Big Rigs 17 March 2023

How truckie beat defect notice from Vic police

BY JAMES GRAHAM

MELBOURNE

truckie Don-

ny Biddle prides himself on how well he maintains his Sterling tipper which has given him years of trouble-free miles without ever attracting attention from authorities.

So, when a highway patrol officer pulled him over on the Eastern Freeway earlier this month and wrote him a major defect notice for failing to have a load cover and a supposed engine oil leak on both sides, he saw red.

Upon returning home, he

immediately took 40 datestamped pictures of the motor, from every conceivable angle to prove his point.

“None of the photos show any oil anywhere,” Biddle, 57, maintains.

It was only when Biddle pushed back with that evi-

dence, demanding that police also furnish him with a copy of the video bodycam of the incident that he said the tickets were eventually expunged.

But by that stage he’d been off the road for more than a week and lost between $12,000-$15,000 in earnings

installing swimming pools.

Biddle has come forward with his story in the hope his experience will help others in a similar bind.

“Question their ability because they’re not mechanics, and don’t agree with everything when they pull you over because they’re just going to continue to add to the list.

“They’re not qualified for that job.”

Buoyed by the result, Biddle said he’s also now going to challenge the infringement notices he received on the same day for supposedly driving while using a phone and the dust that was allegedly coming from the back of his truck.

He said it would help if there was some kind of independent authority that truckies could turn to in cases like this.

“The NHVR was no help and when I asked them who the body would be I should complain to, they didn’t know. We need some governing body that actually has some authority.”

Senator Glenn Sterle’s 2021 inquiry into the importance of a viable, safe, sustainable and efficient road transport industry recommended that an independent body be established with one of its duties to act as a dispute resolution body.

Dumped trailers suddenly vanish from Charlton

AFTER reading the dozens of Facebook comments about our story on the dumped fridge vans at the Charton pads, truckies’ advocate Wes Walker decided to go back to the site to take a second look.

One reader had already said two were gone, and many others joked about helping themselves to the trailers that once carried goods for Emerald Refrigerated Logistics, which folded last year, owing millions.

“They’ve all gone now,” said Walker before snapping off a few pictures of the area the rusting fridge vans had

occupied for months.

“I think that once people read that the Department of Transport and Main Roads (TMR) weren’t interested in unregistered and unroadworthy vehicles on their facility, it could be alleged that they were taken for storage on acreage.”

Walker also rang the administrators who told him they were surprised to hear the news of the trailers’ disappearance.

Walker said he’s just glad that the space has been finally freed up for working fleets on a site that’s already operating at its capacity.

When Big Rigs asked TMR if it knew where the trailers had gone, or who had taken them, we got this emailed response: “We are aware the trailers are no longer parked at Charlton Heavy Vehicle Decoupling Facility.”

A spokesperson for administrators Jirsch Sutherland told Big Rigs that the five trailers were not the property of Emerald Refrigerated Logistics, despite the company’s name being on them, and would prefer not to comment.

“Jirsch Sutherland is only aware of one trailer not ac-

counted for that is owned by the company,” the spokesperson said.

As for the financial fate of former employees, 25 have ap-

plied for the government’s FEG scheme with $851,395 paid out. Another two are currently waiting on payouts. A further $1.975m is owed in super.

After sitting on the site for months, the five trailers quickly disappeared after our story ran. Photos: Wes Walker

Melbourne truckie Donny Biddle and son William with the defect notice they successfully repelled. Inset: From every conceivable angle, Donny’s engine was oil-free. Photos: Supplied

Fleets quick to offer jobs lifeline to Scott’s RL staff

BY JAMES GRAHAM

THE first hint that something was amiss at Scott’s Refrigerated Logistics for many of the 1500 staff was an email in late February telling them there had been a “technical” hitch with their pay.

It was soon after that, according to a staff truckie, who spoke to Big Rigs on the condition of anonymity, that they were told that the company was going into administration.

“It happened very quick,” said the shell-shocked driver. “It’s happened so fast that no one has been able to get their head around it.

“The confusion for us was how did it go from a technical issue with our pay to administration?

“But everyone was very hopeful. We were all like, ‘Yeah someone’s definitely going to buy us, especially being such a big company’.”

When the prospective suitors fell away – Lindsays, Linfox and Team Global Express (TGE) were all reportedly taking a look – staff started joining the dots.

“From what I’ve been told

by the big bosses was that there’s just too much debt,” added the well-placed truckie.

“And the majority of our fleet is just way outdated, it was pretty well putting BandAid fixes on the trucks.”

The truckie said drivers were the last ones ordered by receivers KordaMentha to keep working to clear warehouses and remain eligible for a combined $50 million in employee entitlements.

But with no money for diesel, and workshop staff shutting up shop, there were reports filtering through of stranded Scott’s trucks being parked up miles from a depot.

“I’m just lucky we’ve got a bit of a financial buffer behind us but there’s a lot of people that I work with that don’t,” added the truckie.

“There have been a lot of tears because they don’t know what the future now holds.”

Luckily, transport companies, big and small, have been quick to offer work to the 1500 displaced staff.

At deadline for this issue, Team Global Express (TGE) was setting up an ‘expression of interest’ link.

The transport giant was also reportedly having “constructive conversations” with the Transport Workers’ Union (TWU) and KordaMentha about hiring sacked workers.

The union was also holding similar talks with Linfox, ACFS, Ron Finemore Transport and FBT Transwest to “maximise redeployment opportunities” and mitigate disruptions of food deliveries to major supermarkets.

A spokeswoman for TGE said the company had several vacant roles across Australia, including truck and forklift drivers, customer service representatives, as well as depot and corporate staff.

Other smaller operators are also coming to the rescue.

The family-owned Victoria-based transport logistics service Dyers Distribution posted two ads on Seek looking for Scott’s drivers.

“Immediate start available with good pay and conditions with a long established family owned and operated company,” the post reads.

“Suitable employees offered an additional entitlements after successfully com-

pleting a probation period. Subcontractors offered discounted fuel and fortnightly payments with $2000 upfront payment after 5-day’s work.”

In a post on its Facebook page, Farey Transport & Trading said it has recognised the “disaster this is for the refrigerated transport industry”, along with their customers across Australia.

“We are looking to setup shuttles from the Riverina, into and out of Sydney. We would be happy for anyone

affected by the Scott’s RL announcement to contact us regarding these positions, along with any other opportunities we have going,” said the job post.

Melbourne-based BagTrans also reached out to Scott’s staff with several opportunities available for drivers impacted by the sudden liquidation.

Successful candidates are also eligible for the company’s incentive program, which includes up to $4000 after

completing six month’s employment.

Meanwhile, over 70 parties had registered earlier this month to “access opportunities” to acquire assets of the collapsed company, with Lindsay Australia, TGE, Linfox, and Ron Finemore Transport all reportedly looking at larger parcels of equipment.

On offer are a fleet of 500plus trucks and more than 1000 trailers, plus 24 cold storage warehouses across Australia.

Scott’s truckies were keeping the wheels turning right up to the last minute.

Companies cutting safety corners for profit penalised

THE National Heavy Vehicle Regulator (NHVR) has obtained two Commercial Benefits orders against two companies who attempted to profit by cutting corners on safety.

Commercial Benefits orders can be sought by the regulator under the Heavy Vehicle National Law (HVNL) to ensure industry is doing the right thing.

Any profit obtained through a breach of the HVNL can be recovered through this order in an amount up to three times greater than the profit received from the breach.

Types of offences that can result in the NHVR obtaining a commercial benefits order include breaches of mass or dimension requirements.

One of the two orders applied for by the regulator involved a heavy vehicle that was intercepted and weighed at 120.6 per cent of the vehicle’s permissible mass.

The defendant was charged with one count of permitting a heavy vehicle to be driven while over mass – a severe risk breach.

NHVR director of prosecutions Belinda Hughes said that Commercial Benefits orders

have been crucial in holding those companies to account who are profiting from breaking the law.

“We’ve been asked what we’re doing for companies that are profiting from offending or jeopardising safety to get ahead financially,” said Hughes.

“Commercial Benefits orders are one way for us to address those concerns. No longer can a company benefit financially from offending.

“These orders calculate how much profit was made through breaking the law and then recovers that amount.”

“This means there is no financial benefit to offending –it’s not worth taking the risk.”

According to a media release, the NHVR is “significantly maturing” in becoming a “modern and intelligence-led regulator” that focuses regulatory action towards those who pose the greatest risks to road users.

“Using orders such as these, risks can be addressed and encourage safer practices.”

For more information about NHVR prosecutions, visit nhvr.gov.au/law-policies/prosecutions.

Regulator highlights safety priorities for next 12 months

THE National Heavy Vehicle Regulator (NHVR) has released its 2023 Heavy Vehicle Safety Strategy Action Plan, highlighting its safety priorities for the next 12 months.

The Action Plan supports the delivery of the NHVR’s Heavy Vehicle Safety Strategy 2021-25, which outlines the regulator’s ambitions for achieving better heavy vehicle safety outcomes and re-

ducing the number and seriousness of crashes involving heavy vehicles.

NHVR CEO Sal Petroccitto said the Action Plan will deliver initiatives addressing safety risks identified through feedback from the regulator’s partners, and the analysis of operational data and research.

“All of the 2023 Action Plan’s deliverables are built on the theme of partner-

ships,” Petroccitto said.

“Through industry partnership and collaboration, the NHVR is committed to achieving better heavy vehicle safety outcomes and reducing the number and seriousness of crashes involving heavy vehicles.”

The Action Plan’s safety initiatives were refined in consultation with the NHVR’s partners at the July 2022 Industry Reference

Forum.

Partner feedback was central to determining the below five broad actions to improve safety.

• Delivering safer and tailored fatigue risk management outcomes;

• Empowering industry to better manage safety in their business;

• Delivering tailored regulatory interventions to drive positive safety change;

• Influencing the regulatory framework to promote the adoption of safer, cleaner, and more efficient vehicles and technologies; and

• Providing input into government policy decisions that affect the safety and productivity of the heavy vehicle industry.

According to the regulator, each of the above actions contains multiple safety de-

liverables that will enable safer heavy vehicles and road safety for all road users.

“After a busy 2022, this year we are focused on continuing to address heavy vehicle safety risks,” Petroccitto added.

“I want to thank our partners that provided valuable feedback to help shape the Action Plan and position us for a proactive and successful year to come.”

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ACFS Port Logistics gets green light to run B-triples

ACFS Port Logistics has been granted approval to operate super B-triples on the Port of Brisbane, following a successful trial run.

Brisbane is now the only port in Australia using these 42m B-triples, capable of carrying three 40ft containers; with a maximum Gross Combination Mass (GCM) of 75 tonnes.

Though ACFS has enough prime movers and trailers to put together up to nine super B-triples, it says it only plans to operate two or three of these combinations at a time.

The same trailers used for the super B-triples are being utilised in PBS approved 30m super B-doubles too –also operated at the port by ACFS.

The super B-triple approval process has been a long time in the making, with ACFS working together with the Port of Brisbane and NHVR, to get this over the line.

The journey began nine months ago when Andrew Rankin from Port of Brisbane and Wayne Jenkins from ACFS spoke about continu-

ous improvement, which led to the B-triple initiative.

The NHVR said the approval follows a substantial period of design, collaboration and trialling with relevant logistics stakeholders to ensure it met all necessary safety and transport standards.

NHVR chief engineer Les Bruzsa said the initial trial started with an assessment of the dynamic performance of the proposed B-triple combination.

“The NHVR utilised its in-house computer modelling capabilities and assessed the combination. This information was then provided to Port of Brisbane to assess the infrastructure limitations of the requested network before a practice run of the combination was conducted,” Bruzsa explained.

“The NHVR also conducted several tests with instrumented super B-double combinations last year. They provided useful information on the operational characteristics of larger combinations, including roll stability and speed profiles.”

These super B-triple combinations have specific access in the port. “The requested routes were identified by ACFS in line with their commercial operational requirements. The operation of the super B-triple is currently limited to travel only between the ACFS depots and various terminals. The routes have been assessed by Port of Brisbane and the NHVR,” Bruzsa added.

The super B-triples are restricted to a maximum speed

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limit of 50km/h on Port of Brisbane roads, except where a traffic sign indicates a lower speed limit. Traffic signs have now been put in place by the Port of Brisbane to warn road users of these longer vehicles.

Pulled by Mercedes-Benz Actros 3565 prime movers, the B-triples are now in full time operation, travelling a daily circuit of just under 20 kilometres in radius.

In a media release, ACFS said the combination will, on average, increase productivity

and efficiency by 33 per cent each trip, as well as reduce the carbon emission footprint by 33 per cent per container.

“ACFS will be working with the terminal operators at the Port of Brisbane to ensure that this vehicle configuration is widely accepted, in order to achieve the above stated benefits,” the company said.

“All ACFS depot facilities and empty parks are configured correctly to accommodate, as is AAT as a terminal, whilst DP World and Patrick

discussions are progressing well. Hutchison is not in a position to adopt the new triple configuration.”

When news of the approval to run these B-triples at the Port of Brisbane was shared with Big Rigs readers online, it left some questioning why these combinations couldn’t be used at other ports around the country.

The question was put to the NHVR, with Bruzsa commenting: “Access for larger combinations would require a safety assessment of the vehicles and an assessment of their impact on traffic and infrastructure. Longer combinations can be limited in other ports, mainly due to traffic limitations and facility infrastructure.”

The NHVR also added that it is working closely with various stakeholders including Transport and Main Roads (TMR) and road managers to provide better access for safer and more productive heavy vehicle combinations to operate around Brisbane.

ACFS did not respond to requests for further comment.

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Brisbane is currently the only port in Australia permitted to use these 42m super B-triples.

When moving Heavy Loads comfort equals Safety.

Supply chain security puts Volvo on top of sales perch

A DECISION by Volvo Group Australia during Covid-19 to shore up stock supply by importing completely built-up trucks from factories in Saudi Arabia and Sweden has again paid dividends.

For the second time in recent months, Volvo has topped the sales race, this time nosing out Kenworth with 265 vs. 251 in the February numbers just released

2023 year-to-date tally to 2168 heavies, 22.7 per cent (401 trucks) above sales at this time last year.

Total Australian truck and heavy van new sales for February reached 3499 units, up a significant 21.8 per cent on February 2022 and smashing the all-time February sales record set in 2008 of 3017 trucks and vans.

As detailed last month, 2022 heavy vehicle sales were

tralia.

Tony McMullan, TIC CEO, said the strong start to 2023 is a positive but again warned the situation may be very different for the second half of the year.

He said industry is concerned that many truck orders will be cancelled because trucks will not be completed and delivered into service due to ongoing global supply chain issues.

Strong demand for used equipment

THE used equipment market experienced heated demand and strong pricing in 2022, according to the Ritchie Bros. Annual Market Trends Report.

The auction house says this has resulted in many heading to the second-hand market to scale up, sell off, or restructure their operations.

Ritchie Bros. believes global original equipment manufacturer (OEM) supply issues were a key driver of demand for used equipment across all sectors.

“This lack of supply led to increased demand and prices

for used equipment across the world. The report found that on Australian shores, this generated greater interest in used equipment auctions, with Ritchie Bros. recording increases in registered bidders (up 42 per cent), sellers (up 9 per cent), lots sold (up 27 per cent), and buyers purchasing power (15 per cent) compared to FY21,” Ritchie Bros. revealed.

“In 2022, complete dispersals increased significantly, with market conditions motivating many Australian operators to bring forward retire-

ment, close their business and capitalise on the strength of used equipment pricing.

“This was most notable in the transport sector, where a number of large industry players left the market and triggered full dispersal and retirement sales.”

The transport sector was the strongest performer and was a key reason behind Ritchie Bros. recording a second consecutive year of record growth.

Sales volumes for all types of transport equipment sold across 2022 were up 37 per cent compared to 2021, including 29 per cent more trailers and 41 per cent more trucks sold than in the previous year.

Prime movers had a 22 per cent median price increase, while median prices for van and reefer trailers rose by 128 per cent.

Demand for agricultural machinery surged, especially in the first half of the year, with sales of used inventory increasing by 28 per cent on FY2021.

Farmer spending confidence thrived, buoyed by

strong commodity prices, near-record harvests and the federal government’s Temporary Full Expensing Program.

The construction sector continued to weather challenges in 2022, most notably shortages of skilled and unskilled labor, plus the rising cost of materials. Demand for construction services will remain strong across the nation, and the supply of new equipment is expected to improve somewhat in 2023, with Japan’s big three OEM suppliers of construction equipment starting to get regular stock coming through as their factories recover from Covid.

