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THE nal batch of ‘machine learning’ truck counting and classi cation cameras in NSW are being rolled out in the state’s north and west.
Transport for NSW (TfNSW) currently has 64 machine learning trafc counting and classifying cameras in 23 key freight points across the state.
BUSINESS
High-de nition pictures of heavy vehicles are taken by the cameras, which are then classi ed into the type of vehicle in transit and the type of cargo being transported.
None is being used for enforcement, the agency stressed.
TfNSW said the aim of the
trial is to “better understand freight movements to help reduce congestion, improve road safety outcomes, and encourage more e cient deliveries”.
e nal 12 cameras will be installed at the following locations:
• Castlereagh Hwy, Lightning Ridge
• Carnarvon Hwy, Moree
• Gwydir Hwy, Glen Innes
• New England Hwy, Tenter eld
• Bengalla Rd, Bengalla
• John Renshaw Dr, Buttai
• John Renshaw Dr, Buchanan
e cameras were rst installed at Sheahan Bridge
in 2022, along with bridge monitoring devices and the requirement for in-vehicle telematics and access conditions.
e bridge was limited to heavy vehicles up to 68.5 tonnes, which meant higher productivity vehicles needed to detour to reach their destination.
“By using this technology, ongoing access for heavy vehicles has been increased to 85 tonnes,” said a TfNSW spokesperson.
“ is is an example of how Transport is using this technology and data to improve access.”
e value of a unit may
vary depending on the conguration, the spokesperson added. Installation and maintenance costs may also vary depending on location and the con guration of units installed.
e technology is seen as another tool that can be used to help manage increasing freight volumes, which are expected to increase across NSW by 28 per cent by 2036 over a 2018 baseline.
FOLLOWING a spate of crashes at this site, a new red light speed camera will be installed on the Hume Highway, with changed trafc conditions in place while installation works are carried out. e camera will be placed at the intersection of Hume Highway and Cutler Road in Cabramatta, to monitor north-east bound tra c, as part of the $46 million Sav-
ing Lives Accelerated Program. is follows 15 crashes, including ve with serious injuries, at the site between January 1, 2018 and December 31, 2022.
According to Transport for NSW, camera enforcement is one of the most e ective, evidence-based measures to reduce speeding, helping to save lives and prevent injuries.
Red light camera installation works at the Hume Highway site will take place over 10 day shifts and 14 night shifts from 7am to 5pm and 8pm to 5am six days a week (excluding Saturdays) between late May and June 26, weather permitting. As part of the Saving Lives Accelerated Program, red light speed cameras were also recently installed at two other sites deemed to have a high crash risk.
Banks Road in Hinchinbrook was tted with the camera technology in November 2023 following 19 crashes reported at the site between July 2016 and June 2021 –with 21 injuries, including nine that were serious.
A red light speed camera was also installed on the Cumberland Highway, Fair eld West, late last year, following 20 crashes over that same period – with 21 injuries reported,
seven of which were serious. Also included in the Saving Lives Accelerated Program is the installation of Audio Tactile Line Marking (ATLM) – or rumble strips – on key regional and rural routes in the three years to 2026. Over 2700 kilometres of rumble strips will be installed along NSW highways in bid to help combat driver fatigue and save lives on country roads.
LIKE his many colleagues in the WA sheep transporting sector, Ben Sutherland isn’t sitting back and accepting the Albanese government’s ban on live sheep exports without a ght.
Federal Agriculture Minister
Murray Watt announced on May 11 that live exports will be phased out by May 2028, and with it 40 per cent of Sutherland’s bottom line at Ravensthorpe-based 5K Livestock and Bulk.
“To me it’s unfair to have such a large part of your business model just taken away from you without proper consultation,” said Sutherland, vice president (livestock) of the Livestock and Rural Transport Association of WA (LRTAWA).
“ ey’ve just wiped transport altogether, see you later; wiped like a dirty rag and thrown in the bin. ey haven’t given a thought about what they’re doing, or done, and they’ve just tried to sneak it through.”
Sutherland said he now faces an uncertain future, despite the federal government’s assurance that it will put $107 million “on the table” to help operators such as himself make an “orderly and well-planned transition” away from the trade.
“ at’s not even going to make a ripple in the pond for
the basic expenses we have, and you can’t just say I’m going to park the crates in the corner and go into something else.
“ ey’re a pretty expensive asset to have rotting awayand will they even be worth anything. e depreciation on them will be huge.”
Sutherland also doesn’t buy into the federal government’s argument that a supposed decline in demand for live product since 2002-03, while demand for processed sheep meat has increased, represents an opportunity for the WA processed meat industry.
“It hasn’t dropped in my eyes. We’re still moving the animals, and there’s no way in the world that the abolishment of live export is guaranteed to keep our local jobs as viable either.
“A lot of blokes are just going to get out of animals.”
Sutherland wouldn’t be drawn on what his next move would be but had a feeling that “something big will happen” from the opponents to the legislation.
When Big Rigs called, he had also just come from a Perth meeting, along with other association members, with opposition leader Peter Dutton.
Dutton has already vowed to roll back the controversial ban, if his party is elected at the next federal election, which is due to be held on, or before, Sep-
tember 27, 2025.
“ e industry is standing and ghting, or wanting to, but to be perfectly honest, I don’t know how we’re going to do this. But I also know we have to do something; this is very dangerous legislation.”
LRTAWA committee member Glen Linklater, who runs Northam-based Link Linehaul, said the ban is “totally unfair”.
“It’s an abattoir-controlled market at a depleted price and without the live export, the abattoirs have got full control over the pricing and if the prices aren’t correct, the farmers aren’t making any money out of their product,” Linklater said.
Linklater only has the one stock truck – a Mack Titan pulling a B-triple set of sheep crates – but 50 per cent of his annual sheep work is derived around live export.
He also has reservations about the $107 million support package, citing supposed compensation for the 2011 live cattle ban in the NT that failed to reach operators.
“We’re not going to see any money from this either – it’s all just media money to appease people.”
As we were going to print, the grassroots Keep the Sheep campaign was launched targeting marginal seats across the state. e protest campaign
aims to raise funds and educate constituents on the widespread impact the ban will have. See bigrigs.com.au for more.
LRTAWA president Darran Bairstow said he was bitterly disappointed in Watt’s announcement. Bairstow said that up until then, the association hoped the industry could be saved if the government took notice of its commitment
to continuous improvement throughout the supply chain.
“At the very least transporters were expecting a tangible transition package for businesses impacted by the decision, but other than vague statements about support for the supply chain, nothing is clear about the way ahead,” Bairstow said.
“ e impact on our members will be devastating and jobs will be lost.
Western Roads Federation CEO Cam Dumesny applauded the LRTAWA for “leading the charge” on raising awareness of the legislation’s impact.
“A grubby backroom deal by Labor to save a marginal federal seat in a by election has destroyed the lives and livelihoods of 3000 people in WA,” Dumesny said.
FOUR state and territory trucking associations have joined forces to call on governments to incentivise trucking operators to “cost-e ectively” transition to alternative fuel vehicles (AFV).
Road Freight NSW (RFNSW), Western Roads Federation (WRF), NT Road Transport Association (NTRTA) and the Tasmanian Transport Association (TTA) say there must be greater support for industry, with low-emissions freight nancing and other commercial incentives, to ensure that truck decarbonisation will be economically viable.
e call follows the release of a WRF-backed report by Samson Fu, a post-graduate logistics researcher at WA’s Curtin University, which investigated industry’s perspectives on achieving the e ective and e ective use of AFVs, and the role of governments in fostering the pathway to Net Zero 2050.
Fu said decarbonisation would be “challenging” for the industry but “essential, because a low and zero carbon future arrives soon”.
“To achieve the target set by the government, incentives and a clear roadmap from the government to foster the adoption of AFVs are crucial for logistics operators,” he said.
WRF CEO Cam Dumesny said it was imperative that governments consult with trans-
port operators, as the transition to AFVs would need nancial support as well as a raft of technological, system design and cultural changes across industry.
“Our governments need to ask transport eet operators what initiatives are needed to foster the move to AFVs. e fact is, no one has ever asked them,” Dumesny said.
“ e e ective transition of our industry to alternative fuels will only occur when it’s commercially advantageous to do so.
“Fundamentally, transport eet operators will buy AFVs when they can get a commercial advantage over using ICE. So, it is essential to know what our industry actually thinks are the barriers to AFV becoming a
commercial advantage.”
e Australian Trucking Association and the Electric Vehicle Council released a 2022 report addressing the barriers to electric vehicle uptake in the trucking industry.
e report highlighted the higher upfront costs – an additional $200,000 in some cases –and the urgent need for federal subsidies.
e ATA also made a submission to a House of Representatives inquiry into the transition to electric vehicles in March this year, stressing that the higher upfront price of electric trucks is a key barrier to take-up in Australia.
“Globally, a range of purchase price incentives now exist, such
as CALSTART’s voucher incentive program model,” ATA’s chief of sta Bill McKinley told Big Rigs.
CALSTART is a Californian-based non-pro t organisation working nationally and internationally with businesses and governments to develop clean, e cient transportation solutions.
“Under this [CALSTART] model, the government provides a voucher to reduce the incremental cost between a conventionally fuelled vehicle and a ZLEV,” McKinley explained.
“Dealer networks help eets navigate the voucher incentive program process and take on the nancial responsibility of completing voucher redemptions.
“Truck purchasers see a lower purchase cost. Dealers receive the full price for the vehicles and the program makes up the
di erence between the original price and the reduced voucher price.”
McKinley said the ATA supports this model because it could be available at the point of sale without the need for purchasers to undertake a separate application process.
“A purchase price incentive of 50 per cent of the price difference between electric and conventional trucks would split the extra cost of purchasing an electric truck between the community and the purchaser.
“We know that electric truck technology will become more cost e ective as production scales up. As the cost of the technology falls, the cost of the subsidy will fall also.”
If Canberra is listening to the ATA, and others in the industry looking for action on multiple fronts, the government is slow to act. ere was plenty in the federal budget for those making the alternative fuels and its infrastructure, but no mention of a helping hand for operators wishing to buy the greener trucks powered by those alternative fuels.
e federal government’s Australian Renewable Energy Agency (ARENA) had a funding pot of $500 million to invest in cheaper and cleaner transport called the Driving the Nation Fund.
Since 2015, ARENA has an-
nounced over $150 million in funding support for the transport sector including zero emissions vehicles, public charging infrastructure, vehicle to grid trials, innovation in charging, hydrogen refuelling and eet decarbonisation.
An agency spokesperson said it had supported a number of projects in the freight and heavy vehicles sector in that time, including Team Global Express’s Depot of the Future project (60 electric trucks at its Western Sydney depot), Centurion’s Rigid and Prime Mover Truck Electri cation project and Viva Energy’s New Energies Service Station hydrogen fuel cell electric vehicle refuelling projects. e agency, however, didn’t answer our emailed questions regarding ongoing support and avenues still open to operators looking to play their part. According to its website, the most recent funding for business eets aiming to take up ZEVs closed in June 2023. e only movement in this direction is this week’s release of a Net Zero Consultation Roadmap, calling for public feedback on the “most e ective options for governments, business and the community, to reduce emissions in the transport sector by 2050”.
“We have set out important questions in the Consultation Roadmap and will work with
stakeholders on identifying and implementing actions to reduce transport emissions in a way that works for Australia,” said Transport Minister Catherine King.
“With this new Consultation Roadmap acting as a guide, we are committed to creating a cleaner future that is economically responsible and socially inclusive, creates jobs, and ensures we have a future made in Australia.”
To have your say, visit infrastructure.gov.au and search for net zero. Consultation closes on July 26, 2024.
Meanwhile, RFNSW CEO Simon O’Hara said the majority of the association members “simply couldn’t a ord” to decarbonise their eets.
“We are committed to helping achieve Australia’s ambitious net zero target. But it’s just not viable for operators, given the current cost-of-living pressures, increased operational costs and the series of barriers they’re facing in switching to low emissions transport technologies,”
O’Hara said.
“Governments must invest in a clean energy future, by providing targeted support in the form of freight- nancing and direct incentives – our members have told us they’ll only be in a position to switch to AFVs, if they are commercially viable.” at sentiment was also echoed recently by Volvo Australia boss Martin Merrick who said agencies like ARENA have helped in the early transition, but more incentives are needed.
“You can see there is a real desire from customers to decarbonise their eets, but at the moment it’s not accelerating the way it should,” Merrick told the ABC’s e Business program.
“ e total cost of ownership is quite high for our customers. ey’ve got to invest in changing their eet, and the infrastructure. We also need a harmonised axle weight legislation across the whole country so customers can understand that if they make the commitment, they can run these vehicles in a good way.”
I WILL never forget the moment I realised with crystal clarity that Australian trucking risks being left behind by the technological revolution that is zero emission heavy vehicles.
I was at a panel discussion on hydrogen at the Advanced Clean Transportation Expo in Las Vegas last month.
The crush of people determined to hear the latest about hydrogen technology literally took my breath way.
