximum airflow with long-term reliability. Enhancing their durability, the industrial ceiling fans’ blades are made from high-strength
aircraft aluminium alloy and are coated in PVDF.
The patented airfoil design, with its special reinforcing rib support system, increases the strength of the fan blades and avoids the fantail from sagging and fatigue of connecting components.
For peace of mind, all models comply with the Australian and European CE Standards, ensuring safety and quality.
With Australia facing another long, hot summer, Alemlube’s Automotiove Premium evaporative air coolers and industrial ceiling fans provide efficient solutions to beat the heat in warehouses and workshops across the country.
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ALEMLUBE MOBILE EVAPORATIVE COOLERS
AAPKA24:
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AAPKA30:
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An in-depth traffic report has indicated a decline in the number of major heavy vehicle incidents is attributed to inattention/distraction and inappropriate speed. The NTI considers the report’s outcomes.
The National Truck Accident Research Centre’s (NTARC) Major Incident Investigation Report 2025, commissioned in partnership with the NTI and released last month, has shown a decrease in two leading human factor-related incident causes.
From 2023 to 2024, the incident cause of inattention/distraction incidents reduced by 1.6 per cent and inappropriate speed incidents by 7.6 per cent, the report found.
The Major Incident Report 2025 is the second research report produced under a partnership between NTI, the National Road Safety Partnership Program (NRSPP) and the Monash University Accident Research Centre (MUARC).
For more than two decades the NTI has used its claims data to produce the NTARC report which provides a snapshot of the heavy vehicle sector for industry and policy makers.
As Australia’s premier transport and logistics Insurer, the NTI publishes the NTARC to provide data and insights that will support improvements in heavy vehicle related safety and support a safe and productive road transport industry in Australia.
MUARC’s Dr. Jasmine Proud said inattention/distraction, inadequate following distance, and inappropriate speed remain contributing factors and the focus of ongoing safety initiatives.
“Inattention/distraction accounted for 17.9 per cent of all major incidents in 2024, a fall of 1.6 per cent on the previous year,” she said.
“These are most commonly singlevehicle incidents, indicating this issue is one the transport industry is best placed to address.”
Inadequate following distance between vehicles was the second most common cause of human factor crashes in 2024, with 80 per cent occurring in major cities.
These almost always involve another vehicle, often a car, emphasising the complexities of light and heavy vehicle interactions, Dr. Proud said.
“We’ve also seen a decrease in the number of inappropriate speed-related incidents, which fell from 13.8 per cent in 2019 to 8.6 per cent of all losses in 2024,” Dr. Proud added. “These incidents are not confined to highspeed roads and reveal how a heavy vehicle’s high centre of gravity, load shift potential, and articulation reduces its stability, especially on curves.”
NTI’s Chief Executive Officer, Janelle Greene, said the purpose of the NTARC report is to highlight opportunities where action can be taken to improve safety outcomes.
This year’s report sees data further broken down to at a State and Territory level for the first time, allowing for more targeted action, she said.
“Continuing to drive systemic and behavioural change remains central to reducing human factor-related incidents and improving safety for all road users,” said Janelle Greene. “Encouragingly, a range of industryled and government-supported programs are already targeting these issues, from tailored education and awareness campaigns to resource packs, toolbox talks and workshops, through to policy and technology innovations.”
The NTI CEO said the research shows that heavy vehicle drivers have one of the most dangerous occupations in Australia, noting that, in truck and car fatal crashes, heavy vehicles were not at fault in 85.7 per cent of incidents.
“They (heavy vehicle drivers) face high levels of unpredictability in the workplace, including road conditions, environmental factors, and load mass and geometry,” she said.
The NTARC report was deliberately released in October, coinciding with Safe Work Month. “Heavy
The NTARC report found speed, inattention and following too closely to be the major causes of vehicle and truck incidents.
or serious injury,” Ms. Greene said.
“Industry and government are working together to make change, and the NTARC Partnership is committed to continuing to support heavy vehicle road safety research to better understand the unique hazards of the sector and how they can be appropriately managed to better protect the drivers that keep Australia moving.”
NTARC REPORT KEY FINDINGS – 2024
1. 1767 major loss claims above $50k in 2024. (1634 in 2023) Human factor incidents accounted for a greater rate than all other causes combined.
2. 59% of major loss claims were above $50K in 2024. Top 3 sub-causes (Inattention/ Distraction, Inadequate Following Distance, Inappropriate Speed) –comprised 60.9% of all human factor crashes.
3. 67% of Inattention/distraction incidents were single vehicle. Inattention/Distraction represented 17.9% of all 2024 crashes.
4. 96% of Inadequate following distance incidents were ‘vehicles from same direction’ in 2023. Inadequate Following Distance = 9.2% of all major incidents.
5. 85% inappropriate speed incidents were “off path on curve” in 2023. Inappropriate speed caused 8.6% of major incidents in 2024.
Heavy vehicle drivers are often first on the scene of a traffic accident. Learn first aid online, anytime and be ready.
Truck roll-overs are commonly attributed to speed or driver error. However, Power Torque contributor, Bob Woodward, takes a keen look at the cause of heavy vehicle roll-overs and considers whether it’s more attributable to a design flaw in road infrastructure.
There is more to heavy vehicle access than simply from the driveway of the distribution centre, the retail site, or the vehicle showroom.
It’s not always speed that causes heavy vehicles to roll, but it is often what lays beneath these heavy road warriors.
From what’s currently happening on the ground, it doesn’t appear that we, and our planners, are learning from prior errors.
In fact, it is apparent that the designers of the goods distribution hubs, coupled with local government planning approvals, continue to repeat the same errors.
Recently, I challenged a Council Mayor about the design of a particular roundabout where there have been several heavy vehicle roll-overs. The short response was: ‘we know about that roundabout, however the engineer who designed it has left employment with the Council’.
So how does that fix the inherent infrastructure problem?
In design it’s human to make mistakes, with the key being to learn from those errors and not make the same mistake again.
I can recall a number of examples, where the consideration for delivering raw products by trucks at a facility was much less than basic, but the same facility had a five-star rating for outloading finished product.
This was where facility designers may have overlooked how best to get the raw product safely on to the sites.
Another example wa, where a livestock facility was promoted as being designed to receive B-doubles, while it already had B-triples and Type 1 road trains operating there.
It was decided to allocate a light vehcile parking area opposite the
unloading/loading docks, which reduced the turning space for heavy vehicles.
Another example is of the clickand-collect shopping services, where, in one case, the new space saw support columns encroaching into the reversing line of the delivery dock.
One has to question the level of consideration of the real world reversing of heavy vehicles. It may be a simple enough issue, but one that can have serious consequences.
Today, due to sub-optimal planning, there are sites, possibly designed 40 or 50 years ago for a semi-trailer with an overall length of 15 metres or less, where the truck has to park on the public road, from which a fork-lift has to unload pallets, or a car carrier unloading its cargo to a dealer, from the roadway. These are dangerous situations for all road users, but at a time when the shipping and delivery of goods is a necessity.
Thankfully there are tools to predict the swept path of various vehicle combinations, although most are less than perfect for predicting reversing manoeuvres however, the use of a swept path analysis program needs to have an in-depth understanding of heavy vehicle driving.
An example of the successful prediction of a vehicle’s swept path was the design of a facility and workshop, to receive Type-1 Road Trains in regional New South Wales.
The successful design layout was completed with the assistance of the Department of Transport and Main Roads’ Vehicle Path, or VPath, where the actual swept path performed by the driver was within 100mm of the VPath prediction.
Despite that there are many examples where road managers seem to be overly optimistic of a vehicle’s ability to perform tight manoeuvres when accessing a delivery site.
The following key issues need to be considered to address the current status of heavy vehicle ingress and egress.
• L ook forward and plan: Consider the size of the next generation of freight vehicles; a B-double today will likely be a B-triple in ten years.
• Ensuring access: Access from the roadway to a site must be legally compatible, so the truck doesn’t proceed into the counter flow traffic due to parking arrangements for light vehicles.
• Tyre friendly kerbs: The kerbing on access and egress needs to be tyre friendly, not sharp rises on the mountable verge of roundabouts that can cause tyre sidewall damage.
• Room for deliveries: Provide ample room and clearance for a delivery truck with a splayed clearway from the dock, including not positioning bulky installations (compactors), within 400mm of the dock reversing splayed clearway; not planting gardens that obstruct truck drivers’ vision; facilitating reverse manoeuvres for an articulated combination that on the driver’s side.
• Size matters: Reversing a B-triple is typically easier than reversing an A-double, especially if the trailing units of the A-double are shorter.
• Be aware: All operators and site managers need to be aware of the challenges the driver faces at the pick-up and delivery sites, and address those issues.
A good starting point to address access to goods delivery sites would be the development and implementation of various industry Codes of Practice.
However, these, and any related Technical Procedures or Austroads Guides, are only beneficial if regularly updated and appropriately referenced.
The NHVR is drawing attention to the dangers of over-height trucks colliding with low-level bridges and tunnels. Its Chief Operating Officer, Paul Salvati, calls on drivers to take the necessary precautions, including using the NHVR Route Planner, to ensure a safe journey.
Every heavy vehicle driver and operator understands all too well how easy it is for the pressure to build this time of year.
Freight volumes go through the roof, deadlines tighten, traffic ramps up and there’s always one more job to squeeze in before Christmas.
Those same pressures - fatigue, tight schedules, and busy city routes - can create the perfect storm for mistakes.
One of the costliest errors the National Heavy Vehicle Regulator sees still happening far too often on our road networks is an over-height truck driving on a road it shouldn’t be and colliding with a bridge or tunnel.
It may not seem much, but just a few extra centimetres can be the difference between a safe run and a strike that brings stops traffic, damages public infrastructure, and puts lives at risk.
In New South Wales, there are more low-clearance bridges and tunnels under 4.6m than anywhere else in the country, with Sydney’s tunnel network historically proving to be a hot-spot for over-height incidents.