“We are delighted to see that our customers have lever-

aged the strength of the used equipment market to capitalise on the seller’s market. We recorded significant increases in registered bidders, sellers, lots sold, and buyers purchasing power in FY22, which is a testament to the confidence our customers have in Ritchie Bros.’ ability to operate in all markets regardless of economic conditions,” said Cody Watson, APAC sales director at Ritchie Bros.

“Looking ahead, we remain confident in our ability to navigate challenges, leveraging our global network of expertise and reach to support our customers and help them capitalise on the opportunities presented by the used equipment market.”

The Ritchie Bros. Annual Market Trends Report can be found at click.rbauction. com/trendsreport-2022.

Ritchie Bros. recorded a 42 per cent increase in registered bidders.

Thurwood Refrigerated Transport was among numerous transport companies that closed in 2022 and decided to put the entire fleet to auction with Ritchie Bros.

IN 2022, COMPLETE DISPERSALS INCREASED SIGNIFICANTLY, WITH MARKET CONDITIONS MOTIVATING MANY AUSTRALIAN OPERATORS TO BRING FORWARD RETIREMENT, CLOSE THEIR BUSINESS AND CAPITALISE ON THE STRENGTH OF USED EQUIPMENT PRICING.”

Truckies cop it

POLICE do an amazing job, don’t get me wrong. But why do some feel compelled to make so many truckies’ lives more stressful by going over a truck with a fine-tooth comb.

Sure, if there is something obvious, fair enough. But did tipper driver Donny Biddle (see page 2 and cartoon, right) really warrant a defect notice for an oil leak, particularly when the pictures he took on the same day clearly show there wasn’t one?

It reminds me of the day a top-ranking NTC executive confided to industry at a Melbourne event that he wished police would leave enforcement of trucking to those who are trained to know what to look for. Some years later and still nothing has changed.

We have the National Heavy Vehicle Regulator telling us it’s all about education over enforcement, yet every day we hear of stories such as Biddle’s about police doing exactly the opposite.

EDITOR JAMES GRAHAM

Fears for popular truckies’ stop in Queensland village

BY JAMES GRAHAM

ON any given day, dozens of famished Queensland truckies devour her famous burgers and chips at the rest area across the street.

But Tanya Hooper, owner of the busy Grantham Store, near Gatton, fears that could all change in an instant if the local Lockyer Valley Regional Council gets its way.

Against the overwhelming wishes of business owners and village residents, the council is planning to rip up a large chunk of well-used facilities because it

says they’re not flood-proof and will cost too much to clean up.

“We’re not happy. We’ve got a constant supply of trucks, there’s three here now,” said a disgruntled Hooper, who has about 500 customers through the store each day, many of whom also pick up their free copy of Big Rigs from there.

“The truckies grab their lunch and go and sit on the tables in the shade to eat it and the toilet facilities are there for them as well. They can sit down and use the facilities without having to go out of their way.

“There is another set of toi-

lets, but I wouldn’t use them.”

After the devastation of the 2011 Lockyer Valley floods in which 14 lives were lost in Grantham, and more flood damage in February 2022, Hooper says the council threat feels like the last straw.

“We’ve had a pretty rough time,” said Hooper, who like many other locals is preparing to roll up her sleeves and fight to keep the facilities where they are.

She’s collecting signatures at the store and throwing her voice into a joint village submission to council to state their case.

“I understand the reasoning for taking away the play

co-owner Belinda Barton can’t believe the council didn’t even bother with community consultation before first announcing the decision.

When two council officers came into the business to inform her of the changes ahead, she said the first words out of her mouth were: “Oh, my god, how many people can you piss off,” said Barton, who co-owns the service station with husband Scott.

“Our biggest concern is that we have a lot of people using the facilities as a fatigue stop.

“We also have access at our service station for B-doubles and trucks; the Lockyer Valley is the ‘salad bowl’ of Australia.

ellers park when accessing local “Council acknowledges the issues raised by residents and is awaiting further feedback from residents which will be taken into consideration by council

Store owner Tanya Hooper worries about what truckies will do if council close the nearby rest facilities. Photos: Wes Walker

Labor pledges to do more for truckies

LABOR’S NSW Shadow Minister for Roads John Graham was disappointed to hear that Sydney is now considered the least ‘friendly’ city for truckies on the east coast, perhaps all of Australia.

With its vast network of speed cameras, an ever-expanding labyrinth of toll roads and the dearth of metropolitan rest areas, Graham acknowledges that it’s never been tougher to do business there.

“We’ve heard the message, particularly around the lack of rest stops and lack of services between Pheasants Nest and the Central Coast,” Graham told

attendees at the Road Freight NSW (RFNSW) conference in Sydney on March 2.

“It is something we’d like to work with industry on and look for solutions, both on parking and the rest stop front.

“We acknowledge we have to do better, and we’re determined to turn it around. We have to make trucking easier in Sydney if we’re actually going to allow you to do the job and allow everyone to have the benefit of that.”

Graham’s big pitch to industry ahead of the March 25 state election, also included a pledge to ease cost of living pressures,

such as energy prices and operators’ toll bills.

Truckies doing two trips a day, five days a week on the M5 East and M8 in Sydney will save up to $3800 a year if Labor wins.

The new scheme, which would run for two years from January 1 next year, reduces the truck toll from three times that of a car to two times, and is capped at 10 trips each week.

But the biggest Labor headline on the day was around the announcement that an elected Chris Minns government would deliver a $1.1 billion package of road upgrades over the next three years.

Major early projects in that package were:

• $75 million for Bandon Road, Riverstone, on top of the federal government’s $75 million spend;

• $50 million to fix Hill Road in Homebush; and

• $10 million towards additional entry and exit ramps on the M1 Princes Motorway, around Dapto.

“Our priority is on local roads and bottlenecks, not on new toll road infrastructure, which is driving up toll prices,”

said Graham.

Shadow Minister for Regional Transport and Roads Jenny Aitchison told attendees at the RFNSW event she was appalled at the lack of regional road investment by the state Coalition over the last 12 years.

“Someone is killed or hospitalised because of a crash on NSW roads every 46 minutes, and two-thirds of those happen on regional roads, with fatality rates four time higher than on urban roads,” said Aitchison.

“What we want to see are those roads that people are using, the local roads, being upgraded, not these massive toll roads that are not necessarily the solution to the problem.”

Aitchison acknowledged that the state government was talking a “big game” about fixing country roads and had some big promises at this election.

But she also wanted to remind attendees that it wasn’t until Labor revealed that $80 million had disappeared from the Fixing Country Roads bucket that it suddenly returned.

Aitchison also said that the $500 million the Coalition had committed to fixing potholes also wasn’t as rosy at it sounded.

“Regional councils were really excited because they’d really been struggling since the floods, but when you break that down to a per kilometre rate, it’s $1825 per kilometre – they

need more funding.”

If elected Labor will also hit pause on construction of the controversial Great Western Highway upgrade, linking Sydney to western NSW, citing the budget blowout as the reason to take a second look at the project.

Ron Finemore, owner of the Orange-based Ron Finemore Transport, told ABC News that Labor’s decision is disappointing, and both country and city people would miss out on the benefits.

“This link should have been been built 50 years ago, but it hasn’t been,” he said. “The big issue across the Blue Mountains is the safety.

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Shadow Roads Minister John Graham speaking at the Road Freight NSW conference ahead of the state election on March 25.

Shadow Minister for Regional Roads Jenny Aitchison.

Best of best crowned in NSW

THE winners of the 2023 Road Freight NSW (RFNSW) Excellence Awards were announced at a special ceremony at Cockle Bay Wharf in Sydney earlier this month.

RFNSW chief executive Simon O’Hara said: “These men and women are the ‘best of the best’ and all represent the very high-standards, professionalism, productivity, leadership and an all-important commitment to road safety achieved across the trucking industry over the past 12 months.

“On behalf of the board and executive of RFNSW, we would like to commend all of this year’s winners and all of our award entrants and thank them for their unwavering dedication and service to the NSW freight industry.”

The winners are:

Outstanding Contribution to the Industry – John Preston, Alliance Transport John Preston is an industry veteran, working in the transport

industry since 1985. He was a customs broker before starting Alliance Transport with his business partner in 2008.

He has been part of the container sub-committee for ATA NSW and now RFNSW since 2014. Preston is committed to ensuring that the container transport industry is given fair and equitable representation at all levels of policy making. He has participated on industry and transport department led committees speaking out about the challenges the sector faces in the fight to deliver an efficient and economical freight delivery service for importers and exporters in the Sydney and NSW market.

CEO’s Award –Habib Francis Habib Francis, CEO and later COO of BagTrans for many years, is an example of the professionalism of a CEO in a tough industry. A tough negotiator, fair taskmaster and

unfailingly polite, Francis has been someone who has, like clockwork, consistently delivered on his word to the industry and also his many employees. Francis now runs his own business, HSE Services, and provides expert advice to the industry.

Transport Woman of the Year – Sally-ann Eather, Eather Group

Sally-ann Eather entered the industry in 2010 after she and her husband purchased a 1995 pink Mack ‘Pinkie’, which they had to paint white to get a driver.

The Eather Group is now a multi-award winning and very successful business with a fleet of 18 heavy vehicle combinations and 14 pieces of heavy machinery. Eather’s studies have included a Cert IV in Accounting, a Cert IV in Business Management and she is currently studying a BA. in Sustainable Agriculture and Food Security and a BA. in

Applied Leadership and Critical Thinking.

Eather has been instrumental in driving and maintaining accreditation in the group’s ISO’s, NHVR Mass Management, Chain of Responsibility and is driving their journey toward becoming a certified B Corp. She has implemented training membership with NSW Institute of Civil Infrastructure, an Employee Assistance Program and is continually evolving internal programs to promote continued improvement and company culture, including an end-to-end digitisation transformation.

Professional Driver of the Year – Jake Perrett, Carters

Heavy Haulage & Transport

Jake Perrett is a heavy vehicle driver/mechanic. At the conclusion of his apprenticeship, and still only 21, Perrett ventured into the world of the supply chain and logistics industry and joined Carter Heavy Haulage & Transport as

a heavy haulage, heavy vehicle operator.

Perrett embraces learning and development, completing his construction industry induction training as well as various client-specific induction courses.

He obtained a high-risk work licence, a work from height licence and successfully completed and obtained formal qualifications in working with powerlines, TLIF1001 – work health and safety procedures, and TLIF0001 – apply CoR legislation and regulations. In 2022, Perrett obtained his dangerous goods licence.

Safety Culture Award – Andrea Hamilton-Vaughan, Orange City & Cabonne Councils

Hamilton-Vaughan is employed by Orange City and Cabonne Councils as their road safety officer. She has demonstrated a serious dedication to her work involving road safety, not only in her local area but for all road users. Hamilton-Vaughan’s role is primarily as an educator in the community with a focus on behavioural

change programs to facilitate safer road user practices.

Hamilton-Vaughan instigated the POWERNAP campaign to support and highlight fatigue management. She engages heavily with numerous agencies, including Transport NSW, to advise and recommend strategic planning of future road models.

Emerging Leader Award –Caitlin Barlow, JATEC Transport

Barlow joined the industry in April 2022 and was hands-on from the get-go. Even though she joined in a management position, she went on the road with the drivers to better understand their role – even though it meant 2am starts.

Barlow speaks at high schools on behalf of TWAL to encourage young people to consider a career in the transport industry, even developing flyers about the pathway to obtaining an MC licence.

Barlow also speaks at universities, advocating for the transport industry and encouraging business graduates to consider a career in the industry.

ATA chair and awards sponsor, David Smith, left, and awards MC, WA Senator Glenn Sterle.

[l-r] Sally-ann Eather, Caitlin Barlow, RFNSW CEO Simon O’Hara, Andrea Hamilton-Vaughan and John Preston. Absent: Habib Francis and Jake Perrett.

2015 Kenworth T409 6x4

2012 Kenworth K200 8x4

2013 Mack CLXT Super-Liner 6x4

2004 Mack CH688RST 6x4

2008 Mack CMMT Granite 6x4

2013 Isuzu CXY GIGA 6x47

2009 Mitsubishi FM65 Fighter 4x2

2019 Bruce Rock 6/Axle

2005 Hino FM1J 6x4 w/2014 Palfinger

2016 Muscat 6/Axle

2011 Vawdrey

2012 Vawdrey

Planting seeds for greener future for trucking industry

BY JAMES GRAHAM FENNELL Forestry boss

Wendy Fennell knows it could be up to two years before she can categorically determine if this ground-breaking experiment has been a success.

But as she puts Australia’s first battery-electric logging truck into its first month of official work from the company’s Mount Gambier base, the pioneering SA operator is feeling confident she can silence the sceptics.

She’s done her groundwork

and due diligence, calculating battery power, run-time and carbon-emission reduction for the converted Kenworth T609.

“Now it’s time to get the truck loaded and on the road to see if the practical application measures up to the theoretical,” Fennell said.

“It’s an educated gamble, but one we feel compelled to take for the benefit of the heavy transport industry and future generations.”

After successful preliminary trials in the Green Tri-

angle region, Fennell says the early signs are encouraging that the B-double is up to the demanding task.

“But to really determine whether it’s suitable in transport, you one have to have reliability and two, durability, so that’s what needs to be tested over time.

“That’s why it’s going to take a couple of years to test it like-for-like with a diesel engine unit, but also to understand the costings going forward as far as supply chain costs are.”

Fennell said the reason she chose Janus Electric to convert an existing prime mover was because she knew the drivetrain and the cab and the rest of the unit was proven in her busy operation.

She also had plenty of “discussions” with energy companies about the impact of drawing from the grid to power the two batteries that now sit where the fuel tanks once were.

The expected range for the 540kW, 720-horsepower motor is between 400-500km on a full charge.

To facilitate faster charging turnarounds with minimal disruptions, Fennell has installed an on-site charging station for the batteries which has the ability to program optimal charging times.

“Obviously we’ll be doing that in off-peak times, but until they [the energy companies] start seeing the draw day in and day out that will be something that we fine tune.

“The way our operation works is that we are two 12hour shifts so we run pretty well 23-24 hours a day.

“The indication is that hopefully one set of batteries will last the 12-hour shift because we do a lot of short running, and loading and unloading takes up a lot of time. We could do three or four loads in a shift.

“So, we’ve got 12 hours before we need to change the batteries over and the batteries only take four hours to charge

which gives us a fairly big window.

“Because we run all hours of the day, that means we can charge in those off-peak periods, or when there’s availability at the grid.”

With a spare pair of charged batteries always available on site that means the converted T609 only needs to be idle during the time it takes for Fennell Forestry staff to switch them out.

At present, because the equipment is new, that’s around 10 minutes, but Fennell expects they’ll soon have that down to 4-5 minutes.

“That was one of the big advantages of this system; heavy vehicles can’t be sitting around, they’re too capital and labour intensive.”

Fennell credits her experienced workshop manager John ‘JB’ Bignell for first bringing the idea to her.

“He’s got 50 years of experience in the automotive industry and he liked the electric motor, and how it would work, and he could see it working in our application.

“I liked it because our transport operation in the Green Triangle is unique in the fact that we deliver to sawmills, and we’re back to base every day.

“And the sawmills have huge energy infrastructure in the fact that they’ve got big transformers. So, my first thought was that we’ll be able to tap into their energy supply.

“For the trial, I set up that

infrastructure in my depot, but that’s something I think the Green Triangle forest industry can really look at going forward.

“If this trial is successful, and we convert more of the fleets to electric vehicles, the sawmills may have the capacity to set up charging stations utilising the power draw that they have to fire their sawmills, but that’s not always fully utilised.”

Even so, Fennell concedes she didn’t rush into commissioning Janus Electric for her first conversion.

She did more than her fair share of due diligence around making sure that the on-andoff-road truck wasn’t increasing risk in her operation, including the chance of it causing a fire.

“But what’s been actually established is that these engines run 40-degrees cooler than a diesel engine,” she said.

“The batteries are constantly monitored, and they only sit around 32-degrees, and we’ve had some pretty hot days here recently and we haven’t seen any change in that either.”

Continued on page 16

Fennell Forestry managing director Wendy Fennell is looking forward to pioneering the Australian-first trial.

Wendy Fennell and Janus Electric general manager Lex Forsyth in front of the purpose-built charging station on site.