There were thousands of people in that room. Every seat was taken and it was standing room only.
I was nearly crushed against the wall and there were people jostling for position outside the door.
The speakers on the panel were all experts but that’s not what struck me. What really hit me was the hunger of the crowd to know more….and know it now.
The urgency has been prompted by industry-transforming regulations introduced in the US and Europe.
These regulations have inspired a deluge of research and innovation that was honestly awe-inspiring to witness.
The conference’s giant exhibition hall was full of companies working at speed to address the issues the Australian trucking industry knows all too well.
Clearly range anxiety is top of mind. So too are issues like: charging infrastructure;
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charging time; up-front costs; vehicle weight and even the question of who will fix these vehicles if they break down on the road.
What I saw was thousands of companies tackling these issues head on.
For example, I spoke to companies that cover every area of the charging experience including: new superfast chargers that dramatically slash charging times; the software behind the charging infrastructure and even the company that designs the handles on the chargers themselves.
Is the technology perfect? No but it’s evolving at phenomenal speed. Companies both overseas and in Australia are throwing everything at it. OEMS like Volvo, Einride, Hyundai and Toyota are all rolling out zero emission heavy vehicles.
If you’re an Australian trucking operator waiting for a sign to look seriously at zero emission heavy vehicles, this is it.
The success of the recent Truck X conference in Australia, along with the work of industry organisations like NatRoad. the Australian Trucking Association and the Western Roads Federation, shows change is coming.
The last thing the Australian trucking industry needs is the government to introduce legislation late in the game and force operators to scramble to move to the new technologies.
Australia has already started the regulation process, initiating an industry consultation,
called the Transport and Infrastructure Net Zero Consultation Roadmap.
The Department of Infrastructure says the consultation will ‘inform the development of the final Transport and Infrastructure Net Zero Roadmap and Action Plan. This plan will set out our actions to decarbonise transport and transport infrastructure.’
I’m not a trucking expert, but I have worked in communication and community engagement for 30-plus years. I can tell you this consultation is a sure sign government regulation is heading our way.
We can’t stay in this cycle of confusion, refusing to accept the reality that has already hit the US and European operators.
My concern is that if the Australian trucking industry waits
any longer, we’ll be swamped by the tidal wave that’s coming. There’s no point pretending zero emission trucking will be all sunshine and rainbows.
I saw US organisations talk about the challenges and frustrations of introducing the new technology but the bottom line is, they’re doing it.
In Australia, we’re falling behind and the future is coming at us a million miles an hour.
The Australian trucking industry has never shied away from a challenge. We simply can’t afford to now.
If we don’t act, we’ll be left in the dust.
• Kylie Johnson is an Australian communications consultant, who is currently overseas on a Churchill Fellowship researching the communication challenges around zero emission heavy vehicles.
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A RECENT swept path analysis underscores why more should be done to ensure higher productivity vehicles are given better access to key freight routes, says the Queensland Trucking Association (QTA).
e QTA undertook a time-consuming trial with a Nolan’s Transport K220 towing a 30m PBS quad/quad combination, just out of Bowen on Mount Dangar Road.
QTA CEO Gary Mahon said the combination had been declined route access three times by the Department of Transport and Main Roads (TMR) on the basis of a computer-generated swept path analysis.
Mahon said an on-the-spot trial that included two TMR sta , a local shire engineer, and the use of a drone, “comprehensively” proved otherwise, but TMR disagreed.
Nolan’s PBS expert Anne Lipp told Big Rigs access to the farm was denied for the combination because the truck was crossing the double white lines as it turned right on to Peter Delemothe Road.
“It’s a small anecdotal example but it’s yet another example of ine ciencies being imposed upon us when we would argue we’ve done every-
thing asked of us in terms of safety,” Mahon said.
“We have eets spending serious money on the most advanced combinations, and we basically have to work our way around the state corner by corner to introduce these sorts of safeties and e ciencies to the economy.”
Mahon said the alternative for operators like Nolan’s is that you have to do the same
job with twice as many trucks.
“Instead of using manual swept path envelopes that are more than a decade old, why couldn’t we put drone footage in an application?
“ at’s the point I’m making about the need to progress our laws. We’re still stuck in the manual, all but paper-based approach, and we’re using manual swept path envelopes, and the like.
“Why couldn’t we move to something like an app where you could put up a drone, show the footage of how safe it is and advance the application signi cantly based on some smart use of current technology.”
Mahon said it will be impossible to “progress the industry” of “advance e ciency” in the economy” if this continues.
“ is is going on all around the country.
“Somewhere we have to put the stake in the sand and say we need a much more advanced process to be able to advance the e ciency of this industry for the economy of the country.”
Meanwhile, Lipp understands that the latest decision on the Mount Dangar Road intersection – a process that has been dragging on for the last 12 months – is still under an “uno cial review” process with the assistance of QTA.
“From what we are led to believe and as the road rules stand, a heavy vehicle is allowed to roll over a white line entering and exiting a roadway,” Lipp said.
“So, if the only reason you’re saying no is because we roll over a white line [the barrier line], then it should be a non-issue.”
Lipp has also enlisted the help of the NHVR’s chief en-
gineer Les Bruzsa in the hope he could lobby the TMR on their behalf, but there’s “been no luck whatsoever”, despite the local council giving Nolan’s permission to access the farm.
Lipp said it’s a poorly-marked intersection to start with – even a car can’t negotiate the turn without crossing the line.
“Although this is relatively minor change, it is still an infrastructure upgrade for Nolan’s bene t only,” said a previous TMR communication on the matter.
“We are not able to fund this modi cation.”
Lipp believes there are a large number of road managers who are “fantastic” in staying up to date with the industry.
“But we have a couple of road managers who appear to be stuck in the past and only want to actually be accepting of common heavy vehicles and what was on the road 20 years ago.”
Lipp said the concern now is gaining access to other farms in a “salad bowl” area where they now have a depot.
“If we pick up a new customer with a new farm, then we are going to be faced with the exact same situation where we are probably not going to be allowed to enter [with the PBS combo] because TMR will say we can’t negotiate the corner.” Without access to the Mount Danger Road client, Lipp said Nolan’s will have to send twice as many vehicles to pick up the same produce.
EDITOR JAMES GRAHAM
HAS trucking once again been left out in the cold? I’m talking about the total lack of incentives we now have in play to entice operators to invest in greener fleets.
You don’t need to be an emissions expert to know you can’t reach a net zero goal in 26 years from now if you don’t start putting concrete plans in place today.
As our columnist Kylie Johnson already flagged on page 5 of this issue, other countries are already miles out in front of Australia with this technology and alternative fuels. We are now in serious danger of being left in their dust.
Yes, there are vast distances between the major freight hubs, but what’s the excuse for the final mile sector? Stop blaming the previous government and get on with it. They may be waiting for the infrastructure investment to kick in before offering a helping hand with trucks. I just hope by then it’s not too late.
TRUCK drivers shared their thoughts after safety upgrades were revealed for the notorious South Eastern Freeway intersection in Adelaide, including moving the tra c lights 100m
back and potentially installing a third arrester bed.
The news came after a truck recently lost control there, crashing into a wall where Cross, Glen Osmond and Portrush roads meet.
Reader Jay Quirk said the proposed safety measures wouldn’t make any real difference: “The only way to mitigate the risks at this intersection is to improve driver standards nationally, and to hurry TF up and catch up with the times and extend the Expressway to link it with the rest
of the network,” he wrote.
“If the guy who crashed into the wall, and any others that have had incidents there, were going to use an arrester bed, they would have used one less than 1.5km before it, where the Expressway levels out.”
Another reader, Curtis Riley, thought the decision to move the traffic lights 100m backwards was a “bad call”.
He added: “Putting the lights back that far will create more congestion as you will need a longer inbound cycle.”
OUR interview with a heavy vehicle driver training school in the ACT caused a bit of a stir online, with many of our readers agreeing with the points made by Beck’s Transport Training.
Tony Stephens, who is a heavy vehicle driver trainer himself, said it’s not just the ACT that has the problems addressed in the article – from “money grabbing” to lazy training.
“There are a number of training schools in a number of capital cities that tick and flick and offer cheap prices,” he said. “Cheap prices are a very good indication of the training you
will receive – you get what you pay for.
“Many schools will sign off on people who should get more training, or shouldn’t even be driving trucks. Good training schools with good trainers won’t do cheap courses, and will make sure you are competent before signing off.”
Clyde Stocks agreed: “You only need to look at some of the so-called mobs in NSW that do it, the trainers haven’t got a clue themselves.”
Niell Graham said: “It’s probably easier to become a driver trainer these days than to get a start in the industry.”
OUTBACK Truckers star
Paul ‘Sludge’ Andrews is breathing a sigh of relief as he has managed to save his beloved Peterbilt, the Phantom, from being sold.
Last month, Sludge and his wife Wendy Andrews announced that they were accepting o ers on the popular purple truck, after the couple were hit with an eye-watering $140,000 tax bill.
Sludge has been unable to work since su ering serious injuries in a motorbike accident in March 2023, and personal trainer Wendy spends much of her time caring for him.
Wendy recently told Big Rigs that they have been living on money they set aside for tax owed on the sale of some fuel tankers.
However, that tax bill hasn’t gone away – so the couple needed to raise $140k fast.
ey have done this through
the sale of various personal items, as well as donations from friends and supporters on GoFundMe.
“I really want to thank everyone who has donated and supported us,” Sludge said.
“I’m very happy that I get to keep the Phantom.
“I’ve had a tough time with my health recently but I’ve been driving it at home and I’m hoping to get back on the road soon.
“When I have better days, I am going to take it around to the local schools and to more truck shows, so people can see it.”
e GoFundMe page, which was not set up by Wendy and Sludge but by a supporter by the name of Dan Tucker, has managed to raise $22,563 in donations.
e fundraiser has received some backlash from truckies, but the couple say they have also received lots of positive comments.
“ ere are so many haters
out there, they have nothing better to do than attack people,” Sludge said.
“You just can’t let yourself worry about it too much.”
Wendy added: “We’ve been feeling a bit down recently be-
cause of our nancial situation and because Sludge hasn’t been doing too well, and the nasty comments haven’t helped.
“We’ve never wanted to be like ‘poor me’, it hasn’t been about that.
A motorcyclist travelling solo from Broome to Darwin has told Big Rigs that she is “so impressed” by the attitude of truck drivers in Western Australia.
Catherine Wheatley lives in Tasmania but has a Triumph 1200 Speedmaster garaged in Perth, and has racked up approximately 50,000km in WA over the past two years.
She’s always found that truck drivers go out of their way to make sure she is safe on the roads.
“There is an enormous number of trucks on the roads here, and I had been warned to watch out for the quads, or road trains,” she said.
“But honestly, I have been amazed by the attitude of the
drivers. I don’t know if it’s because I ride by myself, or because I’m pretty small and a woman, but the care I get from truckies on the roads here is incredible.”
Wheatley listed several ways that truckies make an effort to look out for her.
“If they see I’m trying to overtake them, they will move over to the left and let me pass,” she said.
“If I’m coming towards them, they’ll move to the left – on C grade roads they’ll move over so that their tyres are actually throwing up dust.
“They give plenty of warning when they are turning, especially the quads, who have to turn at a snail’s pace.
“And they don’t just assume it’s OK to turn into highways –they make a lot of effort to wait
for people to pass.”
She added that truckies are also aware of the draft created by their large vehicles, which can be dangerous for motorcylists.
“They know that the truck creates a draft that can suck a bike towards the wheels, or push a bike away.
“That awareness is so important.”
But what stands out to her the most is that truck drivers will check she is okay, especially in remote areas.
“Every time I stop at an isolated rest stop, somewhere like the Pilbara, they will give me a wave or make sure I’m alright by looking for a thumbs up from me as they pass,” she said.
“They are just really thoughtful, and it makes a big difference.”
Wheatley also makes an effort to share the road safely with truck drivers.
“The approach from truckies doesn’t make me complacent about my safety – it makes me more appreciative of their needs and how I can help them do their job,” she said.
“I always carry a location beacon and wear a reflective jacket.
“I’m off the road by dusk and I always make sure my lights are working properly.
“I’m always aware that trucks need to keep rolling, that they can’t see me unless I’m in the right place, and that they take a long time to stop.”
She knows that a certain amount of risk is inevitable when you’re riding a motorbike.
“Whatever I do, riding will always be a risky activity in WA
“We just wanted to update Sludge’s fans on his progress and what was going on with us.
“ ankfully there have been a lot of positive comments as well, and that kindness and support makes a huge di erence.”
As part of the couple’s attempts to cover their tax bill, Sludge has had to say goodbye to his Nitro Harley motorbike.
“I wasn’t happy to sell the Harley but it is what it is, I didn’t have a choice in the matter,” he said.
“I had eight or nine good years of racing with it.
“I just have to move on.”
Because of his accident, Sludge has to re-sit his light vehicle driving test before he can hit the highway again.
“I’ve passed the medical to get my licence back and now I have to do a driving test in a car,” he said.