Queensland too has faced its own challenges this year, with a run of over-height trucks striking rail bridges and causing significant damage.
These high-profile crashes are not only likely to end up with a driver and their company truck on the nightly news but are headache-inducing events for potentially thousands of rail commuters – not to mention the danger posed to the driver and other motorists.
It’s why the NHVR has been working closely with our state jurisdictional partners and police services to help turn those numbers around.
In NSW, Transport for New South Wales (TfNSW) have boosted the fine to $5,500 for over-height trucks who ignore low clearance signage, with drivers also able to be issued with 12 demerit points.
TfNSW also has the power to suspend a driver’s licence for up to six months and can issue a registration suspension for trucks for up to six months.
In Queensland, drivers who hit rail bridges can face fines starting at $1,290 and four demerit points, rising to $12,900 if the case goes to court.
Queensland Rail alongside the NHVR and the Queensland Police Service have deployed a number of operations to enforce and educate heavy vehicle drivers on avoiding these incidents.
At the NHVR, we boosted education messages to industry through dedicated advertising on social media, radio and online, and developed a brochure translated into three different languages to further inform drivers on what steps they can take to ensure incidents are avoided.
Of course, the heavy vehicle industry has also played a critical role in the reduction of these crashes, and we thank all of you for your ongoing support in training drivers and ensuring their routes are appropriately managed and planned.
The encouraging news is that our joint efforts with state jurisdictions and industry to bring the number of incidents down is seeing results.
Since 2023, over-height incidents in NSW tunnels have dropped almost 49 per cent.
It’s a positive achievement, but we can’t let our guard down – not when every incident has the potential to cause traffic chaos, bring the city to a standstill, damage infrastructure, and lead to dangerous conditions for all road users.
A small increase in incidents this year compared with 2024, along with the rush leading into Christmas, is a reminder that complacency is the real danger.
Every over-height incident that is
prevented saves time, money, and your reputation, so make sure you are doing these crucial steps before every time you hit the road.
Measure your truck and load every single time. This is a critical part of starting your journey – even if you think you already know the height.
Heavy vehicles higher than 4.3 metres have restricted travel conditions and must use only approved road networks. Also, check your load and restraints, as a load that shifts while travelling can suddenly put you at risk of an over-height strike.
PLAN YOUR ROUTE
Mapping your journey - before you depart for your trip – is essential to ensure you are only travelling on roads, through tunnels and under bridges where permitted and where your truck’s height is appropriate. Use the NHVR Route Planner to check where you can and can’t go.
If you’re travelling through Sydney, remember the ‘usual suspects’ and their restrictions - Sydney Harbour Tunnel (4.4 m), M5 East Main Tunnel (4.6 m) and the Airport Tunnel (4.4 m). Every trip you complete safely keeps freight moving and protects the reputation of the entire heavy vehicle industry, and avoiding preventable over-height incidents is one of the simplest and most effective ways we can boost our shared goal of improving heavy vehicle safety.
By double-checking load heights, planning routes carefully, and staying alert in transit, we can ensure that our network of tunnels and bridges remain safe.
We’ve proven what collaboration and professionalism can achieve – so let’s continue to work towards eliminating over-height incidents entirely.
increasingly
When Geotab Founder, President and CEO, Neil Cawse, describes his company’s latest move as “a pivotal moment for the connected vehicle industry” he’s not exaggerating.
Canada-headquartered telematics giant, Geotab, has recently pulled off one of the most significant acquisitions the fleet management and telematics sector has seen in years – taking over the commercial operations of Verizon Connect’s telematics business across nine key international markets, including Australia, the UK, Ireland, Italy, France, Portugal, Poland, the Netherlands and Germany.
For Geotab, already one of the global leaders in connected vehicle technology, the deal represents far more than simply expanding market share. It is a bold declaration of intent: To dominate the small-to-mid-sized fleet space, deepen its European and Australian presence, and accelerate its push into a future where artificial intelligence, big data and sustainability converge to reshape fleet management.
Geotab has steadily built its reputation over the past 25 years as a pioneer in telematics and connected vehicle data. With more than five
million subscriptions now active worldwide, the company already holds a commanding position in North America and a growing footprint across Europe and Asia-Pacific.
The Verizon Connect acquisition, however, supercharges this expansion. Overnight, Geotab gains a significant commercial presence in nine countries, backed by more than 400 new employees transferring from Verizon Connect into the Geotab fold.
Matthew Kassel, Geotab’s Senior Vice-President of Strategic Acquisitions and Integration, has been tasked with overseeing the process. The aim is clear – ensure a seamless transition, protect customer continuity and quickly align teams to deliver the full value of Geotab’s technology to new and existing fleets.
“This is not just a change in ownership,” Kassel said. “It’s about giving fleet operators – especially small to medium-sized businesses –access to more advanced data-driven insights, broader AI capabilities, and stronger in-market support than
they’ve ever had before.”
While large fleets often dominate the headlines in the logistics and transport space, small and mediumsized operators make up the backbone of the global fleet industry. From plumbing companies in Sydney to construction firms in Milan and courier services in Dublin, these operators face the same pressures as the giants: safety, efficiency, compliance and sustainability.
However, unlike their larger counterparts, they often lack the resources to build complex data and telematics teams. This is where Geotab sees its sweet spot.
By absorbing Verizon Connect’s commercial operations, Geotab is plugging directly into this crucial customer base. The deal gives these fleets immediate access to Geotab’s ecosystem – over 630 patents, a marketplace of more than 250 integrated solutions, and a data platform that processes 75 billion data points a day.
“Fleet operators, regardless of
size, need actionable insights to survive and thrive in an increasingly competitive landscape,” said Cawse. “This acquisition positions us to serve them better, at scale, and with the local expertise that builds trust.”
For the Australian market in particular, the deal is highly significant. Local fleets are under mounting pressure to cut costs, manage safety compliance, and transition toward lower-emission operations.
By taking on Verizon Connect’s Australian commercial team, Geotab instantly enhances its footprint here, bringing in local expertise and existing customer relationships. With the nation’s strong mix of transport-intensive industries, mining, construction, logistics, agriculture, the potential to grow adoption is enormous.
Telematics penetration in Australia has historically lagged behind North America, but the trend is changing rapidly. As sustainability reporting requirements tighten and businesses look to AI for predictive maintenance and route optimisation, Geotab’s offering could land at exactly the right time.
The timing of the acquisition couldn’t be more symbolic. Just weeks earlier, Geotab announced it had surpassed five million connected vehicle subscriptions worldwide, a milestone that underlines the scale and velocity of its growth.
To put this in perspective, the company added its last one million subscriptions in under two years, a record pace for the industry. For Cawse, this isn’t just a number, but proof that data-led fleet management is no longer optional, it’s mission-critical.
“Reaching five million subscriptions validates the work we’ve done over 25 years to push the boundaries of telematics,” he said. “With the rapid adoption of AI, the next five years are going to be even more transformative than the last 25.”
So what exactly sets Geotab apart? In a word, data.
The company’s platform collects and analyses massive streams of data from millions of vehicles across the globe. This data is then harnessed to deliver
insights that directly impact business outcomes – from improving driver behaviour and reducing accidents, to cutting idle time and optimising routes, to forecasting vehicle maintenance before breakdowns occur.
Layered on top of this is a growing suite of artificial intelligence applications. AI models trained on Geotab’s enormous dataset are being used to predict failures, monitor emissions, and even guide fleet electrification strategies.
“Fleets today don’t just want to know where their vehicles are,” Kassel said. “They want to know how their vehicles are performing, when they’re likely to need service, how much CO2 they’re emitting, and how they can cut costs without compromising safety. That requires AI and data at scale, and that’s exactly what we provide.”
The integration of Verizon Connect’s operations into Geotab is effective immediately, but both companies have stressed that customers can expect a seamless transition. Services, contracts, and telematics solutions will continue uninterrupted, with the added benefit of Geotab’s broader global support and innovation pipeline.
For fleets in Europe and Australia, this means continuity with an upgrade. The same local contacts they know, combined with the strength and resources of one of the world’s telematics powerhouses.
“Transitions like this can be daunting for customers,” Kassel said. “But our focus is on reassurance. We’re not disrupting their operations, we’re enhancing them.”
Ultimately, the acquisition signals
much more than Geotab’s own ambitions. It reflects the accelerating consolidation and maturation of the telematics industry as a whole.
Where once the market was fragmented with dozens of regional players, today global scale, AI capability and deep data pools are the competitive advantages that matter. For Geotab, the Verizon Connect deal ticks all three boxes – reinforcing its place as not just a telematics provider, but a strategic partner in the digital transformation of transport.
For fleets navigating rising fuel costs, regulatory demands, and the urgent drive toward sustainability, that partnership could prove indispensable.
As the dust settles on this mega acquisition, the road ahead for Geotab looks ambitious but clear – integrate quickly, deliver value immediately, and continue pushing innovation at pace.
For Cawse, the vision is as bold as ever. “Our mission is simple — to help fleets of all sizes become safer, more efficient and more sustainable. This acquisition is a major step forward, but it’s just one part of a journey that is far from over.”
With five million vehicles already connected and counting, a pipeline of AI-driven innovations, and now a dramatically expanded global footprint, Geotab has positioned itself not just as a player in the telematics industry, but as one of its defining leaders.
And for the transport operators who rely on connected technology to stay ahead, that leadership could make all the difference.
The National Road Transport Association hosted its annual NatRoad Connect 25 conference in September under the theme ‘Navigating Now – Staying ahead on the road’. While it was an opportunity to look forward in the industry, it was also a time to celebrate transport legacies.
Road transport operators, suppliers and industry representatives converged on the Goulburn Valley town of Shepparton for NatRoad Connect 25, the annual industry conference, to get a grass roots approach to the industry that is going through tough, and uncertain times.
The choice of the host town was not lost on attendees, those long-time truckers, as Shepparton is regarded as one of the most important regional transport hubs in Australia.