The converted Kenworth will be running almost non-stop from the Mt Gambier depot. Photos: Laura Thomas

NOW IT’S TIME TO GET THE TRUCK LOADED AND ON THE ROAD TO SEE IF THE PRACTICAL APPLICATION MEASURES UP TO THE THEORETICAL.”

WENDY FENNELL

A innovative SA operator takes charge and puts the first battery electric logging truck operating in Australia through its paces in the Green Triangle.

Rallye 4000 LED Driving Light

I

Q: What advice would you give women looking at a career in the transport business?

A: Probably not to be worried about what they think is going to happen. Don’t be worried about being discriminated against. I haven’t had any problems on the road, everyone’s always willing to help out.

Tricia Carter – 25, Kenworth Driver Carters Transport, Melville Forest, Victoria

The converted T609 is a ‘remarkable truck to drive’

From page 14

IN fact, Fennell is adamant that there is no more fire risk in the electric truck than that of a diesel equivalent.

“The other thing is with the way the batteries are constructed, this isn’t like the [electric] car set-ups.

“If there is any risk the battery monitoring system will shut the battery down.”

There is also an emergency stop button on each side of the cab, and one inside the cab, that can be pushed to completely isolate the system.

“If the driver, or anyone feels the truck needs to be fully isolated, there are those emergency stops straight there which you don’t have on diesel vehicles.”

Fennell has also engaged with all the emergency services from day one: SAPOL, SES, and the SA Country Fire Service to inform them of the technology and give them more of an understanding.

“So, it has been well thought through, and yes, I don’t believe there is any more increased risk in running a normal diesel engine heavy vehicle.”

What also isn’t in doubt for Fennell – and Janus Electric general manager Lex Forsythe – is the way the electric truck performs on some of the toughest terrain you can drive a heavy vehicle in Australia.

“I’ve driven the truck with a load on it and I’m blown away with the performance of it,” Forsyth said.

“It’s phenomenal, the torque and the gear-shift and how the vehicle can hold on in the hills and particularly when you’re running through the forest and you want to just have the regenerative braking as you’re going up and down jump-ups.

“Even taking off in the sand loaded, just having that torque low down just gives the power for the truck to pull away.

“It’s just a remarkable thing to drive.”

Fennell drove the truck with its initial loads and was “very happy” with the way it performed, with the constant torque and regenerative braking being two of the standout features.

“We can’t use exhaust brakes very often in our application because we work in built-up areas, or we work at night around the local community.

“With regenerative braking we can get all those benefits without the noise.”

If there is an obvious early wrinkle for Fennell to overcome it’s the glaring disparity that currently exists between the new technology and the Australian Design Rules.

A prime example of that gap, said Fennell, can be seen in the ADR80/1 legislation which notes you can have 6.5 tonnes on the steer if you have a Euro emission engine but there is no allowance for an electric drivetrain.

Until the red tape catches up, that means the load on the A-trailer of Fennell’s Kenworth B-double is around 5 per cent lighter due to the outdated restrictions.

“The ADRs don’t talk about net zero, which is logically ridiculous,” said Fennell.

“The NHVR and the Department of Transport have been great in stepping through this and they’ve given me a permit, and we have got a permit in there for increased mass to

ensure our payload is comparable to a diesel.”

At present the permit allows Fennell to have the truck on the road with 6.5 tonnes on the steer, but is awaiting approval to increase that to 7.1 tonne and the drive to 18.5 tonne to ensure she gets payload compatibility with diesel.

“That just highlights another consideration that has to come into play if they want the heavy vehicle industry to change over.”

Her message to governments is clear: if you want operators to play their part

in helping Australia meet the emissions targets, then provide a clearer pathway.

“I had to spend hundreds of thousands on the charging infrastructure because there’s no public infrastructure available.

“These critical elements haven’t been nutted out and hence why trials need to be conducted before the supply chain is asked to buy whole fleets of electric or hydrogen, or whatever alternative fuel to meet customer or government targets.”

Meanwhile, Fennell said she’s excited about having the

opportunity to provide operational data that can help other operators take a similar leap.

If it works, then she’ll also covert her remaining five diesel-powered B-doubles working log haulage from forest to mill, and potentially the A-double configuration as battery technology improves. She’ll also look to do the same with her AB-triples and A-doubles doing linehaul work. The high-productivity AB-triples already produce 38 per cent less emissions than a semi-trailer doing the same work.

“I believe in the fact we

have to start trialling these things before we start mandating,” said Fennell.

“The heavy vehicle, industry and supply chain is critical to the Australian economy. We’ve proven that over the last few years, and so it’s crucial we get this right.

“You know, this may not be the answer, but we’ve seen time-and-time again things imposed on heavy vehicle industry without industry being able to have buy-in and provide real operational information back about how it could possibly work.”

If there is any risk, the battery monitoring system will shut the battery down.

Wendy Fennell is excited that it’s finally time to get the truck loaded and on the road for more rigorous testing.

Fennell Forestry truckie Brett Horton puts the converted Kenworth through its paces.

EVEN TAKING OFF IN THE SAND LOADED, JUST HAVING THAT TORQUE LOW DOWN JUST GIVES THE POWER FOR THE TRUCK TO PULL AWAY.”

LEX FORSYTH

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A giant mobile billboard for a very worthy cause

This B-double travels across Australia’s east coast, helping to spread Lifeline’s message and encourage those who are struggling to reach out for support.

BY DANIELLE GULLACI

WHEN the time came to purchase a new set of curtains for one of Tony Innaimo Transport’s B-doubles, its driver Michael Godlewski suggested having them printed with a message to support the invaluable work done by suicide prevention organisation Lifeline. Company owner Tony Innaimo, 55, agreed it was a great idea and immediately reached out to Lifeline Canberra to discuss the design.

‘Here to Lighten the Load’ and ‘Lend us Your Ears’ are the words that feature prominently on the trailers, which have now been on the road for a few months. Based in Canberra, they’re used to transport general freight across the capital and into Sydney, Melbourne and Brisbane, pulled by a 2007 Kenworth T904.

“I asked Lifeline how they wanted the curtains done and we got it printed,” said Innaimo, a second-generation truckie, who started his business in 1994. “There’s always someone who knows someone who’s committed suicide. It used to be pushed under the carpet. Now they’re trying to get the message out. If we can save one life a year, then I’m

more than happy to help. Lifeline is a really great cause, helping a lot of people,” he said.

“If we can help to bring any awareness to Lifeline, if someone sees it on the highway and makes a phone call, then it’s done its job. We’re lucky enough to be able to support these organisations that do so much good.”

The B-double is actually the second truck in the fleet to spread Lifeline’s message across the highways, with a heavy rigid also sporting Lifeline curtains too.

But the connection doesn’t stop there. “They’re a great or-

ganisation and the people who work there are unbelievable. We do a fair bit with them, assisting with storage, picking up pallets, local distribution and things like that too. We’re here to help them with whatever they need,” revealed Innaimo.

Ever so humble in his actions, Innaimo is no stranger to giving back and supporting a number of different charities. Along with the Lifeline trucks, there are two rigids in the fleet that promote the Ricky Stuart Foundation, which aims to create inclusivity and support for those with

IF WE CAN HELP TO BRING ANY AWARENESS TO LIFELINE, IF SOMEONE SEES IT ON THE HIGHWAY AND MAKES A PHONE CALL, THEN IT’S DONE ITS JOB. WE’RE LUCKY ENOUGH TO BE ABLE TO SUPPORT THESE ORGANISATIONS THAT DO SO MUCH GOOD.” TONY INNAIMO

autism and their families. The organisation was launched in 2011 by ex-NRL player and coach Ricky Stuart and his wife Kaylie.

Tony Innaimo Transport has also been an avid supporter of the Rise Above Cancer Convoy, Mengineering, Slabs for Heroes, Share the Dignity, and Ladies of the Land/Canberrans Care.

Like many transport companies, for Tony Innaimo Transport, the journey all started with one truck, an S-Line International.

“It was just one truck 29 years ago and with that first truck, I was carting out of Woolies throughout Canberra, servicing a contract with Ron Finemore Transport. My next truck wasn’t until 2000, then I bought another one in 2001, and then over the next few years, it kept building up,” said Innaimo. “Today we have a truckload more. Across all the sites, there are about 100 staff. There’s a lot of family and friends with us too, and a lot of people who have been here with me from the start.”

The fleet is made up of about 40 prime movers and almost 70 trailers, with

around 45 sub-contractors also employed by the business. It operates across nine depots: two in Brisbane, two in Sydney, and one in Melbourne, Newcastle, Canberra, Yass and Wagga.

Innaimo says he got the trucking bug from his father. “He always had tippers, so I grew up around trucks. Dad taught me to drive. I jumped in the driver’s seat and had my first little steer at about 14. I just loved trucks and couldn’t wait until I turned 18 so I could get my truck licence. There was nothing else I wanted to do. When I was 25, I bought a truck and ventured out on my own.”

But as the company has grown, it’s meant he gets to spend less time on the road. “I’d like to get in the truck a lot more, but don’t get to much at all these days,” Innaimo said. “I do miss it, but it’s the way it is. I have to be here to run the business.”

The company has undoubtedly experienced exceptional growth, particularly over the past two decades and Innaimo says that’s attributed to one particular thing. “I’d like to say our growth is due to

our service. We can service our customers and have a great relationship with them too. We treat their freight like it’s ours. If you respect the people you work for, hopefully they’ll return the respect,” he said.

Lifeline is Australia’s largest suicide prevention service provider. Each year, over 1 million Australians reach out to the organisation for support. Its crisis support line receives a call every 30 seconds. But tragically, 8.6 Australians die every day by suicide, with 75 per cent of that figure being male, according to figures released by the Australian Bureau of Statistics last year –that’s more than double the road toll. If you or someone you know needs support, you can contact Lifeline on 13 11 14.

There are also two rigids in the fleet promoting the Ricky Stuart Foundation.

Tony Innaimo and Lifeline Canberra CEO Carrie Leeson with the first truck in the fleet liveried to support Lifeline.

The B-double is the second truck in the fleet to spread Lifeline’s message.

More power, better fuel efficiency, same great truck

The 11L Quon just got even better with its latest enhancements improving its already outstanding fuel efficiency and performance. 11-litre Quon’s new driveline features a cleaner, improved ‘GH11 Engine’ with increased horsepower and torque, and the legendary ESCOT 12-speed automated manual transmission is now even better with new software enhancements that have to be tried to be believed. These upgraded features also help to reduce carbon emissions, with the added bonus of delivering an even smoother ride for comfortable driving with minimal fatigue.

For 50 years in Australia, UD Trucks have delivered ultimate dependability. No wonder this is the truck Australia trusts.

Going the Extra Mile

To find out more, contact your UD Trucks dealer on 1300 BUY A UD or visit udtrucks.com/australia

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Dodge on the paper trail

Cootamundra

BY DAVID VILE

HISTORIC trucks which have been overhauled and restored to their former glory provide a rolling (or static) tribute to times that have passed in transport, and allow people to reminisce about trucks that are no longer built or seen regularly around the country.

In the case of Matthew Santas’ restored 1977 Dodge, the truck also provides a link to a freight commodity that was once a common sight, but is now rarely seen transported in large quantities on Australian roads.

Over the years the Santas family had a long connection to the daily delivery of newspapers and magazines and as such, the Dodge would not look out of place somewhere on the Hume or coming out of the city on an overnight express run sometime in the 1970s or 1980s, when news travelled at the speed of the truck delivering it from the printing press to the newsagent in a distant town.

Matthew had recently made the relatively short trip from his hometown of Cootamundra to Gundagai to the annual Tractor Pull and Swap Meet, which is put on annually by the Australian Road Transport Heritage Centre, with the Truck Show and Shine drawing a large number of old and newer trucks from a wide area.

The Dodge was purchased by Matthew about seven years ago as a 70th birthday present for his father, Jim, who operated a similar D5N400 model on paper haulage for a number of years, with the truck originally having been put to work on the

western side of the Snowy Mountains, not far from Gundagai.

“Originally it was a ‘cocky’ truck, it was used to cart stud bulls from Adjungbilly to the Easter Show and we bought it off a fella in Nelligen to do it up for my father’s birthday,” explained Matthew.

“We pulled the tray off it and mucked about with that and got it how we wanted, did the sides and got it painted. It did a couple of paper runs but Dad doesn’t use it much so we take it where we can.”

The Dodge has only done about 130,000 kilometres and as such is all original, with the restoration being a fairly straightforward process.

Under the bonnet sits a 318-V8 motor and a five-

speed drivetrain which runs along fairly well these days once Matthew cured a few issues with the oil filtration setup.

“It’s nothing fast, it will poke along around 90km/h and it’s not too bad but any more than that and it’s working hard and will burn the petrol.

“Of course, they used to drive them a lot harder in the day!” he added with a grin.

The Santas family were based out of Sydney for a number of years, with Matthew following Jim into paper delivery out of the city to the south-west slopes area of New South Wales on a nightly schedule for 25 years.

“I started out in a T4100 Mazda, then a FD Hino, then a number of Isuzus and Mitsubishis. I worked my

way up to around 5-6 trucks and had a pretty good little operation going.”

The body on the back of the Dodge is a pointer to how papers used to be carted, and as such today with the decline of print media circulation, it would be rare to see a paper truck on the road regularly with newspapers, which was once an item requiring express daily delivery, as Matthew lamented.

“It’s gone now. Running on a Saturday night you would have 6-tonne chock-ablock full of papers.

“Coming down to Cootamundra I would have 120 bundles of ‘Teles’ [The Daily Telegraph] and 60 Bundles of Heralds for the two drops in Young, and by the time I finished it was about 60 bundles of Teles and about eight

bundles of Heralds.

“It’s the same with magazines, you would be loaded with magazines and have 40-50 deliveries. Now they are just doing it with utes these days. It’s just dropped off massively. Today’s generation wouldn’t even pick up a newspaper, it’s all on the internet or phone.”

With the newspaper delivery work winding up, Matthew made a ‘tree change’ a few years back and moved to Cootamundra from Sydney, where today he works for Sutherlands Transport, driving a Kenworth K200 A-double with containers on a daily run to Sydney.

“I do that five days a week. We cart containers of export meat out of the Junee Abattoirs to the port and bring two empty ones back.

IT’S NOTHING FAST, IT WILL POKE ALONG AROUND 90KM/H AND IT’S NOT TOO BAD BUT ANY MORE THAN THAT AND IT’S WORKING HARD AND WILL BURN THE PETROL.”

MATTHEW SANTAS

“It’s a pretty steady run up there but I quite enjoy it. The first couple of months getting in and out of Botany were interesting, but now I’ve got my head around it,” he said with a smile.

Back when he was based in Sydney, Matthew and the Dodge were regulars at the Penrith Truck Show, and they have also made the trip to the Clarendon Classic.

Keeping the Dodge’s originality extends to the number plates which have been on the truck since new.

“It’s still on full registration on the original plates as when I bought it I was doing a few paying jobs with it. I have had a few blokes wanting to buy the plates because of the link to KTM motorbikes but they keep it authentic.

“It’s due for rego in September so I might do something then as it’s a lot cheaper on club rego as opposed to full registration.”

With the passage of time seemingly passing quickly, Matthew’s Dodge stands as a testament to the changing nature of transport and freight movement in Australia, and with the truck also a tribute to those who used to drive when trucks were rough by today’s standards and the roads a lot rougher.

“We have got it easy these days, back in the day they used to have to drive them. They were drivers back then They knew how to drive.”

Matthew Santas and his 1977 Dodge in Gundagai.

Santas’ Dodge with paper-freight body and original number plates.

The Dodge is all original mechanically and has only done 130,000km. Photos: David Vile

truckie Matthew Santas proudly shows off a special link to a freight commodity now rarely seen in large quantities on Australian roads.

Landmark project aims to reduce tanker rollovers

DAIRY supply chain stakeholders – including consignors, carriers and processors – have shown enthusiasm and commitment to the initial phase of a landmark new project aimed at improving the safety performance of milk tankers.

Funded through the National Heavy Vehicle Regulator’s (NHVR) Heavy Vehicle Safety Initiative, the ‘Spilt Milk: A National Crash Reduction Program’ is being led by Australia’s leading transport and logistics specialist insurer, NTI.

NTI identified a proportionally higher frequency of crashes, compared to their peers in other industries. This is due to the challenging operating environment in bulk dairy collection, including challenging geography, winding country roads and regions with high rainfall. All of this contributing to dairy tankers being 2.4 times more likely to be involved in a major crash than other freight transport.