“I want to get my truck licence back but they don’t have any truck driving assessors
near me so I’m not sure how that works!”
Wendy and Sludge want to raise awareness of the complexities of brain injuries –something they say not everyone understands.
“Sometimes people will say things like ‘I thought Sludge was better?’” Wendy said.
“Yes – physically he is better. e broken bones have healed, his body is pretty good, but a brain injury doesn’t just go away.”
Sludge is still su ering from symptoms like fatigue, sensitivity to light and noise, and feelings of being overwhelmed. He also has no sense of smell or taste, and when is tired the left-hand side of his body stops working.
“We’re trying to explain brain injuries because just because he looks ne, doesn’t mean he is ne,” Wendy added.
“But he was doing pretty well there for a while, so hopefully he will pick up again soon.”
because of the nature of the transport industry – it’s huge, and so are the trucks and loads.
“The road is a truck driver’s workplace and they just want to have an ordinary day at work and go home.
“You just have to do what you can to keep yourself and other drivers safe.”
She wanted to share her expe-
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IT’S the end of an era for Milthorpe Transport, which after close to 40 years in business has hit the road for one last time, as owner Greg Milthorpe, 74, steps into retirement.
A family business through and through, Milthorpe Transport was started in Corowa, NSW, by Greg and his brother Ray Milthorpe, who have both spent a lifetime around trucks, having started in the industry when they were only teens.
ough Ray, now 82, retired a few years ago, Greg and his wife Merylyn continued in the family business, with his three sons by his side – Christopher, Rodney and Steven – who all worked as company drivers before moving into management roles.
It wasn’t an easy decision to “hang up the boots” but Greg knew the time was right. “It was just getting too much,” he admitted.
Back in the day, Greg started driving trucks a little earlier than he should have. “I shouldn’t tell you this, but I used to cart logs from Mount Stanley to the other side of
Rutherglen when I was 16,” he said with a little hesitation.
“ e company I worked for thought I was 17 – and the coppers didn’t know either! It was di erent times back then.
“We’ve always been in the transport industry since we left school, in one way or another,” Greg continued. “As mechanics or freighting around the country. When we started putting freight on our own trucks and carting it ourselves, it just grew and grew.”
With no prior family connection to trucks, when asked what the initial attraction to transport was, Greg responded, “At the time it was a good thing to get into. e money was reasonably good, so we stuck to it.”
ough Greg and Ray started out behind the wheel, they switched their focus to under the bonnet when they established Corowa Truck and Trailer Repairs in 1982.
As business grew – with
DESPITE admitting that business has been busier than ever, this family owned car carrying operation will close its doors, following the owner’s di cult decision to step away and move into retirement.
Operating out of Kempsey on the Mid North Coast, M. T. Andrews Auto Freighters will o cially cease its operations next month.
Business owner Max
‘Shag’ Andrews has built a hugely successful business and was even inducted into the Shell Rimula Wall of Fame in 2021.
For Max, it all began in 1973 with a red J2 Bedford truck that he and his broth-
ers used to transport cars between Sydney and Kempsey. Fast forward to today, and his eet is made up of dozens of car carriers that o er transport across Australia, with more than 50 employees helping to keep the wheels turning.
M.T. Andrews has been moving an average of over 500 cars each week.
Business has been so busy in fact that Max only recently added a few more trucks to the eet to keep up with growing demand.
But despite things still going very strong, this transport legend knew the time was right to walk away from the business he built from the ground up.
A family business in every sense of the word, Max has had his daughters working in the o ce, his grandchildren running around the yard and dozens of long term employees.
M. T. Andrews Auto Freighters continued transporting cars until the end of May. From there, the company’s eet of trucks and car carriers went straight under the hammer, in an auction hosted by Pickles in early June.
As he looks forward to his chapter, Max says he’s planning on spending his retirement on a cruiser in Co s Harbour, shing and living life.
the service o ering including engine rebuilds, gearboxes, di erentials and more – they put on three more mechanics, bringing the workshop crew up to ve people. ey continued in that business while at the same time launching their own transport company in 1988, carting transformers rstly to North Queensland and then eventually, all around the country – and that marked the beginning of Milthorpe
Transport. It started with two brand new Ford LTLs, which the brothers purchased brand new from Hartwig’s Trucks.
A little over six months later, a few Western Stars came into the mix, followed by a T-Line International with a 350 Cummins engine.
With the transport business going well, Greg and Ray decided to narrow their focus, selling o Corowa Truck and Trailer Repairs in 1992.
“We were doing too many
hours, it just got too busy with running both businesses,” Greg added. e move meant that they could focus on expanding and specialising in heavy haulage and general freight, to all corners of the country.
“It was all interstate work, mainly carting transformers Australia-wide – to Queensland, the Northern Territory, Western Australia, everywhere,” said Greg, who up until recently was on the road almost daily.
Over time, Milthorpe Transport also ran depots in Melbourne and Townsville.
When the company’s trucks were loaded up and sent on their way for the very last trips on Friday May 3, the eet had grown to 22 prime movers (a mixture of Kenworths, Macks and Western Stars), along with ve permanent sub-contractors.
Big Rigs spoke with Greg, not long after he sent his drivers out for one last time. Re ecting on the company’s success, he said, “We always o ered good service, we were never late, and if we were late, we’d ring and let them know and always had good communications with our customers.
“We knew all the customers well and all the places we were going to.
“We’ve worked with some of our customers for over 25 years.
“I’ve been there every single day up until this day. I probably will miss it once it’s gone, until I get used to retirement.
“Many of our customers were sad to see we were closing and some of them sent some very nice letters to say they’d miss working with us.
“But I’m just too bloody old to keep going.”
As Greg looks forward to a change of pace, he’s planning to hit the road once more, but for a very di erent reason.
“My wife Merylyn and I are going to put the caravan on the back of our wagon and go around Australia again. And I’m planning on doing a bit of shing too!”
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Our writer jumps behind the wheel to put the Euro 6 Mack Anthem through its paces towing a B-double combination from Brisbane to Sydney.
BY GRAHAM HARSANTGOD Save the King? De nitely not. Advance Australia Fair? Star Spangled Banner? e latter is probably most apt as the Anthem in question is by Mack – that well known American brand.
en again, you’ll have to hum the Aussie anthem as the truck is built here at Volvo’s Wacol plant, south of Brisbane. at means you’d best include Du gamla, du fria, (Translation: ou old, thou free) the Swedish anthem – and yes, I did have to Google that one.
e Mack Anthem has been around a couple of years now and has just had a number of updates – hence the o er made by Volvo Group’s Matt Wood for me to jump behind the wheel and pilot the truck in B-double setup from Brisbane to Sydney.
Underneath the stylish, sloping bonnet lies the latest 13-litre donk and auto gearbox from Volvo group. Does this detract from the ‘Mackness’ of the truck? Not at all. Volvo sell more heavy-duty trucks in this country bar one other manufacturer – and they only miss out on number one by a gnat’s hair each year. With that popularity they must be producing good gear.
Like every other OEM, they employ economies of scale so please no comments of, “it’s not really a Mack”, because you’ll have to apply that line to every other brand as well.
Here in Australia the Anthem is specced with just one motor, of which more later, and the only bunk available is 36 inches allowing it to t nicely within our 26 metre B-dub rules.
Beauty is always in the eye of the beholder, but to me this is a great looking truck. It strikes just the right balance of design. It has enough ‘American-ess’ to satisfy most people who like that country’s product. It is curvaceous and very aerodynamic without losing that ‘tough’ look that many truck owners are after, without going down the retro path.
e curved, sloping bonnet meets a black mesh grill with chrome side strips owing down into the bumper and a large chrome MACK logo front
and centre. LED lights are chrome trimmed as are the side utes. Originally white, this truck has been wrapped in grey and black.
Hats o to the dude or dudeess who came up with the design. Altogether they result in a very handsome prime mover, nished o with American-style wing mirrors.
While we’re on the mirrors, this test vee-hicle (using ma American accent), came with convex Antler mirrors mounted down on the bonnet. Not to everyone’s taste, they are a delete option. DO NOT DELETE!
e vision down the side of the truck with these is second to none.
Example: there is a car parked next to me at the lights right beside my door and I had a perfect view of it – as well as slip roads. ey are bloody brilliant. You’ll get used to the look, and if not you can always take them o later.
Still talking vision, while that bonnet and the antlers give a great view, Mack has gone the extra yard and planted cameras everywhere. A camera placed under the Bulldog mascot which activates at low speed ensures that you’ll see anything larger than a bullant in front of the truck.
ere are cameras down each side that light up the multi-media screen when the indicator is used. If you have dedicated trailers the system will also allow extra cameras to be tted to them as well. You can even have all cameras displayed simultaneously.
Adding to all the above is the Bendix Wingman Fusion Safety System. is gives you automated emergency braking and lane departure warning. On the left-hand A pillar is a display that will let you know if there is anything metal beside you.
If you ick an indicator on, not only do you get a camera feed, but you also get an independent warning from the A pillar light which is normally orange but will turn red if anything metal is beside you, this accompanied by an audible chirp.
It’s not just for other tra c that this has its uses. For example, you could be in the distribution centre and there may be a steel beam beside you which this warning device will pick up. To summarise, if you hit anything at all in this truck, you should be summarily sacked. ere is no excuse.
Climbing up into the cab and the American theme continues with a heap of ancillary
dials to complement the speedo and tacho. ese are displayed with red needles on a black and white background, highlighted by a blue aura at night. ey are super legible and look schmick after dark.
Your backside is going to be comfortable in the leather clad Isri seats. I sat in them for 12 hours and the bum-o-meter gives them a big tick.
e passenger is not forgotten either, which is why Matt was happy to ride shotgun on the trip south.
I grab the interior doorhan-
dle to shut said door because it seemed the only option and was surprised to nd that it felt like a solid billet of aluminium. You can use it in this way because you lift rather than pull it to open the doors.
As is the way with most trucks these days, this Anthem was an auto, meaning a clear oor space between seats. e high roof means standing and moving around is a doddle. While only a 36” bunk, it felt more spacious than others of the same dimensions.
You’ll have no trouble living
in this truck for your (probably) line-haul work, at which this truck is primarily aimed. You’ll have no trouble falling asleep either, because the inner spring mattress is cloudlike cossetting. If I could nd a queen or king version, I’d buy one for home. ere’s an overhead fan back there to keep you cool and plenty of storage bins around the cab to put your gear. ere’s a big slide out fridge under the bunk which will easily swallow enough for days away from home. Continued on page 18
From page 16
ALL in all, the cabin feels very well screwed together. is was borne out by not a single rattle occurring between the capital cities.
A feature of the dash is the new large multimedia screen sitting high on the dash to the left of the main instrument binnacle and angled towards the driver. Australian designed, it is excellent, both in the way it works and its clarity.
e addition of this screen has necessitated the push-button auto controls to be moved lower down on the dash. Under them again are the ubiquitous red and yellow brake releases – again harking to the American origins of the truck. Finishing the dash, Mack have added a wireless phone charger.
As mentioned, the Anthem is an auto – the HD M-Drive 13-speed. Mack wanted a taller nal drive ratio when doing 100km/h but if you do that just with a di erential, you’re going to a ect your low-speed manoeuvring. So, the 13-speed gives a crawler for backing up a B-double to a dock for example.
e truck sits on a mere
1200rpm at 100km/h. is is achieved by 3.09 nal drive ratio and the overdrive transmission which brings the rpm down.
And why do we want to bring it down? Fuel e ciency…which is a nice segue into discussing the engine. at is what this truck is all about. is has the new MP8 HE engine. It is a 13-litre with 500hp and 2800Nm of torque. at torque gure is right up there with some 16-litre donks.
Matt Wood makes a wry observation comparing the two:
“Power is how fast you’re going when you hit the fence and torque is how far you will go through it. Torque is actually a measurable output whereas horsepower is a calculation. Torque is what will get you up the hill. is is not a sports car it is a commercial vehicle and it’s built to haul.”
Where they get the high torque from is that this is a turbo compound unit, meaning it has a turbocharger and then it has another pressurised turbine housing downstream. e exhaust gases go through this little turbine and they spin it at quite high speed and that
turbine is mechanically connected to the crankshaft.
is is part of the new Euro 6 engine range. It also gets low drag cylinder liners, wave top pistons and new fuel delivery software. It is designed to deliver as much fuel e ciency as possible and in this case is delivered through an aerodynamically designed package.
Mack don’t like to quote consumption gures, simply because everyone drives differently, but the company has seen gures as high as 14 per cent fuel saving over the equivalent Euro 5 13-litre. at’s a lot of diesel over the course.
Hitting the road at 6am from Wacol, I’m impressed by the LED headlights which give good spread and depth.
Steering on the steel sprung front suspension gives nice feedback without you having to ght it and the truck feels sure-footed. e brakes are progressive, requiring a rm push – but one that won’t give you a ruptured ACL.
Indicator on the left and the three-stage engine brake lever on the right. Pull it back to full retardation and a further ick back will see the gearbox drop down a gear, or more.