For NatRoad Chairman, Paul Fellowes, it was like “coming back to the heartland” of Victorian trucking.
“The conference gives practical insights into the transport sector. There are a lot of skilled people who can help you, you are not alone in these tough times,” he said.
Fellowes noted that the conference venue also embodied the spirit of the association’s annual gatherings, recounting that a personal highlight is the regional forums, from Shepparton, Albury, Logan and Maitland, that allow operators to connect with national regulators and interest bodies.
The NatRoad Chairman highlighted the body’s success in the transport sector, saying that, with 2300 members, it is Australia’s largest and
only national member-based road transport association.
The group, Fellowes said, has big ambitions to expand - seeking to grow to 5,000 members with a presence in all states and territories.
He noted it was the members that was NatRoad’s “most powerful element”, saying that “Our members can go to local members about issues, who can take those to parliaments to get action”.
NatRoad CEO Warren Clark saw it as an opportunity for road transport operators to find out how to practically navigate the everyday challenges and opportunities of running trucking
businesses. Hence, the theme addressed the topic of ‘Navigating Now – Staying ahead on the Road’.
“The NatRoad Connect 25 program features industry updates and goodsense business advice operators can use in their businesses right now,” Clark said.
PACCAR representative, Michael Long, described the Museum of Vehicle Evolution (MOVE), the venue for the conference gala dinner, as the “perfect location to celebrate the legacy and future of the Australian transport industry, surrounded by the machines that shaped our roads and history”.
He said the PACCAR dealer network was proud to continue its longstanding partnership with NatRoad – “a relationship built on trust, collaboration
Awards that recognise individuals who have demonstrated dedication, professionalism and a commitment to setting new standards of excellence in the industry.
The winners were:
• Sam Sali National Young Driver of the Year: Porcha Stafford, De Bruyn’s Transport.
• Professional Driver of the Year: David Muir, Formula Chemicals.
• Excellence in Operational Support: Heather Darrington, Hayllar Transport, Narrandera.
• Ted Pickering Memorial Award: Leigh Smart, Formula Chemicals.
“Our industry is full of hard-working people who go above and beyond to make a significant and positive impact on the broader road transport industry,” said NatRoad CEO, Warren
as “an icon of the industry and a partner of NatRoad”.
Sali’s commitment to the transport industry spanned almost 70 years and shaped one of the longest running family businesses in Shepparton.
“It honours his legacy by acknowledging young professionals who exhibit exceptional dedication, innovation and leadership in the road transport sector,” he said.
Sam Sali’s daughter, Linda, noted her father played an instrumental role in the creation of the National Transport Federation in 1986, which supported smaller trucking operators.
She said Sali’s courage and conviction highlighted the importance of NatRoad, which “gives us the space to listen learn, connect and continue to strengthen NatRoad and the future of the transport industry across Australia” she said.
“He was always involved, making a difference and always speaking up for the industry he loved.”
Porcha Stafford of Debruyn’s Transport Tasmania, was recognised for her positive attitude and commitment to progressing her career.
She has driven a total of 470,000km in two years in various trucks, including carrying complex loads like dangerous goods and over dimensional freight.
Regularly jumping into a leadership role whenever required, her positive, can-do attitude is appreciated by De Bruyn’s customers.
Tasmania-based Porcha started on forklifts and then progressed on to trucks, with her ambition to drive B-doubles.
She said she has always wanted to drive trucks “for as long as I can remember” as a kid in school and was grateful for being recognized for doing something she always loves.
“This award means a lot and I’m excited to keep learning and keep growing and improving and showing that us young drivers are known for more than just choosing play lists on long drives,” Porcha said.
EXCELLENCE IN OPERATIONAL SUPPORT AWARD
Heather Darrington of Hayllar Transport in Narrandera received
dedication to the transport industry.
She started out as an office clerk, working her way up to be the Office Manager, where her commitment to staff wellbeing and training has created a positive environment at Hayllar Transport that contributes to staff retention and has encouraged former employees to return to the company.
Darrington takes on overall management of the company when required, develops strong relationships with long-term customers, and is active in the community, regularly arranging donations for local charities.
She said there were three factors that make your job easier and something everyone should have: good leadership, a good team and love what you do – and making the team feel as though they are the most important people in the world.
“Fortunately, in my last 25 years I’ve had all three.”
DRIVER OF THE YEAR AWARD
David Muir from Formula Chemicals was awarded for his outstanding commitment to the road transport industry through continuous professional development with a strong focus on safety, professionalism, collaboration and efficiency.
Muir is known to lead by example, fostering teamwork and inspiring those around him with his technical and leadership skills. His outstanding driving history spans over 25
impeccable record free of any driving infringements or accidents.
He came to Australia from Scotland in the 1990s and has never looked back. He was a bus driver in the 1980s and has excelled in his job because he loves being his own boss and says the truck is like your own office.
In thanking his employer upon receiving the award, David described Leigh Smart as “the most generous and kind-hearted man I’ve ever met”.
Leigh Smart of Formula Chemicals received the Ted Pickering Memorial Award for demonstrating unwavering leadership and dedication in the freight transport industry. Founding Formula Chemicals in the 1970’s, his career has been marked by innovation, safety advocacy and ethical leadership.
For more than 50 years, Smart has played an active role in fostering collaboration across government, industry leaders, and his own operational staff to tackle some of the most pressing issues the industry has faced such as driver shortages, environmental sustainability and regulatory complexity.
Starting his company in 1973 with $1000, Smart’s business is now NSW’s largest chemical transporter.
He said there were so many good people in the industry, who keep it going as the backbone of the industry.
Victorian Senator, Bridget McKenzie, the Shadow Minister for Infrastructure, Transport and Regional Development and leader of National Party in the Senate, delivered the keynote speech, where she praised the NatRoad team for well-representing the transport and trucking industry and the issues affecting it.
McKenzie said the National Party fully acknowledged the trucking and road transport industries are vital for Australia.
“We know you keep our country moving and you are often the silent and unseen and unthanked component that keeps supermarket shelves stocked and makes sure our products from the regions get to where it needs to go,” she told the conference delegates.
“These events are necessary to get people from all around the country together for fellowship and also to learn from each other and experts as
to how to drive opportunities in your industry forward.”
The Shadow Minister said a national plan was needed to attract young transport drivers. “We need to make sure there are jobs a 15-year-old that wants to get out of school and wants to work can do in your industry that put them on the pathway to becoming a driver.
“We need to solve that problem with age issues and women in trucking.
“We need to make a better pathway for young people who want to get into this industry earlier than they currently can and get a structured career going forward.”
McKenzie scrutinised the Albanese Government’s Transport & Infrastructure Sector Plan for Emission Reduction, which she said set aggressive targets and policies for 2035 emission reduction targets.
She noted emission targets in the mid-70 per cent region, as advocated by some members of the Government would be “catastrophic”, and loomed as the biggest challenge for the transport.
McKenzie noted that imposts would make it very difficult to operate a transport business. “The end result will be operators passing those costs on to farmers, producers and consumers – it will flow through the economy and when it touches your industry it touches everybody – everything arrives to the Australian consumer on the back of a truck,” she said.
She added that the transport sector is at the forefront of this issue as it accounts for 22 per cent of national emissions, with heavy transport accounting for 44 per cent of emissions from the transport sector.
The Shadow Minister said that while the Coalition supports emission reductions, it is not “at any cost and can’t de-industrialise our economy”.
She highlighted that biofuels could be part of the solution to what she described as the Government’s $530 billion emission reduction targets.
The conference program included an array of practical overview of recent legal changes affecting the industry and tips on minimising legal risk and insurance.
The ATO delivered a session to
facing – from wage rates and awards to difficult staffing issues – and provided practical steps road freight operators could take to worth through them.
Other sessions included ‘Improving access certainty – Victorian and National approach to automating access assessments’, which was a joint presentation between Victoria’s Department of Transport and Planning, and the National Automated Access System (NAAS) Program.
It looked at the work being delivered to improve the timeliness and certainty of heavy vehicle access decisions.
It included demonstrations of the Victorian structural assessment system (HVSAPS) and the national automated access system (which is powered by Tasmania’s successful HVAMS) with discussion on how they will benefit operators.
The NHVR hosted a panel discussion, entitled Safety vs Compliance, which covered the NHVR’s approach to guiding a safer heavy vehicle industry by informing,
for the sake of being compliant, to actively choosing to manage safety irrespective of compliance.
Another session was entitled ‘Navigating Transport Insurance in a Changing Risk Landscape’, which was a must-attend for business owners, operators, and managers looking to reduce risk exposure and strengthen their insurance strategy.
Jordan Caleo of AEI Insurance explored key insurance considerations critical to protecting transport businesses and their leadership.
Peter Anderson, CEO of the Victorian Transport Association, spoke about the Minimum standards required within the road transport industry in his capacity as Australian Road Transport Industrial Organisation (ARTIO) National Secretary.
NatRoad Connect 25 was sponsored by Ampol, PACCAR and Dealer Industry Fund, NTI, AEI Transport Insurance Brokers, Cummins, Teletrac Navman, Phillips Basile and Bridgestone.
Relationships in business have always been paramount to Trafquip Managing Director, Jeff Trim. That’s why the Brisbane-headquartered traffic equipment rental business has recently taken delivery of its 100th Hino truck and counting.
I’m an older style business person, so relationships mean a lot to me,”
Jeff says.
“I’ve had a good relationship with the people at Hino and in particular Brad Elliot, (Sci Fleet Hino, Eagle Farm) who has always ensured that we get, firstly, good service, and secondly, that we get the product that we require.”
“Brad will seek and find me what I should need for my business. Yeah, so I just listen to what he says. So that’s the power of relationships, that’s the relationship that I have with Hino.
“That’s the relationship I have with all of our suppliers, because once I start with someone, I stay with them.”