In response, work has begun on a new program of discovery, materials development and education to improve road safety in the industry.

“While the dairy industry has a history of excellent, but isolated, initiatives to improve the safety performance of milk tankers, the aim of the ‘Spilt Milk’ project is to bring together key stakeholders, expertise, and initiatives, to deliver whole-of-industry solutions to this whole-of-industry issue,” said NTI chief sustainability officer, Chris Hogarty.

“The goal is to reduce dairy

tanker rollovers and improve road safety by working with drivers, fleet managers and consignors,” he says, noting a similar education program in Victoria’s forestry industry resulted in a 65 per cent reduction in rollovers, from 29 in a year to FY20 being rollover free.

“For the dairy industry it is about improving road safety and protecting the environment because dairy tanker crashes not only put drivers and road users at risk but can cause milk and diesel spills.”

Recruitment and identifying best practice

Phase one of this project is focused on recruiting and out-

reach to top carriers and consignors and third parties in the dairy transportation industry. The response from industry has been exceptional, with four of the largest dairy carriers and three of the largest processors all signing on to participate in phase two.

In the second phase of the project, the team – headed by NTI transport research manager Adam Gibson and Australian Trucking Safety Services & Solutions director Alan Pincott – has travelled the country speaking with participants to identify current ‘best practice’ as well as known safety concerns.

“The key is making sure everyone is part of the pro-

cess, understands what we are doing, and understands how it is going to be impactful for them. We need to ensure it works for everyone,” said Gibson.

“A lot of people are doing great things in the dairy space. The opportunity is to find individual pockets of brilliance and share them more widely.

“There is a net benefit to all participants to share things they don’t compete on such as safety.”

Pincott – a former VicRoads transport inspector who has developed similar programs for the Victorian forestry industry – has also jumped in the cab and spent time with farm pick-up milk tank drivers.

Pincott said engaging frontline staff, especially drivers, is critical to the project’s success.

So too is senior management, added Gibson: “Frontline leaders inside dairy processing businesses represent a small part of a very large, complex machine.

“One of the opportunities of the project is to share transport knowledge and insight to those higher up in dairy processing businesses.”

Research to date has identified the major issue as the “exceedingly challenging operating environment” for dairy tankers.

A dairy tanker has unique engineering and physical attributes, as well as a unique operating environment, that make them particularly susceptible to rollovers – and difficult for even an experienced driver to predict.

By the time the driver feels the trailer rolling, it is often too late. This poses significant risk to the safety of dairy tanker drivers, other road users and the public.

In this context, Gibson said

they’ve been surprised by the limited availability of material to explain vehicle design and capabilities, especially relatively new technologies such as stability control.

“Limited operators appeared to have integrated data from vehicle electronic stability controls into their broader business processes. We need to make sure there is an opportunity for that data to be explained and made available to everyone in the organisation,” he said.

“All the gear is reasonably new, what is missing is the support to extract maximum value from it.”

What’s also missing is adequate education and training resources, the research has found.

“When we talked to driver trainers, and how they trained on vehicle dynamics, they either had VicRoads rollover training or very hands-on driver trainers. Formalised resources and materials were very limited,” Gibson said.

“It’s prohibitively expensive, there’s a lot of tooling up, creating resources, so they rely on face-to-face training.”

Program development

‘Spilt Milk’ aims to fix that. The next stage of the project commenced last month and focuses on developing resources – or what Gibson and Pincott call “artefacts”. It’s predicted to take five months to complete.

Pincott says the development of training resources will be crucial to getting a “holistic approach” through all elements of the supply chain.

“That’s not there at the moment,” he said.

The intention is to include templates and instructional videos, as well as share best practice.

“For example, a tanker driving around with cameras, in the cabin and inside the tank, to see what the load looks like going around s-bends, when you do an emergency stop, or when you go direct from a country dirt road to a highway,” Gibson explained.

They also plan to engage a leader in braking systems to run through the process with carriers and turn this into “artefacts” for their use.

Pincott adds: “One of the challenges you’ve got is you may do eight pick-ups from hundreds to thousands of litres over challenging and changing routes, and you have limited guidance on how the changing volume of milk affects vehicle dynamics.

“One of our key goals is to support drivers to understand the specific risk profile of the task, as it changes both day-today and across the course of a single run.

“Anything to increase awareness of the risks improves the ability of our already highly skilled drivers to manage them.”

Pincott said buy-in from all supply chain participants will be crucial to success – especially drivers.

“Individually they all know a lot. With my experience in a similar project in the logging industry, if you involve the guys you get ownership and you get engagement,” he said.

What’s Next?

The program will continue to engage leaders in the dairy industry during the duration of program development to identify ways these new program materials can be distributed to key stakeholders as early as Q1/Q2 23/24 FY. If you would like to learn more or participate, contact the team at spiltmilk@nti.com.au.

The program will continue to engage leaders in the dairy industry.

to date has identified the major issue as the “exceedingly challenging operating environment”.

The project team is headed by NTI transport research manager Adam Gibson.

Key players in the dairy supply chain are embracing a new project aimed at reducing the high rate of crashes involving milk tankers.

AFTER 290,000KM WE CAN SAY THE CASCADIA IS CLEARLY

THE MOST FUEL EFFICIENT TRUCK IN OUR FLEET”

KEVIN MUTTON, KRESKAS BRO

Take level crossing safety ‘out of the dark ages’

BY DANIELLE GULLACI

AFTER more than 20 years of campaigning for better lighting on trains to help improve level crossing safety, there’s some hope that change may finally be one step closer.

Lara Jensen’s youngest brother and two of his friends were killed on July 8, 2000, when their vehicle was struck by an unlit train at a passive level crossing in WA’s wheatbelt region.

Ever since, Lara, who is based near Mount Magnet in WA, has been tirelessly campaigning for safety upgrades at level crossings and improved lighting on trains, to enhance visibility and improve safety for all road users, including our truck drivers.

But despite numerous reports, inquiries and recommendations, nothing has been done more than two decades since the tragedy.

Christian Jensen, 20, and his friends Jess Broad, 18, and Hilary Smith, 19, were killed by a wheat train near Jennacubbine in 2000. An inquest into the incident found that no one in the car had seen the train approach due to an absence of

train lighting and warning signs on approach to the crossing.

“All my brother and his friends got at the rail and road interface before that crossing was a ‘give way’ sign, not even a ‘stop’ sign. And that sign was obscured by a tree anyway. It makes me angry because Christian was extremely careful and was a conscientious, experienced bush driver. He wasn’t reckless with his own life, and he certainly wasn’t reckless with anyone else’s. They just didn’t see that train,” explained Lara.

“It was a fully loaded grain train. My brother’s vehicle was pushed for over a kilometre before the train could come to a complete stop. The train driver went through a hell of a time after the accident too – and nobody should ever be put in that position. This campaign has always been about the train drivers too.

“Four precious lives (including my brother’s) were lost at one notorious crossing, and it took Main Roads WA 14 years to install warning lights there after our three were killed and 17 years after the first fatality. It’s a complete disgrace and a complete system failure we are looking at with passive level

crossings in this country – from signage, vegetation clearing on approach to crossings and then throw abysmal train lighting in the mix and you’ve got the perfect storm – another catastrophic accident just waiting to happen.”

Though trucks are very heavily regulated, freight and passenger trains fall into very different territory. Road trains are required to use hazard, side and front lighting, as well as signage for oversize and dangerous goods, and escorts when required but Lara says, “Train lighting in Australia is still quite literally stuck in the dark ages.”

While regulations are in place for truck lighting, the same can’t be said for trains, and that’s despite them being longer than any vehicle on our roads. Regional and interstate freight trains can weigh between 3000 to 10,000 tonne and can take over a kilometre to stop.

Australia is home to over 23,700 level crossings; and alarmingly, around 80 per cent of level crossings have no active protection other than ‘Stop’ or ‘Give Way’ signs.

The Office of the National Rail Safety Regulator (ONRSR) was set up in 2013 with the aim of improving rail safety. Though the number of collisions and near-misses at level crossings hasn’t really changed.

Last year the ONRSR commissioned and released the Freight Train Visibility Review. It found that on average, there are around 14 level crossing crashes and 200 near misses around Australia each year. In the 2020-2021 financial year there were 34 level crossing collisions with vehicles resulting in four fatalities and four serious injuries.

In early 2021, two of those statistics were truckie Ethan Hunter and his work colleague Mark Fenton, who were both killed instantly when their road train collided with a freight train at a passive level crossing 70km north-west of Young, NSW.

“It’s a complete joke and that’s putting it plainly. You have a regulator that is not reg-

ulating the rail industry and allows rail operators to work to a minimum standard. What I am eluding to is that the standard governing train visibility (AS7531) is a minimum standard that is not even mandatory, so rail operators don’t have to comply with it anyway. There is a massive disparity between the safety lighting standards that the road transport industry has to legally comply with compared to the flimsy safety lighting standards that are in place in the rail industry. I believe the weak governance of state and federal governments are to blame for that, in letting the rail industry get away with it. They’re powerful, they’re profitable and have never been held to account,” Lara said.

“We’re saying the regulations governing the rail industry need to be robust and they need to be mandatory just as they are in the road transport industry.”

Back in October 2001, a year after the incident that claimed the lives of Lara’s brother and his friends, then WA state coroner Alastair Hope called for immediate action to install some form of external auxiliary lighting on locomotives which would provide an effective warning to road users. But despite this, the measures were never implemented.

In the past 50 years, the only mandatory change to train lighting has been the addition of crossing or ditch lights, which are directed at the ditch and only illuminate opposite sides of the railway track.

Lara says that recommendations for better lighting on trains in WA go back to 1968, following a spate of incidents. Back then a state government report recommended the use of rotating beacons – but that was soon quashed. That’s despite rotating beacons being in use on trains in the sugar cane industry in Queensland for decades.

A group of 12 families who have lost loved ones in rail crossing incidents, including four families from WA, have been tirelessly campaigning for change.

“As the families of rail crash victims, rail companies have always had the upper hand –the power and the money but we’re fighting back. We’ve had enough of the unconscionable negligence for decades. No truck driver could ever even leave the yard with the sort of inadequate lighting trains are allowed,” Lara added.

In March last year, two of Australia’s biggest rail companies, Aurizon and Pacific Na-

tional, agreed to trial new lighting on their trains in response to the nationwide campaign.

The Monash Institute of Rail Technology (MIRT) is due to release the long-awaited results of these train lighting trials this month.

Lara is cautiously optimistic that this could result in actual meaningful change in the near future. “We’re hoping this report is extremely robust and that it will dictate to the rail industry the visibility improvements it must make in order to protect the safety of the regional Australian community. We are a very battle-weary team and don’t want to see these tragedies continue to happen decade after decade because these are completely preventable tragedies that I am talking about here,” she said.

“The regulator generates an incredible amount of revenue from industry and government but as a regional Australian resident I believe we are getting a very minimal return on the regulator in terms of safety improvements and enforcement on the ground. It’s a bureaucratic nightmare. There’s always been a special arrogance in the rail industry because they know they are untouchable – they’ve never come under this much pressure.”

[l-r] Jess Broad, Hilary Smith and Christian Jensen had their lives cut tragically short.

Lara Jensen has been tirelessly campaigning for change. Photo: Stephanie Coombes

This photo of the Yarramony level crossing was taken just after the accident.

The memorial for the three lives lost at the Yarramony level crossing near Jennacubbine.

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

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

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Ricky Lawson and this K200 carry import and export containers between Griffith and Melbourne.

Darcy Richardson shared this great shot of two of Freestone’s Transport’s Kenworths looking the goods.

Pav shared this shot of the impressive set-up he drives from Perth to Pilbara. Photo was taken at the Karajini parking bay.

Wayne Rogerson enjoyed this ripper sunset in Melbourne, while waiting for his load.

Jeremy Park of Booths Strathmerton, snapped this pic after completing a ‘dog’ run at Tocumwal before heading to Brisbane.

James Cockerill captured this stunning night-time shot in Cobar, NSW. “No filter needed – right place, right time,” he said.

Sam Hill snapped this shot while traversing across the Nullarbor.

Brad Bishop snapped this great pic while enjoying the sunset near Port Augusta.

Luke Selvage and this green machine stopped to enjoy the sunrise, while coming out of Tumut, NSW, with a load of pulp.

Nicholas Dolan stopped to admire the view while travelling southbound near Aramac, Queensland, on his weekly trip to Melbourne.

Smith’s Transport Group shared this great shot, snapped at the Thallon Grain Silos in the Balonne Shire, Queensland.

SEQ Transport two-up team Mark and Deb Nelson snapped this great shot at the Bunda Cliffs on the Nullarbor.

Aaron Mercer shared this shot of his International Prostar, pulled up at Portland, NSW.

A ripper shot from Tom Charlton, as he enjoys the morning sunrise in Marlborough.

When the going gets tough, truckies keep everyone going

Truckin’ In The Outback

Ticking another one off the bucket list

returning after 10 days on the road. “It was my first time driving a road train, which was incredible,” added Narelle. “We went from Brisbane to Dubbo and unloaded there, then picked up our third trailer at Narromine, and then from Narromine went over to Perth.

“There were a few people who said: ‘Oh my gosh, how could you stay in the truck together that long!’ Obviously you can have tense times occasionally but you just have to let it go. We work really well together and Dennis has a lot of patience, especially when he’s training people up,” Narelle added.

BY DANIELLE GULLACI

HE was a refrigeration mechanic and she was a hairdresser, but that all changed when Narelle Peters, 48, and Dennis Peters, 56, moved from the city to the country.

“We lived in Sydney, but moved out to a place called Tomingley, between Parkes and Dubbo in 2009. We were on the family farm and my husband started out carting grain,” explained Narelle. “We were raising four boys and quickly realised there wasn’t much money in farming, so Dennis started working for McNaughts Transport in 2016.”

His work takes him all over the country, carrying general freight, from behind the wheel of a K200. Usually its doubles, with some triples thrown in the mix for the Perth and Kununurra runs.

During one trip to Perth several years ago, Narelle came along for the ride. “I enjoyed it so much that I said I reckon I could do this. He said why don’t you get your licence, so I did,” she explained.

“Growing up on a farm, you’re driving machinery from a very young age, so driving big trucks didn’t phase me too much.”

A hairdresser for about 30 years, Narelle initially had her own hair salon in nearby Peak Hill, but when Covid hit and salons were forced to close, she began looking for other options.

“I already had my HR licence and McNaughts was looking for a rigid driver so they offered me a job. I didn’t

have much experience but I jumped in and haven’t looked back. Then I got my HC, and then progressed to my MC in late 2021,” Narelle explained.

“I can’t say enough about McNaughts. They trained us both up and have given us great opportunities. They also encouraged me the entire way and gave me the chance to learn and grow, while using amazing equipment.”

When the couple decided to move to Brisbane two years ago, Dennis continued

on with McNaughts, while Narelle began working for Ken Knight Transport. “I’m an around town clown. I drive semis around Brisbane, carrying general freight. When I told my boss Ken about the opportunity to go over to Perth with Dennis, he said just go for it. We were originally supposed to go to Kununurra but because of the floods, we went to Perth instead,” explained Narelle.

The couple set off in Dennis’ K200 during February,

“Being my first time in a triple, I was fresh and new. It was a hugely different experience going from a double to a triple. You’re fighting yourself to make sure you do everything correctly, but he was really good.”

And it seems Narelle has well and truly found her calling. “I love the freedom and think this is the best job in the world. You get in the truck and have all this space. Once you’re loaded, you’re your own boss. There’s a photo of Dennis driving during a sunset in Port Pirie in South Australia.

You don’t get that in the office and you definitely don’t get that in a hair salon!

“I think this will definitely be where I finish up. Being an around town clown is hard work, you’re in and out of the truck all day. I’d love to do more two-up work with Dennis. You get to see the country and you get paid to do it,” she said.

It was an epic adventure for this husband-and-wife duo, who recently completed their first two-up run, pulling a triple east to west, then back again.

Enjoying the sunset while Dennis drives through Port Pirie, SA.

A trip to Perth in the truck with her husband Dennis was enough to convince former hairdresser Narelle Peters to go for her licence.

They were on the road for 10 days, travelling from Brisbane to Perth, with numerous stops in between.

The couple plans to do more two-up work going forward.

The recent trip in February was the first time Narelle has driven a road train.