Well, it should have but in this case the engine brake lever was not working. It turned out to be a ve-minute software x but that doesn’t help when out on the road so that’s how I know how good the brakes are. And that led to another problem. Because, as mentioned earlier, the auto controls have been moved lower down the dash and are not as easy to reach to change down manually. is wouldn’t be a problem normally.
Interestingly, when on (adaptive) cruise control you leave the retardation in the fullon position, and on cruise it worked perfectly. So much of the drive was with it on. Makes sense anyway as it brings into play other safety functions.
While I’m having a minor beef, the wing mirrors need a spanner to adjust them and I nd those small round convex mirrors, so popular in Yank Land not to my liking. Maybe Mack could raid the excellent product on their Volvo cousin as an option. Still, I did have the fantastic antler mirrors so I’m just being picky.
I transgress a white line and the lane departure warning goes o , sounding like going
over a rumble strip. Quite pleasant actually when compared to some of the ‘air raid sirens’ I’ve been greeted by on other trucks.
e cabin is well insulated, but you can hear the 13-litre working below and in front of you. It emits an interesting noise, this engine, and both Matt and I struggled to come up with a description.
He suggested chug-chug, but it’s my story and I’m going with a quiet V8-like burble. It is very pleasant, accompanied as it is by the compound turbo whooshing away when you plant the foot.
Pulling 60 tonnes, this 13-litre Euro 6 behaved leisurely up the steeper hills. at said, the truck only had just in excess of 900km on the clock when I climbed in.
Matt assured me it would loosen up considerably with some miles under its belt, a statement backed up by conversations I’ve since had on social media with people who know the truck and engine (albeit the Euro 5). I’ve no doubt that this would be the case.
Actually, ‘leisurely’ is a good description for the Mack An-
them, because a long day in this truck is not a chore at all.
To these eyes it looks fantastic, the ride is great, the vision is brilliant, the cabin is well laid out, spacious and feels solid in all respects. All the safety gear you could ask for is there. e cruise control is the easiest to use that I’ve come across: hit a steep slope, let your left thumb knock back the speed by a few km and let the truck do its thing.
If you’re going to drive up and down the coast or wherever doing line haul, ‘leisurely’ is by far the best way to do it in my opinion. With breaks we arrived at Blacktown some 13 hours after departure. I arrived feeling t and relaxed, having spent a day of leisure – not a term you might associate with the job - behind the wheel of a very good truck. I commented to Matt that it had been a real pleasure to drive, and I meant it. You should de nitely put the Mack Anthem on your shopping list.
Dah da da da da dah! at’s the opening line of Star-Spangled Banner – as performed by Jimi Hendricks. Mack, I salute your Anthem.
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This experienced third-generation truckie is set to impart his wisdom to up-and-coming drivers through a new driver mentor program.BY DANIELLE GULLACI
THE Orange family name and truck driving have gone hand in hand for decades. Owen Orange, 63, began learning to drive a truck as soon as his legs were long enough to reach the pedals.
Having grown up in Toowoomba, his grandparents had a farm in Flagstone Creek, in Queensland’s Lockyer Valley, where he spent a great deal of time.
Owen was taught to drive by his late father Lawrie Orange and late uncle Cecil Orange – and they were taught by their fathers Norman and Joe Orange.
As Owen explained, “I came from a farming background and was already driving our little farm truck, a 4 tonne Bedford, by the time I was 10. But my rst time driving solo was in the tractor when I was about nine.
“I’d always go in the B Model Mack with dad. I spent plenty of time curled up around the quad box sticks –and I loved it,” Owen recalled, adding that his mum Eunice had her truck licence too.
“My father and uncle only ever taught one person how to drive a truck, and that was me. So I thought, if I don’t pass that on to these young people coming into this industry, all that knowledge will be gone.”
And so, Owen was seen as a perfect candidate for South East Queensland Hauliers’ (SEQH) new professional driver mentor program. He’s been with the company since March 2023, operating a side loader – but he’s had his truck licence since the age of 21 and has driven professionally for over 40 years.
“Back then, you were supposed to wait two years with a single before you could up-
grade to double road trains. But Uncle Cecil took me to the police station and told them he needed me to drive double road trains, so they upgraded my licence straight away,” Owen said.
“When the transport department testing o cer saw my name, he asked if I was any relation to Lawrie and Cecil Orange. When I said one’s my father and one’s my uncle, he said there was not much point in taking me for a drive, so we just went around the block.”
Over the years, Owen has worked in various areas of the industry, travelling right across the country and clocking up millions of kilometres.
Prior to his current role at SEQH, Owen had spent 22 years doing long distance general and refrigerated work with Hillman’s Transport, travelling from Toowoomba into Darwin.
It was actually a very major health scare that forced him to give up travelling long distance with Hillman’s.
“ e only reason I left Hillman’s was because I got diagnosed with stage four bowel cancer. I got that news on July 1, 2021. ings were looking extremely dire. e surgeon told me to sit with my family and get my a airs in order,” but thankfully Owen de ed the odds and made a full recovery, with PET scans showing no signs of cancer throughout his entire body.
Owen says it was his family and closest friends who got him through, including his beautiful wife of 37 years Leanne. “ en I just got better and better. I never gave up and remained positive.”
After two surgeries and 18 months recovering at home, Owen was ready to return to work. “I just got stronger and stronger. e oncologist said I
was ne to return to work so long as I didn’t go back on the big runs, so Hillman’s o ered me the Toowoomba to Mt Isa run which I continued doing until my second surgery.”
But at 1700km each way, it meant Owen was still spending a lot of time away from home.
“I needed something a little bit easier,” Owen admitted, “and my wife Leanne wanted me to nd something closer to home. She said you’ve been away all your working life, and now I need you home, so that’s when I got the job here at SEQH.”
And it’s been a great t for him too. “It’s been very good here. I work Monday to Friday now and Leanne is tickled pink that I’m home a lot more now,” he added.
When Owen rst started with SEQH, he drove A-doubles from the Toowoomba depot (where he’s based) to Brisbane. “ en they had a side loader driver leaving so they me asked if I was interested in learning that. I’d done a lot of di erent things but had never operated a side loader. It turned out to be just what the doctor ordered, because I get to drive my trucks, which I love, and I’ve learnt something new.
“It’s a real thinking game with the side loader, because you need to position everything correctly. With the Hammar side loaders we use, you could throw a 20 cent coin on the ground and get the container right in place. e hydraulics on them are unbelievable.”
Owen was lucky enough to be given the keys to a new 2023 600hp Mack Super-Liner about six months ago. As he explained, “I could go anywhere out in the bush. It could be a road train to Mungindi or an AB-triple pulling grain out of Carpen-
dale near Goondiwindi.” en earlier this year, Owen was given the opportunity to be part of SEQH’s mentor program. e company currently employs around 120 drivers across its Brisbane and Toowoomba sites, with four of its highly experienced truck drivers serving as mentors.
As SEQH human resources advisor Carolina Bayona Piñeros explained, “ e mentor program was developed so that we could provide support to our drivers who don’t have a lot of experience. We invite experienced drivers to participate through an expression of interest and they need to have a desire to teach others too.”
Already, Owen has taken several newer drivers under his wing. e rst driver he trained through the mentor program was Rubens Borges, who had spent 22 years working in an abattoir in Oakey just outside of Toowoomba prior to getting into trucks. “He wanted a life change,” said Owen. “Rubens was driving singles but lacked some con dence. He came with me for a few weeks and now he’s like a di erent bloke, he’s backing dollies too and has gained a lot of con dence.”
Owen also provided the support that was needed for another driver named Glenn Annetts, who wanted to upgrade to his MC. “His head was lled with all of the knowledge he needed. He was on a side loader with me for a week and learned it really easily but he had never backed a B-double. A couple of days practice in the yard and I thought he was good enough to get his MC licence. He went for his licence test recently and called me straight after to say he got his MC!”
Glenn is currently doing A-double work for SEQH, pre-
dominantly from Toowoomba to Brisbane, along with side loader work.
He says the training he received from Owen was invaluable. “When I rst started, I could hardly reverse the prime mover, let along the prime mover and the trailer – but now I’ve gotten the hang of it,” said Glenn.
“Owen taught me how to reverse a B-double, which was incredible. He’s got a way of instilling con dence in you and letting you learn for yourself. He really has a unique style,” he added.
“After being with him for just one week, he gave me incredible con dence. Owen also taught me how to use the side loader too, which I’ve picked up very well.”
After decades spent working in other industries, for Glenn, making the move into trucking was a long time coming.
“When I was about eight years old, I climbed into my Uncle Laurie’s truck – he drove trucks his whole life and used to travel all over Australia. at’s when I knew I wanted to be a truck driver
and that’s when the passion for trucks started but my life took me on a di erent path,” he said.
“It wasn’t until my better half said that’s what you always wanted to do, so why don’t you give it a crack. And then I went to SEQH and they were willing to give me a go.”
Owen says the amount of time each driver spends with him depends on the training they need. “You can’t just throw people in the deep end and sink or swim. People can go to a driving school and get their licence in a short amount of time but then they need ne tuning. Now you’ve got these automatic prime movers and all of these safety features to assist drivers. Yes they are easier to drive when everything is good and going well, but you still need the skills and the knowledge to know what to do when things don’t go as planned!”
Looking ahead, Owen is hoping to get his formal quali cations as a driver trainer, while continuing his role behind the wheel.
After more than 40 years behind the wheel, this revered Qld operator swaps hauling heavy loads for lugging beer kegs at his new island beach bar.
BY JAMES GRAHAM
IT was a bittersweet moment for heavy haulage legend Brad Imber as he watched his gear roll out of the Hemmant depot for the last time.
After 44 years in the game –much of it moving some of the biggest and meanest looking loads ever seen on Australian roads – Brad, 63, has called time on life behind the wheel to run a beach bar and grill on idyllic Coochiemudlo Island, Queensland, that he now owns with wife Karen.
Edge Heavy Logistics, the company he started in the later part of his long and illustrious career with Karen in 2019, will carry on as a going concern in the same name, initially at least, but managed by well-established parent company ColPak Logistics.
e Imbers put the wheels in motion for a seachange some years earlier – Brad also bought his parents’ house there before buying the bar. But Brad admits that he still had a lump in his throat when it came time to say goodbye to an assortment of trailers, and a 2013 Kenworth Big Cab and 2010 Western Star – and all the blood, sweat and tears that go with it.
“I had a bit of a happy smile on one side of the mouth, and a droopy one on the other, if you know what I mean,” said Brad of the recent equipment handover.
Brad’s been too busy at the bar – they took the reins there last November – and the sale of the trucking business to have too much time to re ect, but it’s clear the big move is going
to take some time to process.
“As you watch all the gear drive out the gate, you realise just how long it took to start a business from nothing. You put your heart and soul in it for ve years. We had a lot of customers that wouldn’t even ask for a price. ey just wanted us to do it because it was us.
“We were proud of what we had, we worked very hard, and Karen was behind me every step of the way.”
Although Edge Heavy Logistics started small, a dropdeck was soon joined by a triple-drop tailer after winning the contract to cart 320 reels out to Coopers Gap Wind Farm.
A second truck soon followed with a similar set of trailers and when that worked nished, Brad’s engineering skills modi ed the trailers to carry giant dump truck tyres.
“ at carried us through the next couple of years, doing dump truck relocation for some of the major heavy haulage companies.
“ at was very pro table and rewarding because I built all the frames and designed all the trailers.”
e Imbers also quickly forged a reputation with the armed forces as a trusty pair of hands in the transportation of all manner of equipment, from tanks to mine sweep boats and decommissioned planes – two of those collaborations earning cover story slots in Big Rigs.
e rst, a Mirage ghter jet from Amberley to Townsville in 2020, and the second was a de Havilland Canada DHC-4 Caribou in 2022. Both projects were com-
memorated with framed Big Rigs covers on the wall at Edge Heavy Logistics and Brad is hoping they’ll also nd a pride of place at the bar on Coochiemudlo Island.
“It’ll be nice to have a Wall of Fame, so people can see who you were. e average Joe who comes in, doesn’t know our background at all.”
Brad started out as an apprentice mechanic for Bryan Byrt Ford before graduating to driving the team’s race car transporter at just 20.
A stint towing semi-trailers for J.N. Nicholson Transport soon followed, before Brad moved to concrete agitators.
A good mate then coaxed him over to McAleese Transport, circa 2004, where he started out doing general linehaul with semi-trailers.
Brad then moved to North Queensland Heavy Haulage in 2007, before he worked as workshop manager at Lindores Crane and Rigging for a couple of years.
After that, Brad started working for Heavy Haulage Australia (HHA) under Jon Kelly for “seven or eight years”, which also included a high-pro le role on 2012’s TV reality show MegaTruckers.
“When I rst started with Kelly, I think he only had seven trucks and six drivers, and when he sold it, he had 75 trucks and 130 sta by the time he nished.