In its short 10-or-so-year history, Trafquip has grown its fleet of Hino trucks where it showcases a mix of
300 Series hybrids through to 500 Series wide cabs, featuring Truck Mounted Attenuators (TMAs) or IPVs (Impact Protection Vehicles) and cone truck bodies, all for rent to customers.
For Jeff Trim, the allegiance to Hino vehicles hasn’t just been a decadelong affair but stemmed from his previous career in civil works.
“I come from a civil works background, and I’ve been in the traffic control sector for 20 years, but I’ve been in the hire sector for 10 years,” Jeff explains.
“I was a civil contractor doing Greenfield subdivisions and we had a truck hire and cartage business within that business, and I just had
an affiliation with other brand truck brands, non-Japanese trucks.
“We ended up going with Japanese trucks, and then I just developed an affection for the Hino because of its reliability and its ability to idle in for a long time without causing any glazing and stuff to the motor.”
Jeff happily admits that the seeds of using Hino trucks in business were planted some 30 years ago when he heeded the advice of a former employee who became a good friend.
“When I was a young guy, one of my mates, who was a truck driver, did nothing but talk about Hinos,” says Jeff.
“I wasn’t really into trucks; I was a procurement person doing tenders and sales. I spoke to him before I started buying all these trucks, and he said:
‘you can’t go passed a Hino or a Fuso truck’. I ended up going with Hino.
“Ultimately, I listened to him and built this part of my business based on that conversation I had 30 years ago.”
Combined with the advice from a good friend, Jeff’s ‘one-truck-man’ approach to business gave him a practical reasoning for sticking with Hino trucks, rather than going for a mixed bag.
“We buy them because we know that if we stick with the one brand, we come to understand its strengths and its inherent weaknesses, and Hino has proven to not have a lot of inherent weaknesses. It’s been very reliable vehicle,” Jeff says.
“But if there are any issues, we know that we’ll get the support from Hino because of the mass. We also know that if we find an inherent problem, we can maintain and repair the entire fleet and be prepared for whatever the problem might be.”
That approach has stood Jeff in good stead for his whole truck fleet – small or medium.
“It’s good we just stick with the same brands throughout our entire business, so that we have both the buying power and the ability to be informed by Hino as to what’s coming, what’s happening with the Euro emissions, all that type of stuff,” he says.
“You feel very informed and comfortable with Hino there. They are the best truck for us and for our applications.”
Jeff also sees Hino as enhancing Trafquip’s reputation in a competitive service industry.
“When a customer drives out of the gate in one of our trucks, I feel confident it’s going to continue to drive well and perform as required,” Jeff says.
On a purely practical level, Jeff’s business is heavily focused on supplying 15.5 tonne trucks – the legal requirement for IPVs – with Hino being adept at manufacturing these mid-weight vehicles that are easy to manoeuvre, maintain and operate.
Jeff has applied his 20-year experience in the traffic management to build
“We buy them (Hino trucks) because we know that if we stick with the one brand, we come to understand its strengths and its inherent weaknesses, and Hino has proven to not have a lot of inherent weaknesses. It’s been very reliable vehicle.” Trafquip Managing Director, Jeff Trim.
Trafquip to where it is steadily growing its national footprint.
His application of experience means that Jeff’s business is purely focused on the traffic sector.
“We’re a national business, and we focus purely on the supply to the traffic management industry nationally, right across Australia, wherever needed,”
Jeff explains.
“We have about 1,100 units of plant and we basically just rent them – long-term or short-term rentals to the traffic management industry, local government, tier ones, anybody who needs it.”
Daily, weekly, monthly, and longer rentals mean having available stock of any possible traffic management equipment, from trailer mounted traffic lights, VMS boards, Traffic Control Utes, traffic control VMs, Utes, super pod trucks, cone trucks, IPVs, or TMAs (Truck Mounted Attenuators).
Although the traffic management sector can be seasonal, with business ebbs and flows, Jeff is fully aware of the need for Trafquip to have a national footprint and presence.
The business now employs 26 staff and already operates six depots nationally, including in its home state, with another near completion and one in the planning stages.
“It’s a tough business, but I think we’ve been there long enough now to kind of understand how it works,” he says.
“We started small and we just quietly purchased a depot in Brisbane and started working from there. Then we quietly purchased a depot in South Australia and started working there. We just quietly purchased one in Victoria, so everything, is looking good.
“It’s one of those businesses where you’ve got to have a national presence
to provide the equipment that people want. If you don’t have it, they will get it from somewhere else.”
With equipment hire, Trafquip is dedicated to maintaining a high utilisation rate of stock.
“We’re very aware that we need to have excess stock to be able to support and grow the industry,” he said.
“It’s the reason why I’ve got over 100 of these trucks. You’re just hiring the products out, so it’s going to be immediate availability.”
As a result of needing to continually purchase and replace stock, Trafquip boasts its own workshops for repairs, maintenance and new builds to maintain quick product turnarounds and customer satisfaction.
“We have boilermakers, auto electricians, mechanics and diesel mechanics, and also general ‘yardies’. We really try and run an internal shop here to keep things cheaper for everyone,” Jeff says.
That quick turnaround means Jeff’s team will even deliver the rental equipment, anywhere.
With Brisbane as the epicentre of Trafquip’s operations it means that if equipment is needed to be built from the ground up, it will come out of Brisbane and transported to the other branches around Australia.
It also means that Jeff buys all the business trucks from Brad Elliott of Sci Fleet Hino at Eagle Farm in Brisbane.
Being founded in Queensland doesn’t mean the business concentrates solely north of the border - continuing to enjoy success and strong support around the country.
“I am a proud Australian and from a cultural point of view, people around Australia are ultimately the sameeverybody just wants the same thing.
“They want a product that they’re
not going to be embarrassed to drive, that is reasonably priced and does the job.
“Ultimately, it’s about finding a service as a national company, and I believe we provide that service.”
Being in the equipment rental business, Trafquip is in a state of constant build.
“We constantly rotate the fleet, and we have trucks that are six years old, but we look at them as coming to end of life. So, if we’re going to have 10 of those rolling out the door at the end of life, I’m going to be buying 10 or 15 to replace them, to keep the business growing,” Jeff says.
Dating back to his civil contracting days, Jeff has always maintained on the 15.5 tonne mid-range truck to be able to cater for the TMAs, or IPVs. This has led to a focus on the smaller 300 Series up to the 500 Series Hino trucks.
“They’re a great vehicle for carrying load and relatively efficient. We’ve actually even moved into the hybrid range of those things, because that’s
also uses a light TMA truck, or LTMA, which is a smaller version used in the slower speed zones for traffic management.
“We have the large TMAs on the 500 series and the smaller ones on the 300 series, which are hybrid,” Jeff explains.
“We have just general 616 wide
cab, which is another working kind of traffic control vehicle.”
Constantly planning and upgrading, Jeff is now contemplating buying “a couple” of tilt tray trucks from Hino.
As he has done for the past 30 years, Jeff will keep relying on his sturdy business relationships to
The unfortunate closure of one business in 2011 led to an enterprising Peter Chugh to start his own business with one Scania truck. Today, Peter’s business is thriving with 15 Scania vehicles.
With about 40 years of combined transport industry experience between them, Peter and Kirsty Chugh certainly appreciate that when one venture ends you grab the next opportunity to come your way.
The couple initially started their transport journey in Queensland, where Kirsty was the Operations Manager for a transport company and Peter worked with Wridgways Removals, prior to its demise.
Kirsty was transferred to Melbourne with Peter in tow, but prior to leaving the Sunshine State he was able to secure one of Wridgways’ Scania prime movers - a 4x2 P 360.
Upon arriving in Melbourne, Peter promptly put the Scania to work,
setting up Chugh Transport.
That was 2011 and armed with big dreams and a large helping of grit and determination, Peter and Kirsty founded their fledgling transport business in Dandenong South, on Melbourne’s southern outskirts.
That second-hand Scania is still part of the business – displaying over one million kilometres on the clock.
After a recent overhaul, it is still able to earns its keep when required.
In those early days, Peter started off driving the Scania as Chugh Transport, while Kirsty managed the business.
Now, Peter is out of the driver’s seat and is more focused on building sales.
Keeping the business in the family, the Chugh’s daughter, Georgia, helps on the front desk in between her
nursing studies.
Initially, the Chughs were engaged in removals and then carting to and from the wharf for freight forwarders. Now, delivering directly for customers is becoming a growing component of the daily schedule, as well as warehousing.
After a couple of years, they purchased a second truck, a second-hand R 480 prime mover from the Scania Used Truck team in Campbellfield.
“That truck cost $125,000, which was a great deal of money for us,” Kirsty says.
“Recently we put down $1.2 million on three new Scania trucks, so the times have changed. Early on we bought three or four second-hand Scanias, and then we started buying them new.”
Today, the business operates 15 Scanias and has evolved from its original removals work into container cartage and recently added warehousing and container unpacking services at a new, larger premises.
The new facility on Remington Drive, Dandenong South has benefited from exposure to passing traffic boosting its awareness, in turn attracting new clients.
“It’s a big opportunity for us to expose ourselves more in the market,” Kirsty says.
“Moving to Remington Drive in March 2025, we expanded our footprint from 5,000 m3 to 12,000 m3, boosting our onsite capacity from 100 to 500 containers, but already we’re getting full.”
They’re now looking to get an additional holding space to house their trailers in the short term.
“For us to move into this building was very exciting. It was a massive achievement for us to get a place on a main road and know that we’ve got the capacity to bring 15 trucks in here. At our previous location in Fowler Road there was no through traffic,” says Kirsty.
With 20 employees on the books, mostly truck drivers and reach stacker drivers, the business has grown organically from the early days of the husband-and-wife directors doing everything themselves.
Much of the Chugh’s business is now focused on carting containers on A-doubles and B-doubles off the wharf in Melbourne and delivering to the yard, as well as using the company’s six side-loaders to deliver to customers’ premises.
During that steady growth, two factors have remained constant – customer service and a love of Scania trucks.