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Truckin’ In The Tropics

Truck for the job Like father, like son

BASED at Casino in NSW, Jayden Clark works for his father Steven Clark’s company, CMT Transport. He has been a truck driver for a year.

The friendly 22-year-old was parked up at Warwick just before dusk, beside his 2021 Kenworth, when Big Rigs saw him.

With him was his girlfriend Breana Hunter who travels along on some trips.

At first Clark was reluctant to have his picture snapped however he agreed to when Breana was in it as well.

Clark likes stopping at the Shell Aratula Roadhouse because he says the food is great.

“The showers and facilities are very clean and the staff are friendly,” he said.

The worst road he travels

on is between Surat and Meandara

“I love living in the country. We also have a farm with cattle and crops like barley and wheat,” Clark added.

When he gets time off

work, Clark has a motorbike which he loves to ride.

“I am into motocross,” he said.

During 2023, Clark hopes to work less and get rich by winning the lotto!

CATCHING mud crabs is a favourite recreation for 65-year-old Kimbo Williams who drives a Hino for Charters Towers company Rocket Run, carrying general freight.

I saw Williams after he had pulled up to make a delivery at the hamlet of Mingela which is 83km west of Townsville and 47km from Charters Towers.

“I do a lot of runs between Townsville and Charters Towers and the Hino is ideal,” he said.

Williams added that the company also has trucks which deliver freight to centres west of Charters Towers including to Hughenden about 260km away along the Flinders Highway and also to Richmond another 100km further on.

“I have driven trucks most of my working life and have been doing it full-time for four years. I have been a boilermaker,” he said.

Williams likes stopping at the BP Cluden Roadhouse on Townsville’s outskirts across

from the racecourse.

“It has lots of parking, good food including takeaways and clean facilities which is good for drivers,” he said.

His hobbies are fishing and crabbing in the saltwater creeks and rivers in the north which abound with opportunities.

His comment about mud crabs tantalised my taste buds as these crustaceans are prized eating delicacies.

However they are very expensive to purchase especially at southern markets.

So where does he catch these nippered and shelled crabs?

“Mainly in the Haughton River,” he said.

Another passion of Williams is his love of motorbikes, especially the Kawasaki.

“I am a member of the Z Owners Club which is Australia wide,” he said.

Williams was critical of the number of car drivers who often do dangerous things on the 130km stretch

between Townsville and Charters Towers.

“Especially in busy times such as today when so many were heading towards the Goldfield Ashes Cricket Carnival in the Towers,” he said.

As for the worst highway he said that the Flinders had “good and bad sections”.

Williams added that the rest area just past Mingela was a nice place to stop because it had toilets and shaded chairs and tables.

“But sometimes people leave the toilets very dirty,” he said.

Rocket Run also does overnight deliveries and pickups to Ravenswood which is 40km from Mingela.

A visit to Ravenswood is like going back to the late 1880’s in a time capsule. There are two hotels there, the Railway and the Imperial.

The company carries a variety of freight including parcels, pallets and bulk loads and special runs when required.

Trucks to rally cars

EXPERIENCED driver

Robert Crapp had stopped at a pullover area beside the New England Highway near Moonbi when Big Rigs saw him.

The 59-year-old was driving an Iveco Stralis 500 for Johnson and Kennedy Transport.

“I have gas bottles from Tamworth to take to Tenterfield,” he said.

Based at Armidale, Crapp loves the job and where he lives.

“My main jobs are around the north-west area of NSW,” he said.

Crapp likes stopping at the Moonbi Roadhouse.

I asked him to nominate the worst road he gets along. “It would have to be the Newell Highway which has

lots of potholes,” he said. His recreation outside work is to drive a rally car at various events.

“I have a 1979 Corolla and

like it very much,” he said. Crapp barracks for the St George Dragons in the NRL and the day I saw him was talking to an old truckie mate.

with Alf Wilson

Jayden Clark and his girlfriend Breana Hunter, near the Kenworth.

Robert Crapp drives an Iveco Stralis 500.

Kimbo Williams drives a Hino for Charters Towers company Rocket Run. Photos: Alf Wilson

Honouring our trucking legends

A true pillar of the industry

BY AINSLEIGH BILATO ADVISORY COMMITTEE MEMBER

“MR Couper is the King of the truckies!” said one child to his father when Lew Couper featured in the Ninghan News upon his induction into the Shell Rimula Wall of Fame by the National Road Transport Hall of Fame. Although Couper humbly rebuffs this title, there is little doubt that he is transport royalty regardless.

Couper was amongst the first inductees into the Shell Rimula Wall of Fame in its inaugural year of 2000 – a recognition he describes as one of his proudest moments in his remarkable transport career.

For Couper, it all started on his family farm in the small town of Trayning in Western Australia’s north-eastern Wheatbelt region. The family owned a TK Bedford KGL model truck – its 18-foot tray and 2-deck sheep crate making it much larger than typical for a farm truck at the time.

Nonetheless, it proved incredibly valuable when widespread drought hit Western Australia in 1969. Set against the background of a run of good rains throughout the 1960s, the failure of the 1969 winter meant crop yields were diminished, pastures provided little or no feed for the stock and grain and fodder reserves proved insufficient.

As a result, the region saw massive stock movements as farmers sought agistment in greener pastures. A local stock

agent had approached Couper’s father to ask if he could spare Couper on the farm to help cart sheep to Kalgoorlie where they would be taken east by rail. Once he started in the transport industry, Couper did not look back, spending the next 38 years growing Trayning Transport Services. With his farming background, Couper thoroughly enjoyed carting to the pastoral stations across Australia. With a few loaves of bread and a newspaper a week old in hand, Couper would trade these city luxuries for some of the seemingly endless knowledge of the land that these pastoralists held.

With 15 years behind the wheel transporting livestock, wool, fertiliser and grain and the benefit of the expertise gained from those pastoralists he met along his travels, Couper had many ideas as to how he’d like to see the indus-

try improved but no forum to share these.

He soon learnt about the Livestock Transporters Association of Western Australia, as it then was, and joined in 1985. Just one year later, Couper was elected to serve as chairman of the Association, a position he proudly held for many years. Couper went on to serve as the vice president and, later, the president of the national body, the Australian Livestock Transporters Association. Although he describes the endeavor as a “massive learning curve”, Couper was instrumental in effecting much positive progress in the road transport industry.

Couper maintained seven trucks in his 38 years in transport. The final truck was a 1980 White Road Boss prime mover, affectionately named Old Red. Couper, knowing he didn’t want to sell the truck, had promised to donate Old Red to the National Road Transport Hall of Fame upon his retirement.

With his son and a group of dedicated friends for support, Couper and Old Red headed for Alice Springs. The team re-

ceived nothing short of a royal send-off from Trayning, with its residents donating fuel for the journey and coming out to wave off the man and his machine that had served their region dutifully for so long.

The trip to Alice Springs took three days, although, Couper admits, they were in no rush, enjoying a well-stocked BBQ and “plenty of cool drink” each night.

Old Red had covered more than two and a half million kilometers by the time Couper reached Alice Springs in 2007. While Old Red settled into retirement in Alice Springs, Couper had only been back in Trayning for a week when he received the call from a Shire engineer who asked if he could help out for “a couple of days”, filling in for a truck driver who was unwell. Two and a half years later, Couper retired… properly this time.

As a founding member of the National Road Transport Hall of Fame and dedicated advocate for the organisation, Couper was the perfect candidate to fill the position as Patron of the Hall of Fame, a role

left open upon the passing of the former Patron, Slim Dusty.

When Couper was asked if he would accept the position in 2007, he recounts: “I bloody near cried! I couldn’t believe it!”

Couper notes the importance of the National Road Transport Hall of Fame in encouraging recognition in what was otherwise an undercelebrated industry. Taking particular notice of the inductees and their families at the induction ceremonies, Couper says: “You can see the pride and joy that flows out of the people.”

Couper continues to serve as Patron for the organisation today, a position he says he is “so very proud of.”

When asked what advice Couper would give to the operators out on the road today, he gives three important pieces of counsel: Always drive with care and respect to all road users, don’t be afraid to ask for advice if you need and be proud of your achievements.

Couper reminds those

working in transport that they are “working in an industry with lots of friends”, and advice is readily available if you are willing to ask. He describes preparing to cart his first load of wool, headed to Fremantle Harbour, and being approached by a fellow driver who observed: “Is it your first load, young fella?”

Couper recalls thinking: “How the hell would he know that?” but, nonetheless, to this day, appreciates the kindness this fellow driver showed as he walked Couper around the machine and talked him through the best practice for the trip.

A true gentleman and a pillar of the industry, the National Road Transport Hall of Fame would like to extend its deepest gratitude to Couper for his ongoing support of the organisation.

The organisation and, indeed, the transport industry would not be what it is today without Couper’s contributions.

Lew Couper was amongst the first inductees into the Shell Rimula Wall of Fame.

Lew Couper and wife Bev get reacquainted with Old Red during a recent visit to Alice Springs.

Couper’s final truck was a 1980 White Road Boss prime mover, affectionately named Old Red. Old Red covered more than 2.5 million kilometres.

The WA crew reunite with Couper and Old Red in Alice Springs.

The National Transport Hall of Fame would not be where it is today without the unflinching support of this humble trucking hero.

Trucks, food and a whole lot more

AS well as being the home of the Brisbane Truck Show, the South Bank precinct is also home to some of the city’s top restaurants and eateries, with an exceptional mix of everything from pub-grub to fine-dining. Here’s some top picks to tantalise the tastebuds.

Otto, South Bank

Otto is one of Brisbane’s most divine fine-dining restaurants. A masterclass in modern Italian cuisine, this riverfront dining spot is all about

simplicity and amazing ingredients – and it’s only up the street from the show.

At the forefront of the Brisbane culinary scene, Otto has the awards to prove it, with recent gongs including Best Queensland Wine List by Gourmet Traveller Wine, as well as Wine List of the Year, Two Hats at the Australian Good Food Awards 2019 and Best Italian Restaurant QLD in the Delicious 100 2019.

If you’re a classy truckie, looking for the best Brisbane

has to offer, head chef Will Cowper’s seasonal and produce-driven menu will certainly have you licking your lips.

Location: Sidon Street, South Bank, South Brisbane.

El Camino Cantina, South Bank

El Camino offers some of the best Tex-Mex food in Brisbane – plus a DJ club upstairs called Hotel Diablo.

It doesn’t get better than chomping down Tex-Mex staples like tacos, burritos and fajitas and then washing them down with a refreshing margarita at El Camino Cantina.

A huge 510-seater restaurant just off the South Bank foreshore, El Camino offers some of the best Tex-Mex food in Brisbane, that’s wellpriced, with an electric atmosphere.

Location: 153 Stanley Street, South Brisbane.

Aquitaine Brasserie, South Bank

If you’re looking for indulgence, then say hello to one of Brisbane’s most decorated French restaurants, Aquitaine.

Located at River Quay, Aquitaine is well worth the short stroll through the South Bank Parklands from the Brisbane Truck Show.

Aquitaine boasts wonderful riverfront views and authentic French dishes inspired by the L’Aquitaine region of south-west France.

The restaurant prides itself on creating a menu made from quality produce and pairs this food with a fantastic wine list.

Location: Sidon Street, South Bank, South Brisbane.

Chu The Phat, Fish Lane

Located in the Fish Lane precinct, Chu The Phat takes Asian street food and wraps it up in a contemporary bow.

This spacious 300-seater venue has atmosphere coming out of its ears and is best experienced with a group of friends or colleagues while feasting on the incredible banquets or the much-loved dumplings.

With an amazing vibe, fantastic food and cocktails, Chu The Phat will have you longing for a trip to Hong Kong or Singapore for more.

Chu The Phat is the younger sibling to the iconic Madame Wu restaurant.

Location: 111 Melbourne Street, South Brisbane.

Julius Pizzeria, Fish Lane

This is among the best pizza joints in Brisbane. It’s also tucked away down Fish Lane, just a few hundred metres up

Tex-Mex food, El Camino is just off the South Bank foreshore.

With numerous awards under its belt, Otto delivers fine dining Italian cuisine.

The Brisbane Truck Show has evolved into much more than just a celebration of trucks.

the street from the Brisbane Convention & Exhibition Centre.

You won’t find a ‘top pizza’ list without Julius on it, and its popularity among foodies makes it a tough place to get a table at.

If you’re lucky or even organised, book a table in advance, if not, a takeaway will do just fine.

Location: 77 Grey Street, South Brisbane.

Billykart, West End

Billykart is the brainchild of world-renowned chef, Ben O’Donoghue, and is one of the best breakfast cafes and dining restaurants in town.

Take a short walk from the Brisbane Truck Show to the neighbouring suburb of West End, and you’ll find the laid-back, but impressive Billykart.

West End is Brisbane’s cultural hub and is renowned for its amazing eateries, and Billykart stacks up as one of the best in this part of the world.

Location: 2 Edmondstone Street, South Brisbane.

truckshow.com.au

the Rydges Hotel.

It’s named after the god of wine, Bacchus, which seems fair considering its whopping 600-bottle wine list. If you aren’t into wine, that’s fine, just take in the decadent meals this award winning restaurant is serving up.

Dress code is smart casual, so ditch the flip flops and ruggers for enclosed shoes and some nice trousers.

Location: 9 Glenelg Street, South Brisbane.

Ahmet’s Turkish

Restaurant, South Bank

Situated across the road from the South Bank Parklands on Grey Street is Ahmet’s Turkish Restaurant, a veteran of the South Bank food scene.

Breathe in the spices and Middle Eastern culture, marvel at the vibrant rubs, and bop along to the Turkish music.

It’s all part of the experience, preferably with a group of friends or colleagues. A restaurant you will go back to again and again.

Location: 10/168 Grey Street, South Brisbane.

Pig ’N’ Whistle, West End

If a chicken parmy and beer while watching some footy is more your thing, the Pig & Whistle is your destination. Just to the rear of the Brisbane Convention & Exhibition Centre, the Pig ’N’ Whistle is as close to a cosy-styled British pub as you can get here in Brisbane.

Expect pub classics like burgers, steaks, and beef and Guinness pie. It isn’t fancy, but it’s delicious and best with a cold pint.

Location: Merivale Street, South Brisbane.

Bacchus, South Bank

After a nearly two-year hiatus during Covid, Bacchus — one of Brisbane’s swankiest fine-dining restaurants — hit the ground running when it reopened in 2022.

A new executive chef, a new menu and a thirst to pick up where it left off should mean Bacchus is a ‘must-go’ restaurant when here for the Brisbane Truck Show. And it’s situated right next door, in

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Olé, South Bank

A Spanish marvel, here you’ll find the best tapas in South Bank. From the tapas to raciones grandes, all of Olé’s dishes are crafted with sharing in mind.

Olé imports staple ingredients to maintain the integrity and history of its dishes, while sourcing produce from local farmers to ensure freshness and quality.

Location: Shop/B12 Little Stanley Street, South Brisbane.

Inspired by the L’Aquitaine region of south-west France, Aquitaine is a short stroll from the Brisbane Truck Show.

With a menu designed with sharing in mind, Olé delivers the authentic flavours of Spain.

AS WELL AS BEING THE HOME OF THE BRISBANE TRUCK SHOW, THE SOUTH BANK PRECINCT IS ALSO HOME TO SOME OF THE CITY’S TOP RESTAURANTS AND EATERIES, WITH AN EXCEPTIONAL MIX OF EVERYTHING FROM PUBGRUB TO FINE-DINING.”

Tribute for popular truckie

Theft a number two concern

Reports continue to reach Spy about the theft of paper from toilets at rest areas.

Having frequented numerous such facilities myself in recent times I have seen the problem firsthand.

At many you will find such paper on the floor and even whole rolls missing.

There was one incident at a rest area where a truckie challenged some young foreign tourists who walked out of toilets with entire rolls.

He was abused even after warning them it was theft and he could easily take their van registration number and ring the cops.

Some of these toilet rolls are secured by bolts but those who steal them just unroll it and take that away.

Nungarry Rest Area is located beside the Princes Highway in NSW and has southbound access only but is popular with truckies, vans and motorists.

There is also an excellent Driver Reviver there run by Lions Club volunteers.

TfNSW had a notice inside a dunny advising that after ongoing incidences of damage, theft and vandalism, the provision of paper was suspended until further notice.

Truckies will tell you that finding a suitable rest area with a decent dunny is hard enough in itself.

But if you pull up wanting an urgent “number two” and find there is no paper, it is even worse.