“John and I had a good relationship. We were 20 years apart but thought the same. We had some very robust conversations and arguments, but he left me alone and didn’t worry me much. I think he
appreciated my ability, and I appreciated him for who he was, and we just kept moving forward.”
After leaving HHA, Brad took a break from driving, starting up his own seafood business with Karen for a couple of years.
Some casual work followed for Brad with National Heavy Haulage, then Russell Transport, and Lee Crane Hire in Biloela, before launching Edge Heavy Logistics in 2019.
“I just thought heavy haulage was the pinnacle of the industry and I just strived to get there and gave it everything I had.
“Opportunities knocked and opened up for me and I just went for it and gave it 150 per cent and ended up the top of the shit heap at a couple of places that I worked.”
Heavy haul highlights abound for Brad; if you had a large and heavy load to move, particularly those others thought were too tough, chances are he was at the top of your list to call.
Pushed for a proudest moment, Brad o ers up the blemish-free, back-to-back delivery of 17 930E Komatsu dump trucks out of Brisbane to Clermont (943km) when they were rst introduced to Australia.
“ ey were 9.6m wide and coming out of Brisbane through the suburbs was challenging, but we did them all.
“I think the highlight for me in my career is that I came out of it pretty clean actually, and I’m pretty proud of myself that I carted all those wide and heavy loads, for all those years
and never blew up a truck, never killed anyone, and never rolled one over.
“Every 10 seconds, the order of things coming at you changes carrying a wide load, so you live on the edge for a lot of years.”
Brad is also grateful for having driven in one of the best eras, when truckies lived by the creed of never leaving anyone behind.
“You’d pull up an entourage with two police and two pilots and help a bloke who was broken down; you don’t see that much anymore, and I miss that. And it’s so over-regulated now. During Covid we were classed as an essential service, but as soon as it was over it was like we were back to being grubby shitheads again.”
If Brad has any regrets, it was that he didn’t start his own business 20 years earlier than he did.
“Instead of making everyone else millions, I could have made it for myself. But I couldn’t have done what I did in that last chapter without all the knowledge I accumulated through all the di erent jobs I had. I suppose for me the thing that touched me most, and even at HHA where I was the national manager for the Goldhofer self-propelled trailers, I got such a kick out of teaching people and standing back and watching them achieve the goal we set out to tackle.
“ e only reason I got to where I was is because I had guys do that for me, and I always said to Karen that if I could just inject back into the industry what the transport industry gave me, I would leave on a happy note, and I am. “I had a lot of successful years in heavy haulage and to own my own business at the end, and to come out doing okay and selling it to another reputable company, why wouldn’t I be proud.”
This 2016 Wall of Fame inductee always found that the jobs that nobody else wanted to do were the jobs that paid the best.BY AINSLEIGH BILATO
SPENDING his days tinkering with his pedal car, a seven-year-old Peter Hart began what would prove to be a life-long passion for anything mobile, mechanical and diesel-powered.
As a teenager, car-loving Peter completed his trade as a motor mechanic at his father’s Ford dealership in South Australia.
is stood Peter in good stead when he was called up for national service and allocated to the transport division.
Here, he was tasked with driving the range of vehicles that belonged to the Australian Army, including trucks, semi-trailers and buses, to all corners of the country.
Upon his discharge, Peter returned home to manage the Ford dealership for his father who had become unwell. He would especially enjoy rescue jobs he undertook with the tow truck service that the dealership operated.
In 1975, the decision was made to sell the business. Peter, with an interest in truck driving residual from his time in the Army and the promise of work from an acquaintance, bought a Ford Louisville and secondhand trailer.
When that contract fell through on the second load, a “totally ignorant” Peter instead took up the o er of a load to Darwin.
At 30, Peter was older than many of his fellow drivers and
in for what he describes as “a pretty quick learning curve”, navigating the unsealed Stuart Highway.
By 1979, Peter had secured the contract to transport goods to the Aboriginal communities in the APY Lands.
e remoteness of these communities meant that they often went without fresh food.
Peter quickly recognised the importance of getting his loads of frozen and perishable goods out there by whatever means possible.
“Back then, the theory was if you thought your truck could carry it, you put it on,”
Peter remembers, “We weren’t allowed to pull triples in those days, but we did regularly…It was pretty lawless, but we had a lot of fun.”
As a “one-man show” in the early years, Peter would often nd himself let down by unreliable refrigerated trucks. He spent his limited spare time earning his refrigeration ticket so he could repair his own fridges.
“You just did it because you had to get the stu out there,” he says, “ ere was nobody else to do it.”
Although Peter was proud of “actually getting a load there in one piece every time”, a particular highlight was being awarded a commendation from the South Australia Health Department for his services to Aboriginal health.
Peter’s provision of fresh food to the communities was
said to have signi cantly improved the health and wellbeing of the people in the APY Lands.
e secret to success in the industry, Peter advises, is “don’t say no to a load. Take everything you can get…I always found that the jobs that nobody else wanted to do were the jobs that paid the best.” at may just be how Peter Hart Transport earned its nickname – “Snot and Pus Transport”.
Peter carted everything from cement, building materials and cars to kangaroo tails, buffalo hides and co ns. “Anything that landed in my yard, I somehow put it on and took it out there.”
A mechanic by trade, Peter was a welcome sight to those he came across broken down. Heading towards Docker River in the Northern Territory, Peter was waved down by two men.
With tra c on the road in the mid-80s consisting of no more than ve vehicles each week and noticing their ute o the road, Peter gured the men had been there for several days.
Pulling out his jack and wheel spanner, Peter removed a at tyre for them, only to nd that their spare was shredded. Peter dismantled the tyre and removed the tube to nd it had a 100mm split in it.
Patching the tube, Peter then turned his attention to the tyre, which had a matching split. “After scavenging
through the ute, I found an old rubber thong,” Peter recalls, “I removed the straps and plastered it with glue and stuck it inside, reassembled the tyre and in ated it with great trepidation. en, of course, to complete the job, I re tted the wheel and removed the jack.” e men promptly packed their ute and headed on their way, leaving Peter stuck behind them for the next 100km to take care of all their tyre needs. “ e next order we received from Docker River contained two boxes of rubber thongs!”
Peter, re ecting on an evolving road transport industry, says “everyone is in a hurry these days.”
“If you were going to Darwin and you got there in the right week, everyone was happy. Now, if you’re an hour late, they’re going crazy.”
And it’s a good thing they were patient, on account of the time Peter spent repairing his own at tyres or bogged on dirt tracks in the wet season.
Peter tells of one trip, pulling a triple to Darwin, during which he clocked up 27 at tyres. Loading heavy, split
rims and tube tyres were to blame for this ordeal. With the rattle gun and vulcanizing kit he always had handy put to work, Peter was able to complete the trip in an arduous 21 days. Although the arrival of tubeless tyres improved the situation, it would still be many years before the South Road was bituminised. is meant many a day idle in a bog hole.
On one occasion, Peter spent six days bogged at a creek near Ernabella. He became such a familiar face in those six days that the local Indigenous people would call the creek Peter Hart Creek from then on.
Peter cites lack of time with your family as one of the bigger challenges of the industry. With his children on the way, he decided it was time for a change and took up a role as Transport Manager for South Australia Brewing Company.
Leaving behind a eet of eight trucks and 20 sta , Peter says this new role was “like going on a holiday”. He eventually went back on the tools, working as an electrician, builder and refrigeration mechanic, before settling in Blanchetown where he runs the houseboat marina.
“It’s the job I always wanted.”
Nominated by his ve children, Peter was inducted into the Shell Rimula Wall of Fame in 2015.
“It was pretty tearful. You sort of always think, ‘Well, I’m only doing my job’. Do I deserve this? It was a very humbling moment.”
Sharing the moment with his whole family, Peter committed to sharing more of his time in transport.
“Once you’re gone, your stories are gone too.”
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Ever since he was nine years old, this bulldog lover has always wanted a V8 Mack – now he has two of them.
BY DAVID VILE
“IT works when I want it to. It’s a bit like lending out your chainsaw though, I don’t let many other people drive it! We will grab it and do something with it, the main thing is if she’s loaded, she’s a good thing, she’s fun to drive.”
It would seem that Rich Harrington is fairly selective about who gets the keys to his 1988 Mack Value-Liner, which was paired up to a Drake oat and loaded with his other V8 Value-Liner on display at this year’s Kyabram Mack Muster.
Released by Mack as a replacement for the revered R-Model in the late 1980s, the Value-Liner soon found a role in a range of vocations and was a popular choice for many operators.
In the case of Rich’s unit, it has had a few di erent kennels in which to call home on both sides of the country, having initially rolled out of the Mack factory as a fuel haulage-spec prime mover.
“It was one of the rst of the V8s to come o the line, it was built for Ampol, it was plain white in colour. It has also spent a lot of time hauling a oat for Tallangatta Construction and Maintenance.
“I got it six years ago but it had been to Western Australia and back in the meantime
where the fella was going to stretch the chassis and so on but that didn’t happen,” he explained.
Along the way the Mack had undergone some modi cation including the tment of an extra air-cleaner barrel and exhaust.
With the motor still nice and strong Rich soon had the Mack getting the paint attended to by Gordon McCracken in Wodonga and today presents quite nicely in its blue and white colours.
While the Value-Liner is not working every day, the 500 horses under the sloping bonnet are worked hard when required as Rich explained.
“We own e Rock Yard in Albury which is a garden supplies and landscape business. We do a lot of green waste so that’s where the oat comes in carting the grinders and so forth about southern NSW and northern Victoria.
“It’s a ‘spare’ work truck. We have three Value-Liners and six Kenworths. I’m also a Kenworth man but if you have trucks in your blood, you like them all, but I am especially hooked on these old V8s.”
His a nity with the V8 Mack product goes back to Rich’s younger days back on the farm in southern New South Wales.
“I was nine years old. We
used to live up at West Wyalong. My dad Tony would do the odd trip of grain down to the piggery at Corowa in one of Hudson’s V8 Macks.
“I would go with him, and I loved it. Since then, I always wanted a V8 Mack and now I have bloody two of them,” he said with a grin.
On the oat was another Value-Liner which also has a V8 powerplant set to 400hp. Currently o the road, it has become a project truck and is undergoing an overhaul with a view to it being available to also work when required.
“It was originally a tipper, I bought it with the body on it that I have taken o , and it came out of Queensland. I have slowly just been doing stu with it as time allows.
e engine is pretty sound, it’s only a 400 as opposed to this 500 and I am going to get the paintwork sharpened up to make them look similar to each other. It’s like all second-hand trucks, everyone has a bit of a go at them doing their own thing, you can put a lot of time and e ort in to getting them to where you want them.
“ is runs so I will get it sorted and registered, if you have trucks, you can always do something with it like cart a bit of hay or whatever if you need to.”
in the hills with a heavy load she will really work. ey were made to be loaded and loaded heavy and that’s why it’s here loaded now,” he said.
Rich, along with his nineyear-old son Frank, were making their rst visit to the Mack Muster with both Macks drawing a steady stream of onlookers.
“ ere’s been a lot of people coming by to have a look and a lot of interest with what I am doing with the one on the back,” he said.
“ is is our rst time to Kyabram, it has been a great turnout, and it’s a credit to the people who put this on and the time they have put in to make it happen.”
e Mack spends most of its time hooked up the Drake oat, and is always up on its weight when working, which Rich reckons is when it works best.
“With a 3x4 Drake and a dolly we haul about 41 tonnes. e green waste grinders are heavy so you need a dolly as well, we were going to go with a 3x8 oat but the places we go you’re dragging a bit too much, and we can go down dirt tracks and into farm gates and so on easier with the 3x4 as opposed to a 3x8.
“It’s good fun to drive; nothing really goes around it. Up
IT WAS EITHER TRUCKS OR A HELICOPTER, SO I BOUGHT TWO MACKS. I RECKON I AM SAFER ON THE GROUND WITH THESE THAN A CHOPPER.”
RICH HARRINGTON
e two Macks will be part of the Harrington business for some time and Rich is happy with the investment he made a few years back to chase the dream of owning a V8 Value-Liner.
“It was either trucks or a helicopter, so I bought two Macks. I reckon I am safer on the ground with these than a chopper,” he concluded with a smile.
FOR many heavy vehicle drivers, their truck is a home away from home – and as such, a great amount of pride goes into keeping it looking its best.
at’s where Heavy Boys Detailing steps in.
Servicing south east Queensland and beyond, Heavy Boys Detailing is a 100 per cent mobile operation o ering a full range of interior and exterior detailing and polishing services, for all makes and models of trucks and heavy machinery.
Numerous transport operators are turning to Heavy Boys Detailing to improve their eet presentation, which has made their trucks more attractive to their existing and potential client base.
Company owner Rhys started Heavy Boys Detailing in June 2022, after realising there was a gap in the market within his area.
“I noticed there was a shortage of mobile truck detailers in south east Queensland. when I did my research, I found there were quite a lot of car detailers in the area but not many specialising in trucks. I got talking to a friend’s father who is a truck driver and he said he was always struggling to nd a detailer able to do the work,” he explained.