Customer service and ultimately satisfaction is driving success for Chugh Transport, Peter and Kirsty readily admit.
“It’s service,” says Kirsty. “Our customers know that they can talk to the boss at any time, especially if there’s an issue. With the bigger players you wouldn’t get to speak to the guy who owns the business.
“We don’t operate a call centre. Customers can get through straight to the directors. That’s a feature many of clients appreciate.
“We’re hustlers. We go hard. Whether it’s a big player or small players, we take on the challenge.”
With customers continually looking for the extra service in a competitive market, Kirsty believes there is one factor that makes them stand out.
“It’s a very competitive market and I think the difference with us is we’re a family business,” she says.
“We give that one-to-one customer service. We know every single
customer. We know their directors, too.
“We know who’s moving containers with us today, who’s moving containers with us tomorrow, who’s got containers booked with us next week.
“Part of our success is we’re not reliant on freight forwarders. We have a lot of direct customers, and they can see the benefit in using us. Our business is probably about 60 per cent direct to customer. The rest is with freight forwarders”.
That customer satisfaction has translated to business success and expansions into warehousing and container unpacks.
The other factor – Peter’s devotion to Scania trucks – has been a constant thread for many years, Kirsty says.
“He had driven Scanias in previous jobs and just liked the way they drove. So, he wanted to keep buying them,” Kirsty explains.
“We formed a good working relationship with Tevfik Onguc, and then latterly with Mat Staddon, Scania Account Managers at the Dandenong Branch and it just went from there.
“Last year we bought three brand newies, and this year we have bought three as well - G 560 six-cylinder prime movers and R 590 V8s.
“The V8s pull the A-doubles and the G 560s pull the side loaders.”
Now, the Chugh’s fleet also includes a G 440, 130-tonne rated R 590 V8, an R 620 V8, 460 P Supers and an R 540.
Peter says the tempo of purchasing has increased. “I am looking forward to the day when I can order 10 in one go,” he says.
The evolution of the Chughs’ journey with Scania continues to create joy for the duo with boundless energy for transport industry.
“We were very excited when we took delivery of our first brand new Scania, and in five years it has never missed a beat,” Kirsty says.
“We’ll be looking at trading it in maybe next year, it has only around 350,000 km on the clock. We work our trucks hard, and they deliver.”
With an expanding client base and more work, the Chughs have seen their fleet of Scania trucks cope with larger annual mileage rates, hitting up to
85,000 km per year on average across the fleet.
“We are really pleased that the new Scania Supers have been delivering what we were promised in terms of fuel efficiency improvements. We do monitor the fuel use, and we have a 60,000-litre tank on site, which is another way of keeping our fuel bills down,” Kirsty says.
“The combination of buying bulk fuel and the fuel economy of the new Scanias is making a big impact on our fuel costs, given we use around 25,000 litres each month.”
Having had a long-term association with the Scania brand, Peter vouches for a standout feature of each rig.
“Reliability is a strong point and that’s come from the Scanias,” Peter says.
“We have had two side-of-the-road breakdowns in 11 years, and that’s down to the reliability of the trucks, and the servicing that’s carried out by Scania Dandenong.
“If we do have a truck off the road for an extended period Anna Marie Taylor from Scania Truck Rental gets us moving again with a rental unit.
“But we have a back-up truck in the fleet especially because we wouldn’t want to use a smaller truck for the bigger loads if one of those goes down. Our rule is we have designated trucks for designated work.”
Employing the right drivers as part of a transport business is crucial and the Chughs are satisfied knowing that their crew of long-term drivers will get the job done. And they share a passion for the Scania prime movers.
“The drivers love the Scanias. We try to keep the same driver in the same truck, and they really look after them, they’re spotless inside,” Peter says.
“We try to make this part of our culture, and they see that the bosses are neat and tidy, and they follow that example. We’ve kitted the drivers out with company clothing, and they have their name on their shirts, and they feel proud to represent us.
“The trucks are kept as clean as possible outside as well, and we have devised a new bold livery that really stands out on the road.”
The loyalty and professionalism of the Chugh Transport drivers shine
through, with Kirsty noting they receive very few alarms from the on-board AI cameras.
“They’ll (the alarms) trigger an alarm in the office if they detect the driver is fatigued or distracted, or braking or accelerating harshly. We get very few alarms,” she says.
Their love for the Scania products has matured over the years resulting in Chugh Transport buying into the Scania total transport solution, which provides a range of services.
That way, the Chughs can focus on running their business and growing their family empire.
“All our new trucks are on Scania repair and maintenance contracts, and we have used Scania Finance Australia since the very first used truck we bought in 2013,” Kirsty says.
“We have had the Scania Driver Trainers in, and we also use Scania Fleet Monitoring.”
Kirsty eagerly gave a shout-out to the Scania Finance team of Amanda
Buckley and Jade Saddler.
“We have financed all the trucks through them and Scania Finance has always come up with a solution that works for us,” she says.
“We know they work hard for us and to keep us. We’ve never had a call to go elsewhere. We do have a finance company that will look after us for trailers and forklifts, but Scania looks after all our financing for our new vehicles.”
Scania Account Manager, Matt Staddon can see how the Chugh family have progressed so well with a focused approach.
“Chugh Transport is an excellent example of a business that has let Scania do all the hard work keeping the business rolling,” Matt says.
“By using our financial services expertise, our company trained technicians and our repair and maintenance contracts, their trucks deliver unparalleled uptime, at a predictable cost, which means Peter and Kirsty can focus on their customers while we look after their trucks. A win-win for all.”
The latest round of funding for the Cleaner Fuels Program is set to accelerate production of renewable diesel and sustainable aviation fuel onshore, offering fleets a pathway to cut emissions while keeping trucks moving and supply chains secure.
The Australian Federal Government has announced it is investing $1.1 billion in low carbon liquid fuels.
This investment will reportedly bolster the sustainable fuel supply chain for all modes of transport.
The new 10-year Cleaner Fuels Program is designed to stimulate private investment in Australian onshore production of low carbon liquid fuels, such as renewable diesel and sustainable aviation fuel.
The first production of ‘drop -in’ cleaner fuels, which can be directly substituted for existing fuels and work in today’s engines, is estimated by 2029.
Australia has access to feedstocks including canola, sorghum, sugar and waste – the goods needed to make cleaner liquid alternatives.
Liquid fuels make up around half of Australia’s national energy use. Replacing those fossil fuels with cleaner alternatives could deliver a massive climate and economic opportunity.
Sugar is a feedstock that can be converted into renewable diesel and sustainable aviation fuel to help power cleaner transport in the future. Image: 169169/stock.adobe.com.
Australia already exports nearly $4 billion of suitable feedstocks like canola and tallow.
The Clean Energy Finance Corporation (CEFC) estimates an Australian low carbon liquid fuel industry could be worth $36 billion by 2050.
Funding to make cleaner fuel on Australian shores, from Australian feedstock, will reportedly help back Australian innovators from the farmer to the fuel bowser, make domestic fuel supply greener and more resilient and make low carbon fuels available for early adopters.
Details about eligibility will be considered through public consultation and design work to take place this financial year. Grants will be awarded through a competitive process to ensure we get value for taxpayer funds.
The new production-linked incentive builds on the government’s support via the Sustainable Aviation Fuel Funding Initiative and the Future Made in Australia Innovation Fund.
Recipients will also need to deliver benefits according to the community benefit principles under the Future Made in Australia Act.
The Government is also supporting the market by expanding the Guarantee of Origin Scheme to include low carbon liquid fuels and has established a fuel quality standard for renewable diesel.
A recent report from the CEFC found that a mature Australian low carbon liquid fuels industry could deliver around 230 million tonnes CO2- e in cumulative emissions reduction by 2050. This is equivalent to 2.3 times Australia’s current annual transport emissions, or the annual emissions from 86 million cars.
“Low carbon liquid fuels are an enormous economic opportunity for Australia,” said Federal Treasurer Jim Chalmers.
“It’s about making Australians and our economy big beneficiaries of the global Net Zero transformation.
“Developing this industry has potential to make us an indispensable
chains.
“This is a downpayment on developing an entirely new industry in Australia.
“From the farm to the refinery, from primary production to processing, this will create more jobs and more opportunities for Australian workers and businesses.
“It’s another way we’re helping Australians grasp the big benefits on offer in the transformation to cleaner and cheaper energy – to help lift wages, grow living standards, create jobs and grow our economy.”
Minister for Climate Change and Energy, Chris Bowen, said making cleaner fuels locally from Australian feedstocks creates the path for emissions reduction in sectors that are hardest to clean up.
“Across the nation we have 2 billion litres worth of projects in the pipeline, many of which are ready to scale up production,” he said.
“A new thriving domestic industry with more jobs in our regions, from farmers growing the inputs to workers refining the fuels of the future is within our reach.
“$1.1 billion for low carbon liquid fuels production here in Australia builds on the $250 million we have already allocated to low carbon liquid
through the Future Made in Australia Innovation Fund.”
Murray Watt, Acting Minister for Infrastructure, Transport, Regional Development and Local Government, said it is essential to invest in future fuels as demand for air travel grows and more goods are moved by road and rail.
“Low carbon fuels have the potential to be a $36 billion industry here in Australia, and we have the opportunity to lead the way on the production of these new fuels,” he said.
“We have the renewable feedstocks, access to clean energy and a strong agriculture base, all of which will allow us to develop this new industry, create new jobs and power how Australians move for decades to come.”
Julie Collins, Minister for Agriculture, Fisheries and Forestry, said this investment is great news for farmers and regional communities.
“Producing more low carbon liquid fuels right here in Australia won’t just benefit our fuel security and emissions reduction, it will support Australian farmers, foresters and our regions,” she said.
“Our farmers and foresters have always been innovators and our government is putting their expertise and world- class production practices
carbon liquid fuel industry.
“This investment will complement our National Bioenergy Feedstock Strategy – which we are developing so our agricultural sector can seize the economic opportunities that come with feedstocks.”