This may sound like a menial subject and whinge, but to our champion drivers who find themselves in such a predicament, it is a grassroots issue.

Long service at roadhouse William Nash has worked at the Black Mountain Roadhouse in NSW for an amazing 35 years.

Aged 58, that is most of his working life and during that time he has met thousands of truck drivers, many of whom are warm friends.

“We would get between 100 and 200 truckies on average a day stop off here. We are open 24 hours a day, seven days a week with full service,” Nash said.

I visited there on January 5

with my wife Jenny during a story gathering trip through NSW and southern Queensland.

Every time I have interviewed and snapped pics of drivers at random for Big Rigs, one of the questions I ask is about their favourite roadhouse.

In the past years, scores of truckies have nominated Black Mountain which is located 25km from Armidale – so I decided to stop in there unannounced.

My wife ordered the big Black Mountain breakfast which she rated as delicious and great value for money at $19.

I opted for a beef pie which I found out was homemade by Nash and it was tasty.

When I told Nash I was a Big Rigs writer he took a few minutes to tell his story.

“I came from a farm background and when the family sold it 35 years ago I was offered a job here at the Black Mountain Roadhouse and took it. However I thought I may only last three months and I am still here and love it,” he said.

Nash said the main food truckies ordered if they were dining in was steak, veggies and salad, and the big breakfast.

“Some use the showers and toilets and if they are busy will grab a cup of coffee and a cold drink and be on their way,” he said.

One of the truckies he became great friends with lets him stay at his house when Nash visits Brisbane.

The other worker there when I visited was Kym Nielsen who, like Nash, was run off her feet.

She was cooking the food orders, whilst Nash was on the counter and delivering meals to tables.

The roadhouse is privately owned by a Sydney man and has been there since 1954.

Since then the fuel has been supplied by BP, Liberty, Shell, Mobil and Golden Fleece.

Nash said he is sure the roadhouse is one of only three between Cairns and Melbourne

which provides full service all day, every day.

William Nash is the longest serving employee of a roadhouse I have interviewed. If you know of anybody who has served longer, we want to know about him or her.

War of words

A war of words has erupted over the lack of public toilets available for truck drivers at rest areas or pull off sections along the busy Bass Highway, between Launceston and Devonport in Tasmania.

A number of truckies reckon there are none along the 102km stretch of the major route in northern Tassie.

They have complained bitterly that authorities should ensure drivers have some toilets for their use.

To balance the story Spy contacted a well respected road transport identity to offer his views.

He admitted that whilst the Launceston to Devonport corridor does have the largest number of daily truck movements, that drivers have correctly told me there are no toilets as yet.

“There is work being done currently on that to find sites suitable,” he said.

“If any of those drivers were realistic and honest with you they too would have mentioned there is no land mass at roadside that would service a rest area and toilet without land purchase, that would accommodate the guidelines for safety for entry into traffic.

“So a rest area must be located accordingly around safety issues and guidelines so it does not contribute to possible accidents by trucks entering traffic at slow speed.”

It must be pointed out that there are numerous roadhouses with toilets along the way where drivers can stop.

Parkes park problem

A Victorian driver based at Ballarat who travels into NSW regularly is hoping that authorities

do some much needed work on a parking bay just before Parkes.

“I stopped there and you can do damage to your tyres because of the giant potholes,” he said.

The lad does concede that such potholes are everywhere after heavy rain but he reckons this one is in really bad shape.

He also said there were similar problems with a rest area in the vicinity of Forbes.

Secret admirer

Receiving flowers is a happy occasion most of the time, often delivered to celebrate a special milestone such as a birthday, wedding or anniversary etc.

In a minority of cases such a bouquet will be delivered by a “secret admirer”.

This is the case for a wellknown lady who toils hard at a popular roadhouse.

The first lot arrived on Valentine’s Day and from reports which Spy received had the lass beaming with joy.

But there was no identification from the sender except the words ‘From a secret admirer’.

On two more occasions flowers have turned up and she has no idea who the admirer is.

But she does suspect it is an interstate truck driver who frequents the roadhouse.

Any updates will be passed on by Spy.

Hume holes

Whilst many truckies have told Spy that the Hume is in fair to good condition when compared with other highways around Australia, there is one section they say needs urgent repairs.

“The Hume between the Marulan Inspection Station and the service centres is in terrible condition,” one said.

It is a busy route and they tell me many trucks have incurred tyre damage when negotiating it.

They say it is bad enough having to go through a rigorous inspection at Marulan weighbridge which adds to the angst.

Much-loved truckie and staunch campaigner for better conditions and facilities for drivers, Lindsay Cavill, has passed away at the age of 56.

Cavill was seriously injured on April 8, 2022, when a large square bale of hay fell on him while unloading at a feedlot in Charters Towers. He required surgery on his back and neck, and suffered 18 broken ribs, a dislocated hip, along with many other internal injuries. The accident resulted in Cavill becoming a quadriplegic. Before his passing, he had been learning to master an electric wheel chair using chin controls. Sadly, he never made it home from hospital and passed away on February 18, 2023, 10 months after the accident.

“It was the second time he had been to that feedlot that week and was early in the morning. A bale of hay fell off the truck and it hit him. I believe they weigh about 400kg per bale,” explained his partner Ann Nelson.

Cavill was taken to Charter Towers Hospital by ambulance, before being air lifted to Townsville and ending up in ICU. The next morning he was put into an induced coma and flown to the Princess Alexandra Hospital in Brisbane, where he passed away last month.

“He had suffered massive injuries and was in hospital battling all that time. A workplace safety investigation hasn’t been finalised. I hope the outcome of the investigation compels workplaces to better protect drivers,” explained Nelson, who had only been a week out of hospital at the time of her husband’s accident, following complicated knee surgery.

With herself based in Townsville and Cavill in hospital in Brisbane, Nelson would fly over to see him every three weeks for many months.

Nelson says Cavill will be remembered as always being kind and thoughtful, and looking out for others.

“In hospital, he was well liked by fellow patients and staff. He was always looking out for his fellow patients too,” she said. Cavill was an owner operator based in the rural Townsville suburb of Woodstock.

Born in Townsville, he was the youngest of three children to Roy and Joy Cavill. He was a much loved partner to Ann Nelson.

Cavill attended Woodstock State School and worked at Calcium Mine and also did some butchering for well-known Ralph Savill. Long-time friend Nick Roberts, who runs Nix Transport at Major’s Creek, has fond memories of Cavill.

“Lindsay remained on the family property at Woodstock where he ran cattle and his freight business with his faithful Freightliner carrying out road train work for himself and subbing to other freight companies,” Roberts said.

“He had a heart of gold and would push himself beyond limits to help anyone. One of his challenges was fighting to better road train facilities for operators, especially the breakdown pad on the Woodstock/Giru road which has been used by many truck drivers over the years but came under fire from the transport department recently.” Cavill’s family were genuine pioneers of the region, having been at Woodstock since the 1880s.

A sign inside a toilet at the Nungarry Rest Area, advising toilet paper would no longer be supplied.

A truck outside Black Mountain Roadhouse.

A truck travels along the Bass Highway in Tasmania. The toilets at Nungarry Rest Area.

Vale Lindsay Cavill: ‘He had a heart of gold’

RIP to long time truckie Lindsay Cavill.

It all

THE Dyers family’s foray into transport started with a paddle steamer back in 1908, used to deliver goods via the Murray River. Fast forward to today and the business is 100 per cent owned and operated by the third generation of Scott, Greg, and David Dyer and operates a large fleet of prime movers and rigids in their distinctive livery. The business is an expert in linehaul, storage and distribution of refrigerated and general freight throughout Victoria, South Australia, Queensland and NSW from eight locations.

As with any efficiently run transport operation, safety is paramount and service is key.

Tony Wain, Dyers national safety and compliance manager, who has been with the company since 1998, says Dyers began using Procon for its telematics needs in 2013 and hasn’t looked back.

Ten years ago a trial of an initial 25 units with an alternate GPS supplier had stalled. “We were with another larger provider, but the reliability

and customer service didn’t meet our expectations; so we went looking for another option,” he explained.

“Back then we had about 100 trucks. After talking with Procon, we initially had their Fleetlocate GPS system fitted to a few trucks. Now we have it fitted on all of our trucks.”

Dyers Transport operates a fleet of over 200 prime movers. Add to that the smaller trucks and sub-contractors and it brings the number of Procon units being used by the company to over 300.

“Today, every large vehicle in the fleet is fitted with Procon GPS devices. It comes down to the customer service. If I was to ring the owner at Procon, René Bueman, now and say I need you to fit five trucks with the system tomorrow, it would be done. It’s that simple,” said Wain.

“René still has that personal touch and still fits all the units for us. If I ring him and ask him to do something, he’ll personally oversee it. I still catch up with him in

person, two to three times a month.”

Procon’s Fleetlocate software provides a wide range of reporting for Dyers, on everything from the basic time and location information, to driver behaviour, fleet utilisation, geofencing and importantly, overspeed events.

“We use it a lot on the safety side of things. It’s not just about knowing where your truck is; it’s about knowing what your truck does. Procon gives us security because if a truck is somewhere longer than it should be, or not being operated at its scheduled time, or on its correct route, we know there could be a problem.”

An added advantage provided by Procon is its ability to customise its own Fleetlocate software to suit its customers’ needs. In the case of Dyers, a variety of special scripts have been set up by Procon, helping the business stay at the forefront of safety. “The integration with our TMS provides a seamless redundancy GPS system in

the event the driver’s portable device used for our ‘Customer Track and Trace’ app is not providing GPS data.

“As a safety measure, we’ve speed-limited all of our trucks to 98km/h. There

are obviously situations where vehicles can exceed that limit, for example if they are going downhill an in these instances the Procon system immediately provides the driver with a visual ‘In-Cab’ alert to ensure the driver takes appropriate action. At 101 km/h there is a further audible alert and in the unlikely event the truck exceeds 104 km/h the compliance and operations team receive an SMS alert, and will contact the driver,” Wain explained.

“All drivers are supplied an individual fob to log in each time a journey is commenced so that speed alerts are logged by both vehicle and driver.”

According to Wain, the Procon system helps the business keep on top of its CoR requirements too. “We always know who is in the truck, the speed of that truck and can monitor fatigue requirements. We’re set up on Basic Fatigue Management (BFM), which is 14 hours but aim to keep things to no more than 12 hours for all our drivers. We use the additional two hours as a buffer in case something goes wrong. So on the safety side, we know if our drivers are doing big days and can see every day that the driver has worked over 12 hours.

We can then change and customise our runs based on that.

“For auditing, I can pull reports out easily and see exactly what was done for the set period. The Procon system is really good for compliance. Without it, we’d go back to old pens and paper and would be working blind!”

Earlier this year, Dyers set up a control room which is heavily reliant on monitoring Procon’s Fleetlocate and other systems to monitor driver welfare, on road safety, temperature compliance and customer service. “Before the monitoring was predominately done in the hours the operations team were in the office, and some issues weren’t dealt with until the operations team were onsite, but with the technology now available to the control room we can manage remotely 24/7,” Wain added.

“With some other telematics providers, the system is okay but their personal touch and service isn’t there to the same level that we value with Procon. If we need things fixed, we need it done straight away. Procon may not be the biggest telematics provider out there, but we’re not going anywhere, because the customer service is just impeccable.”

Dyers Transport operates a fleet of over 200 prime movers. Combined with smaller trucks and subcontractors it has over 300 Procon units in use.

The business is now owned and operated by the third generation: Scott, Greg and David Dyer.

PCM industry partnership supporting mental health

PRIME CREATIVE MEDIA (PCM) is pleased to announce a new partnership between Healthy Heads in Trucks & Sheds (HHTS), PCM and Australian Truck Radio (ATR).

PCM, the owner of this masthead, and ATR are proud to support HHTS for the great work they do within the transport industry.

HHTS is a registered notfor-profit charitable foundation, created to improve mental health and wellbeing across the road transport, warehousing and logistics industries in Australia.

People who work in the road transport, warehousing and logistics industries have long faced challenges relating to mental health and wellbeing. Risk factors varying from long hours, shift work, fatigue, isolation, social disconnection, high job demands, and potential exposure to trauma and critical incidents are all contributing factors.

The stigma surrounding mental health is an added component that leads to poor uptake of existing re-

sources and support services, such as Employee Assistance Programs (EAP). As a result, the sector is ranked the lowest of 19 sectors in Australia when it comes to thriving workplaces, according to Superfriend’s Thriving Workplace Study in 2021.

HHTS chief executive, Naomi Frauenfelder, said: “We know that stigma around mental health in this sector is a key risk factor and barrier for help-seeking. As such, the primary objective of many of our resources and programs is to drive a reduction in mental health stigma and improve access to information.

“This invaluable partnership with Australian Truck Radio provides a medium for us to connect directly with those on the road and the broad range of people in our industry working 24/7 to keep our supermarkets stocked, our cars fuelled, and our packages delivered.

“It’s important for everyone to know it’s okay not to be okay, and that we can all seek help, information, and support when we need it.

All levels of industry need to have the knowledge and skills to be able to look after their own mental health and wellbeing and to support others when they need it.”

Prime Creative Media CEO, John Murphy, said: “We are so proud to be working with HHTS and

getting the word out to drivers on the road through Australian Truck Radio.

“It is a great way to reach a large number of those working on the road and they can listen anywhere and anytime.

“We can also share where they can obtain the resourc-

IT’S IMPORTANT FOR EVERYONE TO KNOW IT’S OKAY NOT TO BE OKAY, AND THAT WE CAN ALL SEEK HELP, INFORMATION, AND SUPPORT WHEN WE NEED IT. ALL LEVELS OF INDUSTRY NEED TO HAVE THE KNOWLEDGE AND SKILLS TO BE ABLE TO LOOK AFTER THEIR OWN MENTAL HEALTH AND WELLBEING AND TO SUPPORT OTHERS WHEN THEY NEED IT.”

NAOMI FRAUENFELDER

es available to assist on their road back to better mental health.”

This partnership aligns with PCM’s values of growth and humility by supporting HHTS and the support it provides those in need in essential service roles.

Download the Austra-

lian Truck Radio app today via Google Play or the App Store.

Download the HHTS app via App Store and Google Play.

If you, or someone you know needs help contact: Lifeline on 13 11 14, Beyond Blue on Ph 1300 22 4636.

PCM, the owner of this masthead, and ATR are proud to support HHTS for work they do within the transport industry.

Bolstering efficiency with automated invoicing

vWork’s job scheduling and dispatch software is designed to help businesses improve efficiencies and productivity. Users can schedule more jobs, more easily and maximise the uptime of their people and resources.

By incorporating automated invoicing capabilities into the software, vWork takes its offering another step further. Businesses can link vWork with their account page, with off-theshelf integrations available with Xero, MYOB and QuickBooks.

vWork also offers an optional upgrade with EROAD, connecting EROAD vehicle tracking and distance data to the vWork invoicing module, to ensure invoicing accuracy.

EROAD is one of Australasia’s leading telematics providers, specialising in accurate distance measurement, using industry leading technology.

The integration of the two platforms uses EROAD’s vehicle tracking device, to accurately capture the distance travelled, the location and

route data. EROAD’s GPS tracking offers instant and accurate vehicle tracking.

Job start and completion times are captured too, including the exact mileage travelled during the time period that the job was in

progress.

Schedulers can instantly locate vehicles via a map, replay the route used to complete a job for audit and reconciliation purposes, and automatically add line items to invoices that show the ac-

tual distance travelled.

Integrating with EROAD enables your business to measure distances travelled more accurately than previously possible, using accurate fleet tracking data instead of an estimated distance calculated using a straight line or Google Maps.

By moving away from distance estimates, the EROAD integration offers your customers greater invoicing transparency, while improving perception of your business as an honest and trustworthy service.

When adding EROAD as the distance source to your invoicing, the invoice amount is automatically calculated at job completion, with distance costs included. The distance source is la-

belled to the line item in the description. You can also set different rates for all of your users or vehicles, if required.

vWork has also recently added a new feature to this offering – Dynamic Invoice Descriptions, which enables user to automatically insert job data into your invoice descriptions. It offers flexibility in the information that can be included, from job ID, to step addresses, custom fields, and more.

Users can tailor every invoice description in every job with minimal effort and provide customers with valuable personalised context on their invoices.