In the beginning, services were centred around detailing. “But I was constantly getting asked about metal polishing,” revealed Rhys. “ ere was a lot of demand for it, so I trained myself up
on how to do it and looked into the best products available. Now we have permanent suppliers that we use –and our methods give us the best result.”
Rhys and his team look af-
ter a wide range of customers, from owner operators through to large eets. His ever-growing customer base includes the likes of RD Williams, John Deere, Wickham Freight Lines, Rocklea Truck Parts, Karreman Quarries, and BKM & Son Contractors.
Based in Logan, Heavy Boys Detailing travels as far as Warwick, the Sunshine Coast, all the way down to Tweed Heads.
e feedback from many eet clients is that when trucks have been detailed and well looked after, company drivers take more pride in their vehicles – and that in turn leads to decreased maintenance costs.
Rhys also emphasised the importance of maintaining a
truck’s presentation. “Once clients have had an initial detail on their truck, it’s much more cost e ective to keep that up rather than having to start from scratch,” he said, adding that the recommended interval for maintenance cleans is once a month “to keep on top of things!”
With one vehicle on the road at present, Rhys is now looking to expand the business by o ering franchise opportunities.
“I think our point of di erence at Heavy Boys Detailing is that we o er everything to do with truck washing, detailing and metal polishing on a completely mobile basis. ere are other businesses out there, but most are stationary, whereas we can come to you,” said Rhys.
I HAVE FAMILY WHO ARE OWNER-DRIVERS SO I KNOW HOW MUCH PRIDE THEY TAKE IN THEIR TRUCKS, BECAUSE THEY SPEND SO MUCH TIME IN THEM. WE WANT TO MAKE SURE WE’RE DOING THE BEST JOB WE CAN FOR OUR CLIENTS.”
ALEX
“We do our best to work in with our clients’ needs, budgets and expectations. Our customer base is a good mixture of owner operators and eets. We have customers who own one or two trucks, and then others who own eets of 30 to 40.”
Pre-sale detailing has also become an integral service offering at Heavy Boys Detailing, with many truck owners seeing it as a cost-e ective way to add value to their sale. Alex joined the business late last year. Having known Rhys for some time, he decided to jump on board and join the Heavy Boys Detailing team. As he explained, it’s all about customer service and attention to detail. “We work quite closely with customers to get them the desired result they are after. e team is really customer service focused.
“I have family who are owner-drivers so I know how much pride they take in their trucks, because they spend so much time in them. We want to make sure we’re doing the best job we can for our clients. We’re also always looking to increase our client base too.”
For more information, or to book, call Heavy Boys Detailing on 07 2103 5865 or you can send them an email at heavyboysdetailing@outlook. com.
SHELL Rimula has partnered with Big Rigs in a big way – so there are even more reasons to send in your best truck shots.
Each month, the Big Rigs team will choose a #PicOfTheMonth, with the lucky winner receiving a $500 Shell Coles Express Gift Card.
Keep an eye out for our regular posts on the Big Rigs National Road Transport Newspaper Facebook page, calling
for your best truck photos and add yours in the comments, or email them to kayla.walsh@ primecreative.com.au.
Don’t forget to include a brief note about the truck and where the photo was taken. We’ll feature some of the best photos in each edition of Big Rigs Newspaper, with one winner announced each month. Keep those amazing truck pics coming!
When the going gets tough, truckies keep everyone going
BY KAYLA WALSH
OVER 160 vintage vehicles retraced the Old Paci c Highway in style as part of the third annual Coasting the Coast event on May 25.
A convoy of trucks, buses and cars set o from the Old Berowra Toll Area (now the Cowan Rest Area), winding their way through Gosford, Wyong and Charmhaven before nishing up in Swansea.
Organiser Guy Ellis told Big Rigs that numbers were up on last year and he was “very happy” with how the day went.
“It went really well,” he said. “ e weather gods were good to us, and over 300 people turned up.
“We had some very cool vehicles too - everything from Clipper buses to big Ford trucks to Reos.”
Coasting the Coast was started by former re ghter Ellis as a way to celebrate road transport history.
“We’re reliving yesteryear, when that route was the only way north along the coast,” he said.
“We celebrate the heritage of the road as we go along, and marvel at the engineering feats that everyone takes for granted now, like the Mooney Mooney bridge.
“We have other truck runs like Haulin’ the Hume, which
is from Sydney to Yass, and Crawlin’ the Hume, which is from Melbourne to Aubrey.
“ is was like the missing link. It’s local, it’s not too long – it’s only 106km – and it’s a very scenic trip.”
Ellis said the event is a great opportunity to catch up with old friends and
“Truck guys wouldn’t normally mix with car guys, because they are di erent identities,” he said.
“But because they all come together at this event, they get chatting and they appreciate what other people are passionate about.”
IT was by far the biggest Convoy for e Cure ever in Townsville with 268 trucks and 110 bikes helping to raise a record amount for cancer research.
Over $150,000 was collected
estimated 10,000 men, women and children lined streets as the trucks cruised past with drivers honking their horns.
Spectators sat on chairs beside the route, on the back of utes, and other vehicles, or under the shade of tents in yards and on
fuse Intrinsic Pontine Glioma (DIPG), an aggressive and rare type of cancer that forms in the brainstem, and almost always occurs in young children.
Trucks and bikes started gathering around 7.30am at the marshalling area on Webb Drive.
It was a massive logistical exercise for organiser Todd Martin and his hard-working volunteers.
e trucks were parked along Webb Drive and on side streets and it was a busy time.
Big Rigs was there and spoke to numerous drivers and their supporters including Kirk Purtill who was polishing one of the Emerald Carrying Company trucks.
“We have 15 trucks in the convoy this year and support the cause,” he said.
At 9am sharp the convoy took o from Webb Drive with a police escort.
Residents were kept up to the progress of the convoy along the 25km route by live radio crosses from station Power 100. ere was lots of ashy chrome as the trucks cruised along Ingham Road and across Blakey’s Crossing, onto Duck-
worth St, Dalrymple Rd, ur ingowa Drive and Riverway Drive before nishing up at Ross Dam Park for a family fun day which was attended by more than 1000.
Along the route some trucks took a short break to allow oth er tra c to travel.
In total it took the last trucks about 45 minutes to reach the dam park.
Most of the trucks parked on the park grass which had been cut by council and there were big line ups at the food, drink and ice cream stalls.
Big Rigs spoke to long time convoy participant Daniel Shaw who drives a new MAN truck for Townsville Mini Loads.
“I have been coming to nearly every convoy and this is the big gest,” Daniel said.
e children who were there had a great time and I saw lots of drivers tucking into giant burgers.
Award and recognition categories – Large Fleet Winners Nortrans raised $13,238 (overall $16,238) but gifted the position and Large eet signage to DF&DL Drain (Burdekin) as they went hard in donating with
Hauling, $5424 beat Ellsley Metal Recyclers another Burdekin business ($4244).
Nick and Laura Withycombe from NJ have a long history in supporting the event.
Lead Truck Northern Stevedoring Services (NSS) raised over $29,000, with money still coming in.
Bikes Inaugural Golden Helmet Winner Alex Landel
When you choose Ryco, you’re not just buying a filter; you’re buying industry leading quality, round-the-clock technical support, innovative solutions, and unparalleled expertise.
This means that when a truck is serviced utilising Ryco Filters, fleet managers can be confident their New Vehicle Warranty is protected, whilst reducing downtime and maintenance costs. Contact Ryco to discuss your fleet’s requirements. So, when you need to get the job done, be Ryco Ready.
Selisa and Harv proudly represented DF and DL Drain Transport which is based at Ayr in the Burdekin.
Emerald Carrying Company again showed their support with another impressive turnout.
Kirk Purtill polishes one of the 15 trucks from Emerald Carrying Company.
OVER 130 years, the automotive industry has undergone remarkable transformations since Carl Benz introduced the rst gasoline-powered vehicle in 1886. Innovations such as electronic ignition systems, electronic fuel injection and
Amidst this evolution, one group of professionals has played a crucial role in ensuring our safety on the road: automotive technicians. Automotive technicians work behind the scenes and are the unsung heroes of the automotive world. ey are the skilled individuals who diagnose, repair, and maintain our vehicles, keeping them roadworthy and safe. Automotive technicians embark on a lifelong journey
one that hums with electrons rather than combustible fuels.
Electric mobility is no longer a distant dream; it’s our present reality. EVs silently weave through tra c, their batteries pulsing with stored energy. While electric vehicles have taken centre stage, hydrogen – the lightest element – holds the key to our energy future. It dances with electrons, powers fuel cells, and emits only water vapor. As the world pivots to
advancements, rendering traditional methods of train ing technicians inadequate. e industry now demands a radical shift in equipping fu ture professionals. Skills and knowledge must be delivered “just in time”, necessitating an innovative approach that goes beyond conventional training methods.
To address this need, TAFE NSW has introduced a groundbreaking initiative: Hydrogen Microskills. ese short, self-directed online courses are designed for those starting their journey to safely work with hydrogen. Whether you’re an engineer, technician, or simply curious about hydrogen as a transport fuel source, these Microskills enhance understanding and con dence. e key to the e ectiveness of these Microskills is industry partnerships, which ensure that the courses are infused with real-world expertise and
When I walk through our automotive training centres, I see the faces of the next wave of automotive technicians. ey’re not just acquiring knowledge; they’re shaping the future. ey’ll learn to troubleshoot fuel cells, design
hydrogen infrastructure, and work on systems that haven’t yet graced the drawing boards. By equipping them with these advanced skills, we are preparing them for rewarding careers and empowering them to contribute to a more sustainable future. ese students will become the new generation of technicians, adept at navigating the complexities of electric mobility and passionate about driving positive change.
TAFE NSW plays a vital role in creating a skilled workforce capable of driving change in
electric mobility, shaping the future of transportation. As we embrace the electrifying era of electric vehicles, let us recognise the vital role that training organisations play in driving innovation and shaping a brighter, more sustainable future for all.
If you want to understand more about hydrogen as a transport fuel source, you can upskill online, on-demand in less than 2 hours – enrol in the TAFE NSW Hydrogen Fuel Cell Electric Training program: tafensw.edu.au/hydrogen
TELETRAC Navman, a global leader in connected mobility solutions has announced major updates to its alternative energy product portfolio.
e technology will enable eets to strategically plan, implement, and track the transition from an internal combustion engine (ICE) to multi-fuel capabilities.
e EVE (Electric Vehicle Evaluator) by Teletrac Navman is an electric vehi-
cle (EV) transition platform that uses telematics data and predictive analytics to build a plan that supports a eet’s decarbonisation goals.
Mayank Sharma, head of global product management & UX at Teletrac Navman, said, “Fleets all over the globe are facing pressures to change to low carbon energy types in an e cient and cost-e ective way, without disrupting business operations – it can be overwhelming. We have
designed EVE to help eet managers navigate the journey to alternative energy by simplifying what can be a very complex process.”
EVE provides intelligence for transition planning in three key areas: Feasibility Planning, Financial Planning, and Infrastructure Design, to support informed strategic capex planning and expenditure conversations.
e Feasibility Planning tool helps to identify the ve-
hicles suitable for transition to electric, based on trip and cargo data, and the optimum battery and charger types to use.
e Financial Planning element provides a detailed cost analysis of the total cost of ownership (TCO) between EV and ICE vehicles, indicating which ones would be more cost e ective to transition.
EVE’s Infrastructure Design tool models the most e cient charging infrastructure to support and sustain a transition plan. It also has the capability to factor in weather conditions, di erent charger powers, site charge fuse limits and varying base load; enabling eets to build a custom infrastructure that will keep their businesses moving.
e launch of EVE is complimented by Teletrac Navman’s new Sustainability Dashboard which enables eet managers to monitor progress against their decarbonisation targets once their energy transition has commenced.
e Sustainability Dashboard gives eets a score out of 100 so eet managers can
see progress at a glance and simplify internal and external company reporting on their targets, and in particular their emissions. Not only does it provide a snapshot of savings in fuel costs it also feeds in data from individual vehicles to help identify areas of improvement in driver performance that can impact emissions.
Moreover, the business’ AI-powered TN360 eet management platform will become the single pane of glass from which to access the
Sustainability Dashboard, as well as integrations with multiple business units, streamlining eet operations further.
“Our recent TS24 telematics survey found eets need trustworthy support when it comes to decarbonisation. Our experts are always available to guide eets through their transition, and to also ensure they’re making the most of the solutions they’ve employed, through ongoing support, tailored guidance and data reviews,” added Sharma.
TAFE NSW teacher Sam Jones, delivering EV training with a student at the Wetherill Park Transport Technology Centre. The technology assists fleets transitioning from an internal combustion engine (ICE) to multi-fuel capabilities. Images: Teletrac Navman The EVE (Electric Vehicle Evaluator) uses telematics data and predictive analytics to build a plan that supports a fleet’s decarbonisation goals.Enrol in the Hydrogen Fuel Cell Electric Vehicle Training program
Hydrogen energy has the potential to cut Australia’s greenhouse gas emissions to onethird of current levels by 2050. Developed in collaboration with industry experts, these future focused Microskills pave the way for a greener, more sustainable future. Equip workers with the fundamental knowledge and skills to safely operate and integrate Fuel Cell Electric Vehicles. Upskill online, on-demand in less than 2 hours.