NatRoad CEO, Warren Clark, also welcomes this announcement which is in line with NatRoad’s recommendations as part of its advocacy efforts.
“It’s good to see the Federal Government is listening to industry and taking action,” said Clark.
“NatRoad has been working behind the scenes for years now and thanks the government and the departments for making solid progress.
“We have provided multiple submissions recommending low carbon diesel as a key component of the broader plan, and providing monetary support to help kick-start the support and businesses required to reduce heavy vehicle emissions as we transition to Net Zero.
“This includes NatRoad’s Stronger Economy, Lower Emissions policy paper that included low carbon liquid fuels as one of our critical recommendations to government, and this week we provided a submission to the Productivity Commission’s inquiry
absorb higher fuel costs,” said Clark.
“This is particularly important at a time when margins are incredibly tight, and operators are already dealing with significant uncertainty around costs.”
emissions that is fair, cost-effective and accessible for all the road freight industry.”
In addition to its regular submissions to government on emissions-reduction initiatives, NatRoad has developed a Get Fleet Fit roadmap aimed at helping truck operators cut costs, improve fuel efficiency and reduce emissions as part of the Net Zero transition.
Meanwhile, Victorian Transport Association (VTA) CEO, Peter Anderson, described this investment as a vital step in supporting the industry’s transition to a loweremissions future.
“Low carbon liquid fuels are essential for heavy vehicles and machinery that cannot yet be easily electrified,” he said.
“Supporting local production of these fuels will help reduce emissions while maintaining the reliability and resilience of our supply chains.
“The VTA has long advocated for a supported and realistic transition, and this announcement shows the government understands that decarbonising freight will take time, investment and collaboration.
“We also urge continued support for freight operators, particularly small and medium businesses, as they adapt to new fuel technologies and infrastructure.”
The VTA continues to lead industry efforts to decarbonise through education, advocacy and collaboration.
On 18 November, the VTA hosted its Alternative Fuel Summit in Melbourne, bringing together experts, operators and policymakers to explore the theme ‘Is transport ready to decarbonise?’.
into cheaper, cleaner energy solutions that supported policies aimed at increasing supply and lowering prices of low-carbon fuels.”
Clark added that while NatRoad welcomes this investment, managing the cost of using alternative fuels for road transport operators will be critical to their effectiveness in lowering heavy vehicle emissions.
“We have made it clear in our advocacy that the road transport industry needs a ‘fair go’ transition strategy, with a clear and cost-effective policy framework to ensure road
Clark said the road freight sector is ready to adapt and support the transition to lower carbon-emitting ways of operating, but it is vital that measures are put in place to ensure as many road transport businesses can participate as possible.
“About 98 per cent of the road freight industry consists of small businesses, and we must ensure carbon reduction initiatives aren’t too costly, time consuming or complicated for them to take part,” said Clark.
“We look forward to continuing to work with the Federal Government to help bring about a transition to net zero
Now in its fourth iteration, the summit reflects the VTA’s ongoing commitment to helping members navigate the transition to low-emission technologies. The event will provide a platform for robust discussion and practical insights into the readiness of the freight sector for this significant shift.
“The Alternative Fuel Summit is about bringing the industry together to ask the hard questions and share knowledge,” said Anderson. “We’re proud to play a role in guiding our members through this transition and ensuring they’re equipped to meet the
challenges and opportunities of a lowcarbon future.”
Australian Logistics Council CEO, Dr Hermione Parsons, said the commitment is a milestone that recognises the scale of change required across the economy.
“Freight and supply chains enable every sector from agriculture to resources to health care,” she said.
“Decarbonising these systems is not simply an environmental imperative, it is essential to national productivity, resilience and prosperity. The Net Zero Plan sets a platform for action, and the ALC advocates for freight to be positioned at the centre of this transition.”
The plan, according to the ALC, identifies clean electricity, electrification, low carbon fuels and technology innovation as national priorities to ensure freight can contribute effectively to these goals.
“The ALC considers it essential to develop a nationally coordinated transition plan for heavy vehicles,” said Dr Parsons.
“This should include measures such as corridor charging and hydrogen refuelling infrastructure, depot energy planning, targeted operator incentives and reforms to licensing frameworks that currently limit workforce participation.
“The ALC also recommends addressing the operational realities of rail freight, including access regimes, pricing and last-mile bottlenecks to enable genuine mode shift rather than a narrow focus on new technologies.
“Freight continuity, redundancy and cross-border protocols should be embedded into disaster and infrastructure planning to strengthen resilience and prevent communities and businesses from being isolated during crises.”
The transition will also require a workforce transformation, the ALC added.
Investment in skills, training and VET pathways must be matched with deliberate measures to boost diversity and First Nations participation. Licensing and regulatory reforms should also support broader workforce
This demands cross-government collaboration, harmonised policy settings, consistent emissions reporting frameworks and interoperable data systems.
Dr Parsons said ALC will work closely with government to ensure the freight sector is positioned at the heart of the transition.
freight system that supports a prosperous, low-emissions future for Australia.”
A mature Australian low carbon liquid fuel industry could be worth $36 billion by 2050 and cut emissions equal to taking 86 million cars off the road.
The national AusRAP dashboard provides a clear picture of accident hot spots on Australia’s roads.
A national AusRAP dashboard, which was released earlier this year, gives a clear, interactive view of road safety to prioritise life‑saving upgrades.
Austroads, the association of Australasian road transport and traffic agencies, released safety star ratings for Australia’s major arterial roads in September.
These star ratings are part of the Australian Road Assessment Program (AusRAP), a nationally coordinated effort to identify which roads pose the highest risks of death and serious injury, and where road upgrades will have the greatest lifesaving impact.
“We know not all roads are equal when it comes to risk,” says Austroads CEO, Geoff Allan.
“That’s why the focus of AusRAP is on the country’s most travelled roads
– the highways and major arterial routes where millions of Australians drive every day, and where fatal and serious injury crashes are most likely to occur.
“By publishing star ratings and crash history data on a single, national dashboard, we’re giving governments and the community a clear line of sight to where upgrades will have the greatest impact.”
Australia has a vast road network, and while many regional and local roads also need safety improvements, this phase of AusRAP is intentionally focused on the busiest corridors – where the risk is highest because of the sheer volume
Australia aims for 80 per cent of all travel to occur on 3-star roads or better by 2030.
of traffic and higher travelling speeds. This targeted approach, used together with or alongside other tools, assists governments to prioritise investments where they will save the most lives, the soonest. Future phases will expand coverage as new assessments and data become available.
“Road safety star ratings are a robust and trusted tool for communicating road safety
information to the public, and Austroads is proud to coordinate and publish our members’ results.” says
“Importantly, these results provide a snapshot in time of the safety of our roads – and there is still much work to be done to reach our goal of having 80 per cent of all travel occur on roads rated three stars or better by 2030,” added Geoff.
Australia’s national AusRAP results are published through the interactive National AusRAP Dashboard, an based tool that shows AusRAP Star Ratings, crash history metrics and traffic volumes, enabling transparent, accountable and evidence-based investment
AusRAP star ratings assess how safe a road is, from 1-star (least safe) to 5-star (most safe). They reflect the level of safety “built into” the road, considering factors like road layout, speed limits, and traffic volumes – not driver behaviour. It uses the globally recognised iRAP methodology. Each additional star halves the risk of death or serious injury. Roads rated 3 are recognised as safer roads. Alongside the star ratings, the dashboard presents crash risk using at least five years of data, based on the following: Crash Density – the number of serious crashes per kilometre of road per year, and also Crash Rate – the number of serious crashes per 100 million vehicle kilometres travelled (VKT), indicating risk relative to how much a road is used. Traffic volumes (VKT) are also shown to help prioritise upgrades where the most trauma can be prevented.
When used together, star ratings and crash history results help decision-makers plan safety upgrades based on both the design of the road and how it performs in real life.
These star ratings support the national road safety target that by 2030, at least 80 per cent of travel occurs on 3-star roads or better. This is part of Australia’s broader commitment to Vision Zero – the goal of zero deaths and serious injuries
on our roads by 2050.
The ratings are available through an interactive online dashboard, part of the AusRAP Collection. This collection brings together key information about AusRAP, including how the programme and dashboard work, as well as case studies from across the country showing how AusRAP data has already supported safer road upgrades in several states and territories.
AusRAP currently focuses on safety for vehicle occupants on major roads. Work is underway to map the crash history results and to expand the star ratings to also cover pedestrians, cyclists, and
motorcyclists, and member agencies are exploring ways to extend coverage to additional parts of the road network in future phases.
‘Why not rate every road?’ and the answer is: we’re starting with where we can have the greatest impact, to save the most lives soonest,” says Geoff. “The roads that carry the most people are where the greatest risks, and greatest opportunities, lie.”
The Australian Automobile Association (AAA) introduced AusRAP in 2001. Austroads took over national leadership in 2021, coordinating assessments across state and territory road agencies.
Star ratings are based on the internationally recognised iRAP methodology, used in over 130 countries.
NSW Minister for Roads and Minister for Regional Transport, Jenny Aitchison, welcomed the release of the AusRAP national dashboard.
“You cannot fix what you do not measure,” she says. “AusRAP
gives us a powerful national tool to improve road safety. The Minns Labor Government has proudly played a leading role in this initiative and will use AusRAP to guide road safety investment decisions that are data and evidence based.
“NSW is committed to doing everything it can to reduce the number of crashes on our roads. Every fatality and injury is a tragedy.
We have already released to the public and stakeholders NSW’s safety star rating data, a move towards transparency that has been widely welcomed.”
WA Deputy Premier, Treasurer and Minister for Transport, Sport and Recreation, Rita Saffioti, says: “Western Australia is pleased to be part of this national initiative as it “supports both increased road safety
as well as a consistent evidencebased approach to identifying and prioritising high risk roads.
“It is encouraging to see that currently 82 per cent of vehicle travel on the WA state network is on 3-star standard, or better, roads. We are committed to continuing to maintain and improve our state network to provide safer travel for all road users.”