What’s more, Dynamic Invoice Descriptions means there’s less manual editing of invoice information, it saves time, and minimises the

SCHEDULERS CAN INSTANTLY LOCATE VEHICLES VIA A MAP, REPLAY THE ROUTE USED TO COMPLETE A JOB FOR AUDIT AND RECONCILIATION PURPOSES, AND AUTOMATICALLY ADD LINE ITEMS TO INVOICES THAT SHOW THE ACTUAL DISTANCE TRAVELLED.”

chance of human error.

To find out more about how vWork can help your business boost efficiency and enhance productivity, visit the vWork website at vworkapp.com.

Users can schedule more jobs, more easily.

vWork offers an optional upgrade with EROAD, connecting EROAD vehicle tracking and distance data to the vWork invoicing module.

Brothers born into the game

affordable for the people of Perth. Decades on, this mission remains the same.

Volvo Group Australia recently visited Tony recently as part of the UD Trucks Lap of the Map tour around Australia, stopping in at the Spudshed Canning Vale depot.

Galati explained just how drastically the business has grown over the years and how reliable and efficient transport is crucial to getting food delivered to their stores consistently and on time.

“This operation out here in Canning Vale, we move about 400-500 pallets every day. You’ve got to be really quick when produce comes in and we load these trucks every morning,” said Tony.

impressive horsepower and torque, UD Trucks were a perfect match for the tonnage that Spudshed carts on a daily basis.

“We bought one truck and then another one and now we’ve got 17 UDs at this stage and we’re looking at buying a few more. They’re great on fuel efficiency and for the horsepower they’ve got and for the tonnage we cart, they’re really

good. Probably the best in the market that I’ve seen.”

It was a bonus for Tony that the drivers enjoy driving the UD Trucks too. “The air-conditioning, the driving, the way they steer, the way they handle the road – they’re really happy with the trucks. I tell some of my drivers that they should be paying me for driving these trucks,” Tony laughed.

Continued page 42

FOR Spudshed owner, Tony Galati and his family, the growth of the business has been a journey of passion, dedication and growth spanning over four decades.

Spudshed manages a chain of 17 supermarkets, harvesting and delivering fresh, locally grown produce across WA.

Tony and his brothers Vince and Sam grew up

helping their Sicilian parents run a two-hectare market garden that was established in Spearwood in the 1960s. What started as a simple farmer’s market saw the official opening of Spudshed in 1998, and the business has since bolstered itself into the multimillion-dollar operation that it is today, offering a large range of quality produce with a full meat, dairy

and grocery offering.

With farms spanning all the way from Manjimup up to Kununurra, and more than 1100 Spudshed employees, the Galati family business has become a key identity in Perth. From the beginning, the business philosophy for Spudshed was simple: to bring down the cost of weekly shopping and make healthy fresh produce

“You don’t realise how much is involved in getting produce to a retail store or to the markets – and if you don’t have the reliability of your trucks, you’re in trouble.”

Tony explained that this reliability was one of the main factors that steered them towards UD Trucks after researching the products. With Spudshed’s trucks typically travelling between 600-700 kilometres a day, and between 1000-1200 kilometres during the busier season, this reliability remains a must. And with

Spudshed owner and founder, Tony Galati.

A UD Quon loading up at Spudshed warehouse ready for distribution.

Four decades of success

From page 41 TONY also detailed the operations of Spudshed and the horticultural side of the business.

“We’ve got our own nursery and we propagate all our own seedlings. We virtually plant them from the seed, then six to seven weeks after being in the nursery, we put them out in the fields and grow them out over 10-12 weeks. We then pick them, then we bring them to our packhouses. They then go out as an export, to markets, chain stores or Spudshed.”

Tony said that there’s a lot of challenges that come with operating a business like Spudshed and a lot of influences on their product –but the success of Spudshed is dependent on a series of factors.

“For us, success in the business is what you put into it. You’ve got to nurture your business, you’ve got to live in it. I’ve been in the game since I was a young kid and grew up on it. And my kids did the same thing. They grew up in it, they were born into it. It’s a family business and we do it to

the best of our ability.”

Tony is the eldest of his brothers. Today, the trio, supported by their sons, oversee Spudshed’s day-today operations on the various farms and stores.

When asked about the UD Trucks Lap of the Map, Tony said: “I reckon it’s a good idea. A lot of people don’t see the UDs unless they drive them. So, it’s good for people to see the product and to promote it out there.

“You’ve got a good product and you’ve got to show the guys in transport what you’ve got. I’m pretty fussy with my trucks and because I’m an owner operator I look at the efficiency, and with UD it’s swung me around.”

Reflecting on Tony sentiments, vice president of UD Trucks Australia, Lauren Pulitano described Spudshed’s growth as incredible and said UD is very grateful to have its trucks facilitating Spudshed’s transport operations in recent years.

“Scaling Spudshed to what it is today is an immense achievement and it is so inspiring to see an independent family-owned

business build a retail empire that allows the everyday people of Perth to source quality, healthy and fresh produce at affordable prices. The Galati family have owned and ex-

perienced their fair share of trucks in the 40 plus years they’ve been in business, so it is extremely humbling to hear how reliable, efficient, powerful and comfortable

UD Trucks have been for Tony and his drivers,” said Pulitano.

“Going the Extra Mile is our brand promise and to see our trucks consistently per-

forming for customers like Spudshed, that is our goal. We thank Tony, the Galati family and the Spudshed team for continuing to put their trust in UD Trucks.”

The Spudshed fresh food operation in action.

Spudshed has grown into a retail empire.

Scott’s collapse is a dire warning

Express, Linfox, ACFS, Ron Finemore Transport and FBT Transwest to maximise redeployment opportunities wherever we can in NSW and around the country. We’re also working to make sure workers receive the entitlements they’re owed.

their clients at the top of the supply chain have made mammoth profits.

RECENTLY 1500 workers around the country received the devastating news that Scott’s Refrigerated Logistics, Australia’s largest cold chain operator, will cease operations after it failed to find a buyer.

There’s no direct competitor to Scott’s, which delivers to all major supermarkets, and the news spells certain supply chain chaos. You can’t have 500 trucks, 1000 trailers and 1500 workers stop operations with no impact.

Obviously, this is incredibly distressing for the workers around the country who are now without a job.

The TWU is standing behind those workers, and we’re in the process of talking to other major operators including Global

The collapse of Scott’s will have ripple effects around NSW and across the country, and it’s a tragedy that doubles as a dire warning: transport is in crisis, and it’s being fuelled by the wealthy companies at the top of the supply chain.

In Scott’s case, the company was relying on an array of high-leverage finance and loan companies to stay afloat. It was surviving, like many other operators, on razor-thin margins. It’s an industry-wide supply chain crisis caused by wealthy clients like Aldi squeezing transport contracts and profiting off those tight margins, while drivers and operators are pushed to the brink.

In the 2021-2022 financial year, almost 200 companies in the transport sector became insolvent, while

In transport, Australia’s deadliest industry, financial difficulties are transformed into huge safety risks on our roads, with drivers pressured to work longer, harder and faster to make ends meet. Already in 2023, 41 people have lost their lives on Australian roads, nine of them truck drivers.

Accountability for safety in such a dangerous industry has to come from the top – from those wealthy clients squeezing transport contracts.

Wooloworths and Coles have signed charters with the TWU on supply chain transparency, fairness and safety. Aldi, whose profit margins are much higher than its competitors, refuses to do the same.

Instead, it’s tried to silence truckies speaking out on safety in the Federal Court - but lost, twice.

Transport needs reform. It needs it urgently.

Scott’s collapse won’t just impact the 1500 workers

who are now tragically without a job – it will have effects throughout supply chains and for the average shopper expecting groceries to be on shelves. It’s also a warning that without change, there will be more mayhem because of profit-hungry clients like Aldi.

Wealthy companies must be made accountable for the

strain they impose upon operators and transport workers. They must take responsibility for safety, fairness and sustainability throughout their supply chains.

It’s time to stop the practice of giving out work to the cheapest bidder – safety must be the cornerstone of transport contracts.

Last year the federal gov-

ernment committed to crucial reform that would see enforceable minimum standards set across the transport industry.

Federal Parliament must now pass those reforms to make transport work fairer, safer and more sustainable for all participants – and to prevent more tales like Scott’s collapse.

TASSIE TRUCKIN’ JON WALLIS contributors@bigrigs.com.au

The collapse of Scott’s will have ripple effects around NSW and across the country.

Scott’s administration wake-up call

bosses around Australia awake at night.

For some time, industry stakeholders like the VTA have been highlighting the multiple challenges facing operators that, left unaddressed, could prove a reckoning for many.

Let’s unpack these:

urea in 2021. While supply has been restored, the industry continues to experience flow-on effects of disruption, as well as higher prices.

THE decision to place Scott’s Refrigerated Logistics into voluntary administration earlier this month, further compromising national supply chains and the jobs of 1500 of the company’s transport workers, was met with surprise by many sectors of the community.

How could a company that had such a successful track record and commercial partnerships with some of Australia’s biggest and best-known grocery and supermarket retailers suddenly go under? Surely, they were too big to fail, some thought.

For those of us that live, and breathe transport every day, the decision may not have come as a surprise. However, it didn’t make it any less confronting because what happened to Scott’s is what keeps transport operator

Fuel – After wages, diesel is the biggest cost faced by operators, and it’s also the most variable, as we have seen in recent years. The high cost of diesel is another cost operators need to pass on in full through the supply chain, however some have not done so in the interests of retaining customers. The impact of the previous government’s six-month fuel tax cut and operators having to negotiate ATO payments because of the associated fuel tax budget decision affected cash flows for many.

Geo-political tensions –Russia’s war against Ukraine continues to wreak havoc on global supply chains and tensions in southeast Asia and the Taiwan Straits is seeing fewer ships coming to Australia. Production of AdBlue, a key engine additive, was severely disrupted when China banned exports of

Labour – freight operators are still desperate for workers, which is an issue that existed long before the pandemic. Our industry lags others when it comes to finding, training, and retaining qualified workers. Heavy vehicle licencing reform is the key to making a career as a professional and well-paid transport worker attractive to school-leavers, young women and men, and those looking for a career change.

High inflation & interest rates – there are few parts of the economy that haven’t been impacted by high inflation and 10 consecutive months of interest rate hikes. What makes a bad problem worse for freight operators are the already razor thin margins in place, making it harder to pass on higher costs. Investing in new equipment and maintaining equipment is even harder in a high inflationary environment.

Customer pressure – freight customers are putting unprecedented pressure on transport

operators to reduce their costs so that they can maintain or even reduce prices for consumers. This is unsustainable and will ultimately do more harm than good for our economy. The larger volume freight customers have a responsibility to offer contracts that are sustainable and viable for operators so that the whole supply chain doesn’t collapse around us.

In the immediate aftermath of Scott’s’ collapse there was hope that a buyer for the business might quickly be found. However, as we all know now, a Scott’s ‘White Knight’ wasn’t to be, and administrators have commenced selling remaining

assets to pay creditors.

Encouragingly, the broader transport industry is stepping up to support customers in the cold storage supply chain, with many reports surfacing of retrenched staff being hired by other operators. One of the few silver linings of having labour shortages is the opportunity for the Scott’s workforce to be quickly redeployed, for which we are grateful.

For state and federal government’s that have ignored or haven’t heard the alarm bells from transport associations about these persistent challenges, Scott’s must be their wakeup call.

In the lead up to the May federal budget, and as the states and territories prepare their own subsequent budget papers, the VTA will be advocating for financial relief and concessions for operators. Low-hanging fruit like limiting any increase to the road user charge, increasing fuel tax credits to offset higher diesel costs, and capping registration increases, are practical things governments can do now to alleviate pressure on individual operators.

In the long run they will also support our industry and its customers and help to maintain the living standards consumers expect.

With no buyer found for Scott’s Refrigerated Logistics, administrators have commenced selling remaining assets to pay creditors. Photo: Facebook

VTA COMMENT PETER ANDERSON CEO, Victorian Transport Association

Remember to show your appreciation to others

WITH so much going on in the transport industry, it is sometimes good to have time to reflect.

Travelling to and from Wodonga each week lately has given me that time, and I realised that it is so easy to get disheartened and forget what we have achieved and what we’re capable of achieving still.

I encourage everyone not only to have a bucket list of what you want to do but a reverse bucket list showing all you have so far. You will be surprised by how much you have already achieved.

Truck drivers are so often saying they are “just” a truck driver when there are so many other things besides, customer service, the amount of paperwork and such turns him/her into a clerk, they are fully up on compliance and road gulations and safety, and llivestock

drivers must have knowledge of animal husbandry, so they definitely multi skilled professional workers.

Our administration, accounts and payroll staff often don’t realise the importance of their roles to the ongoing and long-term success and functions of the business.

We have found that so many people feel they are unworthy of the praise, rewards and thanks they are given.

If you make a call to the driver to say “good job” or “thanks for helping out” they just shrug it off but it is worthy of noting, in making that phone call or putting a note in their pay packet to acknowledge them, especially if they had gone above and beyond,

maybe with helping out training a newcomer, or looking after a new customer really well. Sometimes we also forget to show our appreciation to office staff, so maybe mark National Secretary Day or International Women’s Day for both male and female office staff.

TWAL had two wonderful female role models acknowledged in the lead up to In-

ternational Women’s Day on March 8 with Sally-ann Eather taking out the Woman of the Year and Caitlin Barlow taking out the Industry Newcomer Award at the Road Freight NSW Awards in Sydney earlier this month. We are so proud of what these two women have achieved and what they still have to achieve in the industry.

We have nominated Annastasia Denigan, a long-term

road safety advocate for the ATA Woman of the Year and Kelly-ann Lynch for the ATA National Driver of the Year at the National Trucking Industry Awards on the Sunshine Coast on March 31.

We still have several functions to come and we’re looking forward to acknowledging our sponsors, our new Gold Partners and the wonderful speakers we have lined up for

you in Wollongong, Sydney, Dubbo and Melbourne.

We will also have a speaker announcement for the Brisbane Truck Show breakfast very soon. Tickets are selling fast so book soon to secure your place.

For all Transport Women Australia Limited enquiries please contact chair@transportwomen.com.au or call 0417 422 319.

Caitlin Barlow, winner of the Industry Newcomer prize at the Road Freight NSW Awards.

Road Freight NSW’s Woman of the Year Sally-ann Eather.

JACQUELENE BROTHERTON Chair of Transport Women Australia

I ENCOURAGE EVERYONE NOT ONLY TO HAVE A BUCKET LIST OF WHAT YOU WANT TO DO BUT A REVERSE BUCKET LIST SHOWING ALL YOU HAVE SO FAR.”

JACQUELENE BROTHERTON

Trucking drives Australia

THEY say everything is delivered on the back of a truck, except for a baby. Or that without trucks, Australia stops.

We got a firsthand lesson of this during the pandemic supply chain crisis and the great toilet paper rush. Trucking is essential to our modern standard of living.

The 200,000 people and 59,000 businesses of Australia’s trucking industry drive our economy.

Almost 80 per cent of non-bulk freight is moved on Australia’s roads, which is 234.6 billion tonne kilometres of goods.

road freight industry is NSW, which moves 81.2 billion tonne kilometres.

Victoria moves 48.9 billion, Queensland 42.2 billion, and Western Australia moves 40.3 billion.

sential in the other states and territories. That was clear when the supermarkets in

WE ALSO KNOW THAT THERE WAS A 59 PER CENT INCREASE IN ELECTRIC HEAVY RIGID TRUCKS IN 2022. ELECTRIFICATION IS COMING, IN URBAN AREAS, WHETHER WE ARE READY FOR IT OR NOT.”

Darwin began to empty when highways were cut by flooding.

Trucks would not be able to move any of this freight without the road network.

Australia has 877,651 kilometres of roads, including 45,496 of non-urban highways and 6488 kilometres of urban highways.

Across all levels of government, Australia spends $30.8 billion on the road network each year, but governments

government deserves credit for putting more money into rest areas almost immediately upon coming to office.

Including both hire and reward trucking businesses and other industries which have heavy vehicles in their operations, we get all of this done with 115,481 articulated trucks, 373,426 heavy rigid trucks and 175,041 light rigid trucks.

Whilst articulated trucks are critical to linehaul and keeping our nation connected, it is worth noting that the majority of the truck fleet are rigid trucks, and two-thirds of rigid trucks operate in urban areas.

We also know that there was a 59 per cent increase in electric heavy rigid trucks in 2022. Electrification is coming, in urban areas, whether we are ready for it or not.

Trucking drives the economy, and impacts on trucking have an impact on the wider

largely from improved access. Unfortunately, the results have fallen far short of this.