Microskills for a macro impact
Our Microskills focus on three key areas that lay the foundation for a sustainable future:
1. Hydrogen Energy Fundamentals
2. Introduction to Hydrogen Fuel Cell Electric Vehicles
3. Refuelling of a Hydrogen Fuel Cell Electric Vehicle
In collaboration with:
DAIMLER Truck has o cially launched a range of all-electric trucks from Fuso and Mercedes-Benz in Australia.
e next-generation Fuso eCanter, Mercedes-Benz eActros and eEconic boast up to 300km of “realistic” range, full connectivity, active safety and the reassurance of comprehensive real-world testing.
Daimler Truck president and CEO, Daniel Whitehead, introduced the three electric trucks at a special event in Melbourne last month.
“Our customers don’t have to choose between sustainability and productivity. With these groundbreaking electric trucks from Mercedes-Benz and Fuso, they can have both,” Whitehead said.
“We didn’t take shortcuts to rush these models to market, but invested more time and money to make sure we delivered trucks with the innovation that our customers expect from Daimler Truck, which means the most advanced trucks in their class.”
Whitehead said Daimler Truck is ready to give customers the tools they need to hit their transport sustainability goals.
“We’ve been helping our customers reduce their emissions for many years and led the way with our Euro 6 trucks
from 2016, which also have remarkable fuel consumption,” he said.
“Daimler Truck will continue to support customers looking to run lower emission diesel technology and maintain our leadership in that eld, while also o ering the best battery electric trucks for those customers who are ready take this exciting step.”
Daimler Truck Australia Paci c sales and marketing vice president, Andrew Assimo, said the company o ers customers a complete sustainable truck solution, whether it be low-emission diesel or battery electric.
“We can help with everything from selecting the correct speci cation and route planning to charging infrastructure advice,” Assimo said.
“Each truck comes with a complimentary servicing package and there is a raft of nancing packages including guaranteed buyback options.
“Daimler Truck customers have already travelled more than eight million kilometres in electric trucks around the world, including in Australia since 2021, and we are excited to be able to share what we have learned and give our customers an edge over their competitors.”
e Mercedes-Benz eActros is available as a 4×2 and 6×2 rigid as well as a 4×2 prime mover with all models developed for local distribution.
e rigid models can deliver up to 300km of range, while the prime mover can deliver up to 200km (due to its higher weight hauling capacity).
e rigid eActros has a Gross Vehicle Mass of 19 tonnes (technical gure), 16 tonnes (practical gure in Australia due to axle weight restrictions). Charging from 20 per cent to 80 per cent takes one hour and 15 minutes (using a 160kW charger) and the plug is a CCS Combo-2.
e eEconic is available as 6×2 and has primarily been developed for the waste industry as a collection vehicle, but Daimler said its visibility also makes it the perfect truck for urban and inner-city deliveries. It has range of up to 200km.
Fuso is o ering a full lineup of eCanters, with no less than 14 models, with three di erent battery sizes, various wheelbases and two cab sizes.
Customers can choose City Cab and Wide Cab options, di erent wheelbases, three di erent battery packs and various body options.
e Gross Vehicle Mass
(GVM) ranges from 4.5 tonnes to 8.5 tonnes
e eCanter features an eAxle with integrated liquid-cooled motor and reduction gearbox. It is the only truck in its class with an eAxle, which optimises and eAxle design to boost e ciency and reduce weight. It produces 110kW or 130kW depending on the model.
e eCanter can be charged using AC or DC so some customers may not need to invest in a DC charger for their application.
Charging times are approximately one hour for
full charge with 100kW DC charger or 4.9 hours using AC 3-phase. It only takes 45 minutes to go from 5 per cent top 90 per cent using a 100kW DC charger.
Customers can take advantage of Daimler Truck Financial Services (DTFS) o erings including Fast Track Finance and Guaranteed Buy-Back programs that have been tailored to accommodate the unique needs of Daimler Truck electric truck owners.
DTFS will provide a smooth and familiar nancing process, while introducing the added convenience of incorporating accessories and nance options for EV chargers and service plans.
All Daimler Truck electric trucks come with some form of complimentary service packages to best support customers.
e details of the di erent packages depend on the model, but the eCanter models come with a BestBasic servicing package, while the eActros and eEconic come with a more extensive Comprehensive servicing package.
Full connectivity is also a standard inclusion on the eActros, eEconic and eCanter, allowing for eet operators to see location, state of charge and diagnostic information in real-time.
TWO new prime movers are set to be delivered to Queensland Fire and Emergency Services (QFES) as part of an Australian-first trial.
The Volvo trucks - one running on Hydrotreated vegetable oil (HVO) and the other electric – will support operational logistics at Caloundra and Townsville.
Built at the Volvo factory in Wacol, Brisbane, the HVO-powered truck comes with the latest 13-litre Euro 6 technology, allowing it to run on either the alternative fuel or regular diesel.
During the trial, the prime mover – to be based in Townsville – will be operated solely on HVO to test its ability to survive the rigors of the job, covering significant distances across North Queensland on the alternative fuel source.
The electric-powered truck – the first Volvo FMX electric prime mover ordered in Australia – will be based at Caloundra
and will be used for logistics delivery runs as part of its trial.
QFES first announced the partnership with Volvo at the Brisbane Truck Show in May 2023.
“We are proud to be leading the charge in the effort to reduce our emissions,” said QFES commissioner Steve Smith.
“Both the electric and HVO-powered truck will be trialled in a non-critical tier of response and operations, allowing QFES the ability to assess the benefits of the vehicles before adopting them further into the fleet.
“There are about 500 heavy vehicles in the Fire and Rescue Service fleet and another 1030 in the Rural Fire Service, so this pilot plays a pivotal role in shaping the approach we take towards the decarbonisation of our service.”
QFES said it had undertaken significant research into alternative technologies and
reduced carbon fuel options to decarbonise the heavy vehicle fleet and is working towards meeting Queensland Government emissions targets.
An evaluation trial will be undertaken during the first 12 months of operational service with data collated via on-board vehicle information management systems and field evaluations from QFES personnel, with the support of Volvo.
There will also be a collaborative arrangement with the University of Queensland, in which the university’s researchers will support the evaluation phase of the trial.
QFES is the first Queensland Government department to introduce and conduct a trial operating heavy vehicles on HVO and pure electric.
“We’re decarbonising the heavy transport sector while continuing to deliver the high quality, critical frontline services Queenslanders rightly expect,” said the state’s energy
minister Mick de Brenni.
“With the transport sector contributing for more than 15 per cent of Queensland’s total emissions, its critical all facets of government work together to decarbonise their operations.
Volvo Group Australia vice-president of public affairs, Lauren Pulitano, said the delivery to QFES signifies not only
a commitment to a cleaner future but also to innovation and leadership.
“Earlier in 2024, Volvo Group Australia committed to manufacturing battery electric vehicles in its facility at Wacol, building on its 50-year history of local manufacturing.
“Our commitment to local manufacturing of electric ve-
hicles in Wacol by as early as 2027 means that soon trucks, like this Volvo FMX, will be made right here in this factory.
“No one can get to zero emissions alone - we need partnerships.
“Industry, government, and other stakeholders all have a responsibility to work together to reduce emissions.
Legacy Parts with Legacy Pricing
For your ISX/GenII/EGR On-Highway Engines
(excluding X15)
Now with updated prices for 2024 on selected parts and kits.
A GROUP of senior and lead technicians from some of Queensland’s largest Electric Vehicle (EV) dealerships have become the rst accredited EV apprentice supervisors in the state, following their completion of an industry-led, specially designed training program conducted at TAFE Queensland’s Acacia Ridge campus in May.
Existing technicians working at dealerships including Tesla and BYD, along with those from RACQ were joined by TAFE Queensland teachers from across the state in gaining their Certi cate III in Automotive Electric Vehicle Technology (AUR32721) to enable them to supervise or teach apprentices undertaking the new quali cation over the coming years.
Senior technician at Tesla Mount Gravatt, Ziye Li, was among the Tesla employees upskilling to become quali ed as a workplace supervisor for the rst generation of EV apprentices, and said he was impressed with the facilities and equipment for EV training at TAFE Queensland.
“It’s good to see a complete
EV quali cation because this is the only way we can train Tesla apprentices and a lot of other apprentices in the future. I’m really excited to come here and be part of the rst class in Queensland to be quali ed in this course,” Li said.
“I like the training content at TAFE Queensland, there are a lot of EV parts ready for testing and I see they have the high-end testing tools we need,” he said.
TAFE Queensland emerging industries business manager Shawn O’Sullivan said the push towards o ering a Queensland- rst EV apprenticeship was just the beginning of a long journey towards skilling the local industry for its transition towards more EVs on the road.
“TAFE Queensland developed the EV apprenticeship and is proud to have been the rst provider to o er this quali cation in the state, and now we are working with the largest employers to facilitate their workplace training of a new generation of apprentices,” O’Sullivan said.
“Upskilling workplace super-
visors and TAFE Queensland teachers from around the state is the rst step in ensuring the broader industry is ready to gain EV skills in this apprenticeship for years to come,” he said.
TAFE Queensland automotive teacher Brett Sawyers trains apprentices on the Gold Coast in a range of quali cations already and is now able to deliver training in the latest addition to the Free Apprenticeships for Under 25s funding initiative – the EV apprenticeship.
“I’m the rst of our Gold Coast teachers to become
quali ed in the new Certificate III, which will help us start delivering the training to apprentices in the region,” Sawyers said.
“I think it’s bene cial because of the way the industry is moving to o er this apprenticeship across the state. It’ll be great to start training EV apprentices at the TAFE Queensland Ashmore campus on the Gold Coast.
“We have a BEV (Battery Electric Vehicle) and two HEVs (Hybrid Electric Vehicles) at the Ashmore campus to use for training, so students don’t need to travel to Bris-
bane to complete this training,” he said.
TAFE Queensland automotive teachers from the Ipswich, Acacia Ridge, and Bundaberg campuses were in the rst cohort to become quali ed in this new quali cation, and to ful l its role as industry leader TAFE Queensland trained two teachers from the Motor Trades Association of Queensland as part of this cohort as well.
For more information about EV training solutions contact Client.Solutions@tafeqld. edu.au or call 1300 308 233 to de ne your greatness today.
THE word ‘legacy’ has a special ring to it for a company like Cummins, which celebrated its 100th anniversary in 2019, highlighting a rich history of many new engine models developed over the years. From the very rst single-cylinder diesel that squeezed out 1.5 hp to the big banger of today, the 4400hp QSK95.
Technological innovation, brand reputation and credi-
bility are core to Cummins’ history, and the many legacy engines that have forged the company’s reputation as a global power leader provide an amazing insight into the trials and triumphs that have lived on during a century of business.
More recent on-highway legacy engines include the 15-litre ISX/Signature powerhouse released in 1998-1999 and the derivatives that have
followed. Providing parts for these engines, many of which are still operating in Australia and New Zealand, is the focus of a new Cummins campaign ‘Legacy Parts with Legacy Pricing’.
“Cummins is o ering these key legacy parts and kits at competitive prices to ensure that our customers have access to genuine Cummins parts with a full Cummins warranty as well as access to the
legendary Cummins support network,” said Travis Lloyd, aftermarket director for Cummins Asia Paci c.
e campaign focuses on two engine models, the dual overhead cam Gen II ISX and ISX EGR, with legacy parts including overhaul kits, camshafts (injector and valve), upper and lower gaskets, recon turbochargers, turbo studs, VGT actuators (EGR) and engine brake wiring harnesses.
e Gen II was released in 2003, following the introduction of the 15-litre ISX/ Signature engine in 1999, and featured a number of product updates that became synonymous with reliability and durability while still providing top-level performance and fuel economy.
Many Gen II engines are still running today, their owners reluctant to part with a product that set the standard for lowest cost of ownership and also became the industry benchmark for performance.
e ISX EGR engine was re-
leased in 2008 with cooled exhaust gas recirculation (EGR) to meet ADR80-02 emissions regulations without any form of exhaust after treatment.
e platform was further enhanced several years later to meet the more stringent ADR80-03.
All legacy parts are Genuine Cummins parts, backed by a comprehensive factory warranty and supported by Cummins’ extensive support network in the Asia Paci c region, ensuring peace of mind and nancial protection.
ere’s currently a lot of discussion around the proliferation of non-genuine parts being o ered in the market and the problems these parts can cause.
Travis warns that non-genuine parts are usually reverse-engineered, built to t like an original part but using inferior materials at a cheaper price.
“Non-genuine parts don’t meet critical engineering design speci cations and can
severely impact engine life, resulting in a blow-out of whole-of-life costs,” he said. Cummins engineers conducted lab analysis and destructive testing on over 300 non-genuine overhaul kit components for ISX and N14 engines. at includes pistons, piston rings, piston pins, cylinder liners, main bearings, connecting rod bearings, head gaskets and injectors.