Roads ACT Senior Director – Road and Path Operations, Benjamin Hubbard, says delivering safe roads and infrastructure is a significant priority and a key focus for the current ACT Road Safety Action Plan.
“The release of the National AusRAP dashboard helps support the ACT Government’s evidencebased approach to road safety and investment in achieving the Vision Zero,” he says.
According to the CEO of the Australasian College of Road Safety
(ACRS), Dr Ingrid Johnston, ACRS values AusRAP’s role in sharing road safety information both locally and globally.
“By proactively measuring the safety of our roads, AusRAP facilitates a collaborative effort to improve road safety outcomes, before predictable and preventable crashes occur,” she says.
“ACRS recognises these results will help inform and guide improvements in safety for vehicle occupants, but more needs to be done to identify risks and develop treatments that will make roads safer for our vulnerable road users. Pedestrians, cyclists and motorcyclists all deserve to be safe on our roads and AusRAP needs to be part of that solution.”
Greg Smith, International Road Assessment Programme (iRAP) CEO, says there are only five years left to achieve Australia’s National Road
Safety target of ensuring that at least 80 per cent of travel occurs on roads with a 3-star rating or higher by 2030.
“While these AusRAP results can help inform and guide the priority of work needed to achieve this ambitious objective, there is no time to lose,” he added.
National Transport Research Organisation (NTRO) CEO, Dr Richard Yeo, says: “As iRAP’s Centre of Excellence in Australia and founding contributor to the evidencebased research that underpins AusRAP, the NTRO is very proud to have provided major support to the understanding by our member transport agencies of road safety risk across the nation’s road networks. The public release of Star Ratings is vital in the engagement of the community in saving lives through the development of safer road infrastructure for all road users.”
MAN is the latest major European truck maker to come to market with a range of electric trucks. Will Shiers headed to Munich, Germany to find out what makes these e-vehicles move.
When it comes to the move toward electrification, MAN has definitely played a precision long game.
Rather than rushing prototypes to market, the German manufacturer has bided its time, studied rivals, and quietly refined its approach.
The result is the new eTGX and eTGS battery-electric heavy trucks designed from the outset to cover everything from urban tippers to long-haul.
However, MAN is hardly new to electric drivelines.
Its bus division already has more than 1,000 battery-electric vehicles
in service across Europe, and much of the know-how developed in that sector, such as thermal management, battery assembly and lifecycle planning, now sits beneath the cab of these two e-truck models.
Power packs are built at MAN’s Nuremberg facility using Chinesesourced cells, and the lessons learned in public transport have clearly been put to good use.
The e-trucks themselves are highly modular.
Diesel and electric versions run down the same Munich production line, with the power pack (motor and under-cab batteries) positioned
where the engine and gearbox sat in earlier models.
Customers can specify between three and six packs (seven in some layouts), with capacities stretching up to 480kWh and around 500 kilometres of real-world range.
Even the smallest three-pack option still delivers more than 320kWh, enough for lighter-duty roles, while keeping weight in check. Each pack adds roughly 800kg, so fleets can fine-tune the balance between payload and range.
HEAVY DUTY OR LIGHTER TRUCKS? Why did MAN launch the heavy eTGX
and eTGS first, rather than the lighter duty eTGL?
On paper, electrification makes obvious sense in stop-start city delivery work.
But in Europe, new trucks are measured under a standardised system called VECTO (Vehicle Energy Consumption Calculation Tool).
Regulators use VECTO to compare fuel and CO2 performance across different models, and every truck maker is required to hit tough fleetwide reduction targets.
Miss those targets, and the fines are eye-watering - €4,250 (AU$7,000) for every gram of CO2 above the limit, multiplied across every truck sold.
That’s why MAN focused first on the heaviest sectors.
Electrifying long-haul tractors (trucks) and multi-axle rigids delivers the biggest headline CO2 savings in VECTO calculations, even if the business case for operators is trickier today.
The lighter eTGL will follow in 2026, filling in the urban gap once
was frankly underwhelming.
Back then, MAN’s prototype felt half-baked: the calibration was off, the gearbox clumsy, and refinement was lacking.
Fast-forward to the latest production-spec vehicles and it’s a case of night and day - the latest models are polished, well-tuned and, crucially, enjoyable to drive.
“Fast-forward to the latest productionspec vehicles and it’s a case of night and day - the latest models are polished, welltuned and, crucially, enjoyable to drive.” Will Shiers.
Turning the key (a start button is on the way), and I’m greeted not with diesel clatter, but a quiet hiss from the compressor and a subtle “ready”
e-Truck sets off in second gear and, unless you’re watching closely, you’ll barely notice the shifts through its 4-speed transmission.
The box feels perfectly matched to the motor, delivering brisk yet seamless progress even when working at 42 tonnes.
It’s a refreshing contrast to singlespeed rivals, which often feel strained on hills or over-revved at motorway pace.
Running light, the response is instant. Power is right there, without lag or drama, and crucially without wheelspin, unlike some competitors I’ve tested.
Torque from zero rpm means no flat spots and no hesitation, making junctions and roundabouts far less stressful.
Braking is equally well thought out. Using the retarder stalk, drivers can choose from five levels of regeneration, ranging from light resistance to aggressive one-pedal deceleration. The strongest setting takes a little adjustment, particularly in traffic, but once mastered it proves
impressively consistent across them all - calm, smooth and unhurried. Noise levels were low, wind and road roar replacing the traditional diesel soundtrack, while the cab ride was settled, even on broken tarmac.
The digital dash reinforces the sense of calm, with clear readouts on energy use, recuperation and remaining range, encouraging a more thoughtful driving style.
One MAN demo driver pointed out that this immediate feedback is already influencing habits.
Drivers who once wasted fuel now pay closer attention to their electric rides, as a heavy right foot could be the difference between getting home or not.
To help, a ‘Range’ mode limits
speed and power for marginal routes, although in most cases the default ‘Efficiency’ setting is ideal.
The absence of engine noise aside, you could easily forget you’re driving an electric truck at all. And that’s the biggest compliment.
It feels like a fully matured heavyduty vehicle that just happens to be battery powered.
Despite the ongoing debates around charging infrastructure or long-term economics, one thing’s beyond dispute - these trucks are superb to drive.
I’m not convinced they’re the longterm answer for heavy long-haul work, where capital costs, range and charging speed still fall short, but in urban and regional distribution they
make perfect sense.
On that ground alone, MAN’s eTruck deserves to be considered among the very best.
It’s valuable to know that MAN has got the buyer, or potential buyer, covered with the issue of pre-sales support not restricted to their trucks.
MAN’s eMobility consulting team helps fleets map routes, model charging infrastructure and calculate energy costs before making the allimportant commitment.
For operators stuck waiting on grid upgrades, the firm offers the “Smart Charging Cube”, a mobile power bank built with second-life Audi cells.
Additionally, with MAN’s Charge
& Go card, customers gain access to more than 700 truck-verified charging sites across Europe, at a capped price of about €0.40/kWh (AU$0.65).
MAN’s OptiView system, optional across both ICE and electric models, does away with conventional mirrors, replaced by slim camera arms feeding high-definition images to in-cab screens.
The cameras cover every anglemain and wide-angle views are shown on A-pillar monitors, 30cm-wide on the driver’s side and 38cm-wide on the passenger’s side, each split into three zones with overlays for trailer length and vehicle width.
A particularly smart detail is the
way the kerb and front-view cameras are displayed on a screen in the centre of the dashboard.
In a traditional cab this line of sight would be blocked, but here it mirrors where the driver’s eyes would naturally focus - the near-side front corner where hazards are most likely to appear.
At first the positioning feels unusual compared with a display above the windscreen or higher up on the A-pillar, but in practice it draws your attention to exactly where it should. After a few kilometres of driving it feels entirely natural.
OptiView adapts automatically, widening its field of view in tight city work and narrowing it at highway speeds.
Heating cuts in with rain or frost, brightness adjusts to ambient light, and the solid camera arms are designed to flex rather than snap if clipped. I even saw one knocked, and it simply pushed back into place.
Drivers can still override the views manually, but most of the time the system takes care of itself.
While some old-school hauliers will never be swayed from glass mirrors, OptiView does have some clear advantages - improved aerodynamics (lower energy use), virtually no blind spots, and sharper night-time vision.
Compared with rival camera systems, it’s one of the most polished and practical I’ve tested.
The thought of a trailer combination barrelling down a highway, carrying a 120-tonne payload with a non-functioning braking is enough to give any seasoned trucker nightmares. This is where a compact, but highly efficient, low voltage converter made by power management company, Eaton Group, provides a timely solution.
For the flotilla of Australia’s successful road transport logistics companies, everything is about precision and timing; being able to deliver goods on time means having the right equipment and tools.
This means ensuring its trucks and trailers combinations are in perfect working order for the often-rugged conditions that logistics services face in Australia.
This is where many of the fleet operators have found one very crucial issue that was a growing concern in its road transport operations – power supply to the trailers’ emergency braking systems (TEBS).
The problem arose when the power supply to the TEBS in some multicombination vehicles was not sufficient when the drivers went into a full braking load.
Longer combinations and trailers, fitted advanced safety features, can overload the power converters feeding systems, such as the TEBS.
When a trailer of any length, whether a 53-metre or 55-metre combination, is using TEBS, the last trailer always needs to be above 13 volts to ensure the TEBS is working properly.
If the voltage hits eight volts or less, the TEBS will ‘brown out’ and become
Mobility Area Sales Manager, Nick Hope, explains.
Naturally, such an occurrence is alarming and can be devastating when a fully loaded vehicle, in excess of 100 tonnes, reverts to ‘1:1 braking’ - whatever pressure the driver applies to the brake pedal is the same as the pressure going on the brakes and trailer.
This uncontrolled braking event can be catastrophic.