Heavy Vehicle Road Reform, to change how trucks are charged for roads and how roads are funded, has been predicted to deliver up to $17.4 billion in economic benefits, again largely linked to better access. These reforms have been spoken about for a long time, but delivery is another matter.

Governments continue to talk up and bank the eco-

nomic benefits from more productive heavy vehicle access – but then fail to deliver the goods.

The greatest hope we have had for real change on access is the move towards automated access – pioneered by Tasmania.

Implementing an automated access system is one of the most promising reforms facing the trucking industry, with the potential to finally deliver on the long-cited economic gains

from better access.

As trucking drives the Australian economy, this is a vital economic reform for the nation.

That’s why it will be one of the key sessions on the program for Trucking Australia 2023 on the Sunshine Coast. The trucking industry understands that a job is not done until it is delivered. Governments must heed this lesson and finally deliver the economic gains from better access.

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1 If youare a collectorofClarice Cliff whatdoyou collect?

(7)

Across

4 WhatLatin American danceisperformed byseveral peopleinsinglefile?(5)

DOWN

1 Whichchess piecesaremostnumerous?(5)

2 Whatbrightyellow powderis usedfor flavouring in Asian cookery?(7)

5 To tender higher than someone else is to what (7)

7 Whatare lengthwisethreads on a loom? (4)

1 Aglaia, Euphrosyne and Thalia were known as the three what (6)

8 Whatisthe capital ofLiberia? (8)

3 InearlyEngland,what was a smalllandholderbetween gentry and labourers? (6)

6 Francis Greenway came to Australia as a what (7)

4 Whatbranch ofmedicine isconcerned with diseasesand abnormalitiesofthe heart?(10)

10 In 1982 who madethe firsttelevised147 break in snooker? (5,5)

8 Name the stripes of NCOs and police officers, etc (8)

9 What is a motorless aeroplane (6)

12 Whichinventor (Thomas ____)tookout more than a thousandpatents inhis lifetime?(6)

13 Whatisthelastwordof“RuleBritannia”?(6)

10 What was dammed in 1970-72 as part of a WA irrigation scheme (3,5)

15 TheMisfits in1961 was the last film starring Marilyn Monroeand which otheractor? (5,5)

7 Which two-toed African flightless bird is a sort of cousin to the emu (7)

5 A starthat suddenly brightens thengraduallyfades is called what? (4)

6 Which film,1984’s BestPicture Oscar winner, was filmed inPrague? (7)

9 Where wasLouisArmstrong born? (3,7)

13 Name the Labor politician from 1960 to 1967 who survived an assassination attempt in 1966, Arthur ... (7)

14 What is a fabric such as orlon called (7)

18 Native toCentral and South America, a tamandua is whattypeofanimal? (8)

11 Whichwomanwasmarried on 29April1945, and died the followingday?(3,5)

11 What relates to financial matters in general (6)

15 Name the former capital of Pakistan (7)

19 What cloth isspreadover a coffin? (4)

12 Which term is the plural of locus (4)

20 Whatisaninformal wordfor“avery long time”?(5)

12 Whatisthe widening channel of a river wheresaltwater mixes with freshwater?(7)

14 Inheraldry what isthecolour silver?(6)

17 Montevideo is the capital of which S American republic (7)

21 What diseaseisalso knownaslockjaw? (7)

13 What is often referred to as the opposite of cheese (5)

16 What nationality was Vincent Van Gogh (5)

19 Which non-human anthropoids have no tails (4)

21 Name British units of currency (6)

22 What is another term for a traveller, especially on foot (8)

QUICK CROSSWORD

23 Name a tropical Sth American large lizard (6)

16 Millionsofrecords fromwhichUS immigration entry islandareaccessible onthe internet? (5)

17 WhichEnglish college wasfoundedby HenryVI in 1440? (4)

18 Which word describes the beat of any rhythmical movement (7)

20 Name one of the four seasons (6)

DOUBLECROSS

24 Name the English painter and sculptor 1830-96, Baron Frederick ... (8)

Findafinishedcrosswordbydeletingoneof thetwolettersineachdividedsquare.

25 What is another name for a hot spring that sends up jets of water and steam (6)

Down

2 Name a favourite of Elizabeth I, who was beheaded in 1618 (7)

3 What is a supplement to a will (7)

4 What is a roll of parchment with writing on it (6)

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Selling your business to family, friends or staff

or our staff, the business sale process can actually be a lot more difficult than if dealing with a stranger. That’s why the safest, cleanest option is to create independence by turning to a third-party. An intermediary who can handle the challenges and can ensure the personal attributes are taken out of the transaction. An experienced business broker.

As an added benefit, an independent party, such as a reliable business broker, could expose the opportunity to non-related parties, who may be willing to pay more than you were asking for from the ones you know.

MANY business owners know the best buyer for their business, but run the risk of ruining their relationships in negotiating the business sale themselves. Here are some thoughts on how to manage the sale of your business smoothly and simply.

It can be very satisfying selling your business to someone that you know and trust, such as a family member, a friend, or former staff. Imagining this scenario may seem like the perfect solution when you are ready to exit your business. It may present a simple, hassle-free option to what may seem to be an otherwise complicated process of having to put your business on the open market.

While there are plenty of positives to talk about, the reality can unfortunately be quite different.

Any transaction, such as that of the sale of a business, involves at least two parties, each of whom want what the other party has. In the case of selling a business,

one party owns the business and wants the other party’s money for it. Both parties want what is best for them – a win-win situation.

Herein lies a potential major problem. One person’s perception of what is fair and equitable is often different to another’s. It gets even more complicated when the transaction in question includes many components such as the value of stock on hand, the value of existing contracts, work in progress, etc. This is one of the biggest causes of arguments and disagreements between sellers and buyers.

To add to the mix, there are the non-financial components of the business

which have to be agreed upon. These can cause significant issues to develop between the parties on either side of the deal, especially if the process is not

managed independently. So the question becomes: what value do you put on relationships with family, friends or staff? To sell to those you know may well

turn out to be the best solution. But, what if the opposite was actually the case?

As a result of the emotional bond, the connection we have with family, friends

An experienced business broker will help you to sell your business to close friends, staff or colleagues whilst retaining a good relationship. A business broker acts as a “buffer” between the parties and uses their experience to diplomatically and properly manage the business sale process.

Bruce Coudrey is principal of Benchmark Business Sales & Valuations.

It can be satisfying to sell your business to someone you know, but there are a few tips. An experienced business broker

AN

WHO CAN HANDLE THE CHALLENGES AND CAN ENSURE THE PERSONAL ATTRIBUTES ARE TAKEN OUT OF THE TRANSACTION.”

Competency-based driver program a big success in SA

BY NATIONAL TRANSPORT INSURANCE

AN Australian-first driver training program is paying dividends for Fennell Forestry, a major plantation harvesting and haulage operation in Mount Gambier, SA.

The SA government-backed program is de-

signed to allow drivers with no prior experience the ability to get their MC licence quicker by training under the guidance of experienced mentor drivers in an authentic operational environment.

A lack of skilled drivers, combined with Covid-19 ravaging driver availability, pushed Fennell Forestry boss Wendy Fennell to pursue the

idea she’d be working on for nearly seven years.

Training is conducted on the job, in the cab of Kenworth B-doubles while delivering logs from the forest to mills across the ‘Green Triangle’.

The program gets competent drivers on the road sooner, thanks to the waiving of the legislated 12 months a Heavy Combination (HC) licence holder must wait before attempting to upgrade to an MC licence.

Importantly, drivers must still be assessed by a state government licensing officer before a licence can be issued, as per normal process.

“I put this (MC licence program) forward around six-seven years ago now, to say why don’t we competency-base train people straight to B-double accreditation,” Fennell said.

“It’s crucial that because of the limited resource of skilled labour, that we remove barriers to entry. And one of the barriers to entry is the licens

multi-combination licence.

“So, I put it back up to the South Australian Government about two years ago, and they were prepared to come on board.”

Fennell’s case was no doubt helped by its impeccable safety record. In its 30 years of business the company’s trucks have

travelled 30 million kilometres without a single accident.

Wendy Fennell said the big selling point of the program is it is competency-based, “so this is all about getting better quality drivers in the seat sooner.”

“While the driver is learning in this pilot program situation they’re doing off-road driving,

they’re doing night and day driving, they’re (learning) load restraint – they’re doing all of the tasks that make up what a professional driver needs to be skilled in, then they’re sitting their licence,” she explained.

Fennell adds her one-of-akind training program has also delivered huge benefits to her

GTS Freight Group (GTS) is expanding our fleet in 2023, and as a result currently have some great opportunities for transport professionals (direct employed and Tow Operators) looking to begin a new career with an iconic Mildura based business operating since 1980

Does this sound like you?

• I am looking for an employer who values and respects me

• Wanting to drive fresh, well maintained equipment (predominant Kenworth based fleet)

• I have a great attitude, and I am looking for a stable, secure future

• I want to drive new, modern equipment that is well maintained

• I would like to have work patterns that suit my lifestyle and personal circumstances

• I am a safe, professional driver that cares for my equipment and the freight I am carrying

• Great earnings potential

• MC Licenced with night highway driving experience and a good history as an operator

If this is you, then GTS can provide that opportunity!

GTS is a privately owned, market leader in linehaul transport and logistics solutions, servicing a range of blue-chip companies nationally. GTS is about customer service, safety, and compliance, and we are looking for new Team members who can continue to build that reputation.

GTS currently has career opportunities for roles around the country.

• MC Interstate Drivers

• Tow Operators who are looking for consistent, secure work with a weekly pay cycle and great rates

For more details and application forms, please go to gtsfreight.com.au and click on the Careers drop down menu, online at seek.com.au or call (03) 5051 0100

Wendy Fennell is thrilled with the results from her pioneering program.

With the support of the SA government, Wendy Fennell has been able to fast-track drivers in to MC roles.

experienced mentor drivers.

“The other benefit of the program is our mentoring drivers. So, we use the experienced drivers in my fleet to help train these trainees up.

“We believe this gives them another level of career satisfaction, in the fact that they’re able to pass on their knowledge and skill to the next generation.

“They know the drivers coming down the road at them are skilled professional operators as well.”

As of late last year, Fennell Forestry has seen eight drivers go through the program – including Mount Gambier local Joel Flier.

A HC licence holder before joining Fennell Forestry, he has worked around machinery all his life.

Like many other aspiring drivers that Wendy Fennell had met over the years, Flier believed a multi-combina-

tion driving career was out of reach due to the limited HC work opportunities available.

Deciding to try his hand with Fennell Forestry’s program, he was soon behind the wheel of one of its trusty Kenworths, learning the ropes for a total of 120 hours with an experienced driver beside him.

“I’ve had eight drivers through the program in 12 months. The candidates that have come on board are all people who have wanted to be in the industry but have not been able to have a pathway,” Fennell said.

“This is an experience that can’t be replicated in a training organisation, and that’s why I believe it wins out.

“We’re getting better drivers on the road sooner, by providing competency-based training and assessment across all elements of multi combination driving, helping SA

Showing him the ropes

SHANNON McMillan was taking chook feed from Cardiff to Duri in NSW when Big Rigs yarned to him recently.

The 33-year-old was driving a 2016 Western Star for JS Transport which is based at Heatherbrae near Newcastle.

He had pulled up near the Murrurundi Roadhouse along the New England Highway.

With him was a trainee driver who was too shy to have his pic snapped.

“I have been a truckie for seven years and am enjoying the work,” he said.

ation for McMillan whose best spot is in the McIntyre River.

lead the way to a new frontier in national driver training.”

While South Australia is the only state or territory to approve such a scheme, Fennell believes other jurisdictions should adopt similar competency-based driver licensing programs to tackle industry-wide labour shortages.

“We need to be progressive with our licensing,” she said. “You know, multi-combination trucks are a big part of our industry and by removing the barriers to licensing and training we can access a better quality of driver.

“There is a lot of review going on (around the country) but people just don’t seem to be able to get their head around how it works. Perhaps it’s because a lot of people don’t have the patience or time to invest, and the process has been costly, but the alternative for us wasn’t an option.”

Easter Group Pty Ltd Easter Group Pty Ltd

73 Formation St, Wacol

Easter Group, located in Wacol, provides time sensitive road transporting solutions to many companies throughout Queensland, New South Wales, South Australia and Victoria. We are a family owned business, operating since 1976. We currently have the following positions available:

OPERATIONS ALLOCATORS

(Brisbane based only)

You will be required to work on a rotating roster including Days-Nights-Weekends

Previous Operations experience preferred.

MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED

(Brisbane, Sydney, Melbourne and Adelaide Based)

Come and work for us as we are committed to:

• Training and further education

• Your safety

• Maintaining an impressive Fleet

On offer are permanent full time and roster positions including paid leave entitlements and public holidays. Drivers will need to be available to be scheduled for work falling across the 7 days of the week.

The successful Applicant will:

• Hold a current MC licence (minimum two years)

• Have knowledge of the HVNL and Load Restraint

• Be professional

• Be reliable

To apply for the Operations/Driver positions please contact Operations Manager or by emailing your resume to

WORKSHOP MECHANICS & TYRE FITTERS WANTED

(Brisbane based only)

To apply for Mechanic positions please forward your resume to Workshop Manager via email to employment@kseaster.com.au

The first truck McMillan drove was an LTL Ford Louisville which he described as “an old paddock basher”.

Fishing is a favourite recre-

“I have caught cod and yellow belly which are good eating,” he said.

His worst road nomination was the Duckett’s Way near Gloucester. “There are a lot of potholes along it,” he said.

His best roadhouse is the Lakeside Hotel on Raymond Terrace.

Scores of trucks cruised down the main street of Murrurundi when I spoke to McMillan.

“It is very busy along here,” he said.

Lots to do for this young trio

THREE workers – Josh Dunning, Aaron Jorgensen and Harry Ahilleos – were standing near two Hino trucks when Big Rigs saw them in the carpark at Rydges Norwest Hotel in Sydney.

Jorgensen was attired in a white protective uniform and was about to climb into a manhole to do some work.

The trio work for Sydney company Total Draining Group and enjoy their jobs.

“We do lots of work around Sydney and travel as far away as the Blue Mountains. The company has a contract with Sydney Water and we go around

their area,” Dunning said.

He added that the trucks were great to drive and carried all the equipment they require.

The lads are youthful and strong with Dunning aged 27, Jorgensen 26 and Ahilleos 29.

A couple of young ladies who were staying at the hotel told me that the workers were “all very handsome”.

That day was also a public holiday, which meant extra pay for them.

The Opportunity

Fulton Hogan Transport currently have a vacancy for a tanker owner driver to join our transport team based out of McGraths Hill in NSW. Reporting to the NSW Transport Manager your primary duty will be the transportation of bitumen products to our plants and customers.

You will be Responsible for

 Adhering to all Safety procedures to operate the Tanker

 Ability to work effectively to deadlines

 Accurate completion of all trip paperwork

 Work in accordance with all Fatigue laws

 Ability to work as part of a small team

 Delivering hot bitumen to required sites and ensuring all safety regulations are adhered to during transportation

We Offer

 Continuous work

What we need from you?

 Dangerous Goods License

 MC Driver License

 Experience in Asphalt industry an advantage

 Willingness to travel and work away when required

 White Prime Mover

 (Late Model) capable of towing a Single tri-axle trailer or B-Double

 Fulton Hogan Transport will provide training and all specialised PPE

 Remuneration is paid twice monthly

 If you are willing to work the opportunity is there to develop a very profitable and sustainable business for yourself.

 Fixed term cartage contract

Fulton Hogan Philosophy

We build and maintain critical infrastructure that connects and enhances communities across Australia, New Zealand and the Pacific. Everything from roads and bridges, to airports and utilities. We’re committed to ensuring the Good Work we do will make a positive difference to the quality of life for our people, our customers and the communities we all call home. Our continued success relies on generating new and diverse ideas, which is why our ‘Good Work’ culture encourages ownership and empowerment, while never forgetting the importance of balancing life’s priorities.

Sound like you?

If this sounds like you and you would like to help build on our Good Work culture, then we would like to hear from you.

In the First instance please contact

P Phillip Martin@fultonhogan com au NSW Transport Manager 0418 451 735

Shannon McMillan drives a 2016 Western Star for JS Transport.

From left are Harry Ahilleos, Josh Dunning and Aaron Jorgensen in Sydney.

A HC licence holder before joining Fennell Forestry, Joel Flier has worked around machinery all his life.

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