So, what do Australia’s premiere transport companies arrange to solve such a crucial issue? They turn to one of Australia’s largest suppliers of brake system components for commercial vehicles and trailers – the Eaton Group,
Truck Show convinced the clients that they need to test the hardware in ‘real world’ conditions as soon as possible.
Nick knew that Eaton’s trademark lightweight, low-voltage technologies could handle a challenging test, given the customisable equipment is designed to withstand harsh environments.
“We had identified a big hole in the market where there is a big issue with low voltage in the trailers, which our converters can address,” Nick explains.
“The opportunity for a trial was a golden opportunity for us to show what it could do, due to loads and vehicle combinations the clients use, which was a typical fleet size that faces low voltage concerns for the roll stability functionality and compliance.
“We looked at our DC converters and picked the 12-to-28-volt converter to both give more voltage to the rear trailer, but also for the current rating. The EBS needs a particular current rating as well, so the two go hand in hand.”
The solution was Eaton’s low voltage converter – a 12-28 Volt 40 Amp with CAN and ignition switch on-off mode. Simply known as Model Number 12040C12.
This small converter easily punched above its weight, and its modest name, to provide the client with the perfect answer to some mighty headaches.
It wasn’t just a case of fitting the 12-28 volt converters and ‘she’ll be right, mate’.
The Eaton Group, and its distributor Airbrake Systems Pty Ltd, first had to put the converter through some truly rugged and challenging tests, where it was up against another brand of converter.
For a company that is one of the most visible and respected EBS specialists in the country, it was an obvious choice for the Eaton Group to collaborate with Airbrake Systems on the low voltage converter.
“We really know what works and what doesn’t with EBS for trailers, and we’ve certainly got a lot of connections in the road train space all over Australia, with direct links with the fleet,” Glenn says.
The client happily selected the harsh environments – tasking Eaton, Airbrake Systems and Air Brake Corporation, which provided the telematics and data on the trailer combinations with a 7,000-kilometre trial in Cloncurry, 120 kilometres east of Mt. Isa.
The real Queensland outback.
Eaton found the perfect vehicles for the trials– a multicombination road train set up, comprised of a Kenworth T909 with TRM connected with a 1x triaxle A trailer and 3 x 6 axle dogs, all carrying a 120-tonne payload.
Cloncurry provided the terrain and temperature – a combination of sealed and dirt roads, coupled with scorching outback temperature.
The perfect mix to put the Eaton voltage converter through its paces.
Glenn Hambleton, Airbrake Systems’ General Manager, Sales and Operations, who was on hand for the trial, says the location was an “extreme condition test”.
“It had the combination temperature, the dust, all the conditions for a good test,” Glenn says.
“If you’re going to do that’s where you do it in those kinds of placesMount Isa, Northern Territory, areas where there’s a lot of heavy dust, like desert sand, and corrugated roads.”
Air Brake’s telematics revealed in real time how the Eaton low voltage solution was working to keep power moving through the trailers, and the EBS, as opposed to a rival product used in the trials, enabling the Eaton team to find increased power performance.
The trials revealed that without the correct voltage, the overloaded converter would result in the TEBS, and its roll stability function, shutting off, or browning out.
With the converter needing up to 60 seconds to reset, a driver was therefore without the TEBS for that period.
Over 7,000 gruelling kilometres the Eaton unit did not turn off under a full braking load, while the TEBS unit switched off, resulting in 28 volts of power going to the back trailer and under a full braking load, with the Eaton converter registering a respectable plus-13 volts, while an alternative unit dropped to around eight volts, which can severely impair
the trailer’s braking and stability.
The Eaton Converter had output voltage of 25.996Vdc, with a voltage drop range from 25.996 to 13.32 volts (12.676V variation under heavy braking).
The alternative converter, known as ‘brand X’, had output voltage of 25.435Vdc and experienced a voltage drop range from 25.435 to 8.489 volts (16.946-volt variation under heavy braking).
Senior Product Manager – Digital Solutions at Air Brake Corporation, Adam Woltanski, said the Eaton low voltage converter provided increased performance and safety in the trials when the TEBS was switching off.
“It (Eaton converter) behaved much better than the alternative during testing, with a much lower voltage drop,” Adam says.
“Our main aim through this is to keep the trailer safety systems powered on at all times. “With these longer combination vehicles, we need to make sure they’re always powered up to mitigate the risk of rollover.”
Nick Hope said the Eaton converter provided a key point of difference in the market.
“The Eaton one is different in its construction, where it goes through what they call ‘folding the power down’ to protect itself in the circuit, but without switching off. I think that’s the key advantage of our unit over the ones that are currently in the market,” Nick says.
Glenn Hambleton, whose company specialises in commercial vehicle brakes, supplying electronic brake systems to the trailer industry, and distributes Eaton voltage converters, knows all too well the importance of properly functioning TEBS.
“We started working with EBS trailer braking systems about 16 years ago, before they became mandated, and we did a lot of groundwork on trailers, specifically with the dangerous goods industry and fuel tankers,” Glenn explains.
Fitting up 55-metre road trains with TEBS, in locations such as the Northern Territory and North Queensland, Glenn and his team discovered that often trucks only had 12-volt power supply from the prime mover, resulting
in the third trailer of a combination only receiving six or seven volts – not enough to engage the TEBS.
With the ADR mandating of EBS in trailers, Glenn saw a significant upgrade in the power supply from the prime movers.
B-doubles and transporters with two semi road train trailers and a dolly went from being towed by a 12-volt truck to trucks with 24-volt supply.
“Anything where the power is above 10, 12 or 13 volts, the EBS systems are going to stay alive,” Glenn says.
“Thirteen volts is a good range, because the EBS systems range from eight to 32 volts.”
Glenn says that anything above 18 volts - to 24 or 26 volts - is ideal for the TEBS to be ensure optimal operation.
The lack of power supply to the TEBS was a major issue for operators and service technicians.
“We see it all day, every day, every week, every month, every year, where field service guys are on the road putting out red lights on EBS trailers.
“A problem we see is generally water ingress, but the biggest issue is voltage drop on the brakes.
“That’s the first thing they (drivers) blame when something breaks, complaining about the braking, because once the EBS goes below eight volts they turn off. You’ve then lost all the electronic functions and the first thing it turns off is the stability control.”
The result is a non-ADR compliant very heavy, long trailer on the road that is extremely dangerous.
Glenn says the Cloncurry trial results were ideal for critical braking events, proving the Eaton converter’s reliability.
“It certainly has a high performance for durability the way that they’ve designed it. It seems to have a lot better cooling, thermal efficiency. It’s definitely more robust,” says Glenn.
He believes with the additional power from its 28-volt transformer, the Eaton converter is ideally suited to a range of longer truck-trailer combinations, such as the standard B-doubles to a multiple road train combination, thus avoiding a drop of power to eight volts and ‘brown outs’.
Adam Woltanski says.
“We can evolve it to become even better. As an industry, we come together and fix up all the bits and pieces to get to a stage where we have a system that we’re 100 per cent confident in.”
Nick Hope believes that continued collaboration in the testing process will be key to ensuring Eaton can offer the best solution to trailer power issues.
The Eaton team is now working with its engineering counterparts in Eaton’s US base on more trailer power solutions.
“We’re going to build something specific. It’s not something that America would typically see, so
After showcasing the 12-28 volt converter at that show, a number of major fleet operators around Australia have approached Eaton and Airbrake Systems to have the converter fitted as a standard feature, ensuring industry compliant.
“We were able to show off our low voltage solutions at the Brisbane Truck Show to find a challenge we could take on. Showcasing it to the fleet, trailers builders and truck builders ended up with great outcomes for us,” Nick says.
“That’s why the trial went up, and we had our client coming forward looking to try it on their units.”
www.eaton.com/au/
The team at Hendrickson shares valuable insights into some of the common issues faced by technicians with a popular model of HCV.
Hendrickson has coupled a Haldex PR Plus valve when building its suspension systems, to great success.
The Haldex PR Plus valve is a no-delay design, featuring a tight dead zone and a reliable ceramic seal valve design.
Hendrickson technicians have found this Haldex valve to be highly versatile, where it can be truck mounted in almost any position.
So that the Haldex can be positioned in a range of different positions, its arm is supplied separately, meaning that, ultimately, there are 16 possible variations of HCV, shaft and arm positions.
It is essential that the arm is installed in the correct orientation to the bump identifier dimple, according to the valve’s mounting position.
Incorrect orientation can cause the suspension height and valve operation to behave unpredictably.
This procedure often catches technicians out during installation. When replacing an existing valve, the easiest technique is to copy the arm and bump position of the old one that is being replaced.
Alternatively, installation details are usually provided with the valve, and simplified instructions can be found on the Hendrickson website in technical bulletin 49441-311.
Another key point to remember with the Haldex HCV is the location of its air vents.
This vent is located under the plastic cover at the rear of the HCV.
Because of this design, it is not possible to add a pressure regulating valve to the dump port to keep residual pressure in the air springs when dumped.
However, residual pressure
can be set up by a couple of other arrangements, such as bypassing the HCV and using a separate solenoid and regulator for the dump function.
SUSPENSION HEIGHT
ADJUSTING VENT
This is located at the valve shaft. Despite being an inherent part of the design, air venting from the shaft area is often mistaken as a leak by technicians unfamiliar with Haldex HCV operation.
For example, after driving a truck into the workshop, a technician may notice air escaping from the valve shaft before the suspension has fully settled, often resulting in the frequent response by technicians stating that “The HCV is leaking”.
However, the most likely reason
is that the suspension is just a little high and needs a minute or so for the valve to vent excess air until it is at the correct ride height.
Therefore, the best approach is to allow the valve a couple of minutes to settle before rechecking for leaks.
A little extra care on installation will save the technician many headaches, and giving the suspension time to settle will save time and money on replacing valves that were working correctly.
Therefore, when serviced with proper understanding of the situation and care, height control valves will remain a reliable, essential and fully operational part of heavy vehicle air suspension systems.
www.hendrickson-intl.com/en-au