Of the over 300 non-genuine parts tested, none met all of Cummins Design Specications.
TRAILER manufacturing
company GLT – formerly known as Graham Lusty Trailers – has opened the doors to a 15,000 square metre facility in Carole Park, Queensland.
GLT’s CEO Shay Chalmers said the multi-million-dollar Brisbane site will allow the company to expand its scope and give it greater control over the manufacturing life cycle.
“It’s pretty exciting, because we’ve got everything under one roof now,” she told Big Rigs.
“Before, we were operating out of multiple facilities and didn’t have enough space and infrastructure to do all the things we wanted to do.
“With the new facility, every single process is done in-house, which means we can really manage the quality.
“We’ve also tripled our staff and our manufacturing capabilities, which is arguably one of the greatest milestones in GLT’s history.”
The Carole Park facility boasts a dedicated repairs centre and wastewater treatment area, and sells a range of GLT spare parts as well as products from other brands.
It also features a research and
development centre, with a new fabrication team formed within the engineering department.
Chalmers said GLT’s investment in research and development will allow it to design the next generation of products, innovating ways to improve sustainability and productivity.
“We pride ourselves on our lightweight trailers, which means that our customers can carry more payload,” she continued. “That also has a direct
impact on the carbon footprint of our customers.
“We’re looking at design optimisations that will allow us to reduce our own carbon footprint as well as the carbon footprints of our customers.
“We’re considering new technologies that are coming out, as well as options for electrification of the trailers themselves.”
GLT’s new facility was formerly occupied by MaxiTRANS, who announced last
September it would be closing its operations there to centralise production in Ballarat, Victoria.
At the time, MaxiTRANS blamed post-pandemic pressures including changes in the labour market and growing running costs for the decision, which it said was necessary to ensure the “long-term sustainability” of the business.
When asked whether she had any qualms about taking over a
facility that didn’t work out for MaxiTRANS, Chalmers said:
“I wouldn’t say that it didn’t work for them.
“I think they made some strategic decisions in their business, to consolidate their manufacturing in one location.
“Managing multiple manufacturing sites is challenging, and if you centralise you can get cost improvements and efficiency improvements. It’s not dissimilar to what we’re doing.”
Chalmers is looking forward to the future of GLT, which has been in business since 2009.
“It’s so nice for our whole team to be under one roof and working together,” she said.
“We’re blessed to have 130 people who are dedicated to our mission, and it really is a pleasure to be on this journey with the business.
“I’m pretty excited for what’s going to happen over the next few years.”
A CRIMINAL and tra c law rm based in Sydney, Invictus Legal specialises in working with those in the commercial road transport industry.
e rm’s senior litigator, Sam Saadat, says he’s passionate about helping truckies get on with their important work in keeping Australia moving.
Sam leads a highly accomplished team of criminal and tra c lawyers who specialise in tra c infringements, criminal hearings, jury trials, bail applications, appeals, and sentencing matters.
He brings an impressive range of experience to the table; and is also a specialist in managing complex criminal and commercial matters.
Sam is an admitted lawyer in the Supreme Court of NSW and the High Court of Australia and regularly appears in various jurisdictions including the Local Court, the District Court and the Supreme Court.
As he explained, “Heavy vehicle law is a very niche area. We’re one of only a handful of law rms that dedicate our resources and expertise to this area; as well as criminal law.
“We provide legal services to people in the trucking industry, particularly centred around representation or assistance in tra c violations.”
For those who believe they’ve unfairly received an infringement, Invictus Legal o ers a free initial consultation. “We don’t charge for that and it allows us to go through the matter with them. en if they would like representation, we can do that for them,” said Sam.
“At Invictus Legal we have the experience and expertise in dealing with heavy vehicle matters. It’s not like just getting a speeding ne or a parking ticket, this is a very specialised area,” he added. “ ese types of matters are usually very complex. We also have the experience and expertise in dealing with the National Heavy Vehicle Regulator (NHVR), the police and other prosecuting au-
thorities, so are able to assist.
And we always try and get the best outcome for our clients.”
Sam says his passion for working with truckies was sparked when he was rst asked to represent a truck driver several years ago.
“What I found was that heavy vehicle legal expertise is
very under-represented.
“Most truckies just want to get on with doing their job of driving. ey are a big part of our economy and our landscape.
“It’s been made so hard for people to understand so many of the regulations that truck drivers need to adhere
to – it’s just so complex. You almost need a university degree on the subject just to understand it all.
“All truck drivers want to do is go to work and get their job done. e last thing they want to worry about is getting into trouble. So it’s become a passion of mine to help them.” While Invictus Legal is Sydney based, it represents clients from across New South Wales, and has also appeared in Victoria, South Australia and Queensland. For more information, visit invictuslegal.com.au or call 02 8046 7634.
STARTED in 1972, FBT Transwest is a specialised supplier of high consequence transport, storage and related supply chain services.
Operating from six depots across Melbourne, Sydney and Newcastle, the company’s bulk transport division runs a eet of around 75 trucks and over 140 trailers which are used to transport hazardous and non-hazardous liquids and materials, including dangerous goods and food materials.
e trailer eet is made up of approximately 100 skel trailers, 40 tankers and a handful of tautliners.
e prime mover eet includes 31 company owned vehicles, with the remainder being sub-contractors, primarily doing local and regional work, with the occasional interstate run.
Recently, FBT enlisted the help of WHG Technologies to t all of its company owned vehicles with the FleetCAM
THE WHG FLEETCAM SYSTEM HAS BEEN IMPLEMENTED SPECIFICALLY TO HELP IMPROVE SAFETY.” CAMERON DUNN
vehicle monitoring system and deploy its Security AI Camera Technology across its depots.
According to FBT Transwest managing director, Cameron Dunn, every truck and trailer entering the eet is specced up to ensure the highest levels of safety – and the FleetCAM system extends on this.
He’s a rm believer that good businesses are safe businesses.
“At FBT, we deal with high consequence goods, which means dangerous goods and food. e principles of both categories are very much the same,” Cameron said.
In the food space, the business transports materials such as cooking oils. “And you can’t contaminate food materials because if you do, they can make you sick – so it’s the same business disciplines as dangerous goods.
“FBT aligns itself with partners who we believe have the same ethos as we do. e WHG camera system has been implemented speci cally to help improve safety.
“By having these sorts of systems in place, if there ever is an incident – like if a car cuts in front of one of our trucks for example – it means we can protect the driver, so it provides an added sense of security,” Cameron added.
While FBT is currently using WHG’s forward facing cameras, the company is looking to expand the implementation
to include side facing cameras too.
“We’re trialling WHG’s blind spot cameras at the moment on a new dangerous goods tanker to see how that goes. ese cameras were installed a few months ago,” said Cameron. Building on the success and added security experienced through the FleetCAM system, FBT has now begun rolling out WHG’s AI Camera Technology, through WHG’s Security Division Bandit Security, at its depots.
Its Tottenham location, which is FBT’s major dangerous goods site has been tted out with a full suite of AI network cameras, to meet various needs – from video security and to support operations, along with arti cial intelligence
(AI) thermal cameras, which identify hotspots, and re and smoke detection technology.
From a compliance perspective,
Cameron says the WHG o ering ticks a lot of boxes.
“ e feedback we’ve had from the authorities has been really positive. e cameras provide a good visual, which we can check from anywhere on our phones or computers. If something happens at the site, we can look back and see when and how it’s happened,” he said.
“With the thermal cameras it means we can keep an eye on where the heat is, and if there is an increase in temperature, it will send an alert to our phone.
“So far it’s just the one site using the thermal technology, but this will eventually be rolled out at all our facilities.”
Cameron says the camera technology provided by WHG is easily tted, versatile and easy to use, with excellent capabilities. He also added that WHG’s service and back up support has been excellent.
“We get on really well with the team at WHG. As we’re learning more and more about each other’s businesses, there are more technology options we can use. We are also looking at WHG in terms of depot security, so you can monitor the sites via cameras rather than through patrols.”
For more information on WHG Technologies and what it can o er your business, please visit whg-telematics. com. To learn more about FBT Transwest’s operations, head to fbttranswest.com.au.
BUILDING on its 65-year heritage and solid reputation for quality and service, Hydreco has established itself as a market leader in the world of hydraulics.
Working closely with its distributors, together with original equipment manufacturers (OEMs), Hydreco’s range of hoists and telescopic cylinders are expertly handpicked in Australia to suit a wide range of applications.
Its S64, S65 and recently released S66 series hydraulic hoists are designed for the most demanding applications, for use on all tipper bodies, including truck bodies and trailers.
From the initial engineer-
ing to the nished unit, Hydreco combines top-grade materials, precise component production and thorough testing to produce a high quality, dependable and economical product.
As Hydreco national sales manager Darren Kealey explained, the new S66 range was introduced last year to assist body builders and distributors. “ e primary aim was to introduce sizes that were compatible with competitor’s product, therefore during aftermarket installations there is minimal rework required to the tipper bodies. is gives our distribution network a competitive stocking advantage,” he said.
Hydreco’s hoists are built using hard-chrome tubes, which prevents corrosion issues in the long-term, leading to maximum durability and an increased operational life.
e S64, S65 and S66 series feature quality Hallite and Kaden seals, designed for superior reliability; while increased overlaps provide greater stability and longer life. e use of larger diameter stages also provides an increased lifting capacity.
Being locally stocked in Australia means Hydreco customers and distributors can enjoy greater exibility in the range of hoists that they can sell to their customers.
A case in point was with Queensland distributor for Hydreco Hydraulics, Shephard Transport Equipment (STE).
STE specialises in the manufacture of steel and aluminium tipping bodies and trailers. e business had been using Hydreco products for many years prior to becoming a distributor in 2001.
As STE hydraulics manager Steve Erfurth explained, “ e long-term relationship with Hydreco gave us the ability to work closely with Australian engineers to design a range of products to
suit our speci c conditions.
“We’ve been able to work with Hydreco and give them forward orders on our speci c hoist sizes that our customers need, and they’ve held them in stock. It gives us continuity and security of supply as well, which has been an issue in the last few years. at’s been a big advantage.”
In addition to carrying forward orders in stock for its customers and distributors,
Hydreco has the ability to get special orders in promptly. “If an item is not already stocked in Australia, our lead times are just three months from the time of order,” said Darren. “ at’s a big plus in this area compared to the lead times of some of our competitors.”
Hydreco has sites, distributors and installers right across Australia to support its product range. In fact, it’s had many of the same distributors
for close to 25 years, which is when the brand rst moved to a distributor model.
Along with these loyal distributors, Hydreco also has many loyal employees, some of which have been with the company for more than 30 years.
“Hydreco has built a long-standing reputation in the industry, and will continue to deliver exceptional quality products and great service,” Darren added.
FBT has now begun rolling out WHG’s AI Camera Technology, through WHG’s Security Division Bandit Security, at its depots. FBT has had all of its company owned vehicles fitted with the FleetCAM vehicle monitoring system. Images: WHG Technologies The company is currently trialling WHG’s blind spot cameras on a new dangerous goods tanker. Hydreco’s range of hydraulics are handpicked in Australia to suit a wide range of applications.A WHOLE new range of Mack drivetrains has been revealed for Australian bulldog fans, including an all-new range-topping 780hp 17-litre MP11 engine with a stump pulling 3800Nm of torque.
Joining the new big-block engine is a revamped 13-litre eSCR Euro 6 MP8 which, like the rest of the new Euro 6 range, bene ts from new low friction cylinder liners, wave top pistons, a more e cient turbocharger, and a revised electronics system to provide more precise fuel delivery and combustion.
Mack Anthem’s potential as a fuel e ciency champion has also been given a shot in the
arm with the arrival of the new MP8HE (High E ciency) engine platform.
e MP8HE utilises turbo compound technology to scavenge extra energy from the engine’s exhaust ow and transfer that power directly to the engine crankshaft. e result is a hefty 2800Nm torque gure, signi cantly higher than the standard Mack MP8 engine.
A keen focus on the progression of safety features continues to be an important hallmark of the Mack o ering.
With Mack’s evolution of Bendix Wingman Fusion and new Mack infotainment system with standard rear-view camera and optional additional
cameras, Mack customers will bene t from an improved level of visibility and safety on the job site.
e fully integrated 70-inch, walk-through sleeper will also be available for order with Euro 6 Super-Liner and Titan products.
Featuring multiple con guration options including single and double bunks, the new sleeper, which was a popular attraction at the 2023 Brisbane Truck Show, delivers a whole new standard of driver comfort, promises Mack.
“To say we’re excited to bring this range of engines to market here in Australia would be an understatement,” said Tom
Chapman, vice president Mack Trucks Australia.
“To be able to now o er both power and e ciency across such a broad array of transport tasks in this country is truly game changing for Mack.
“Ultimately, the biggest winners here will be our customers.
“From demanding heavy haulage in our nation’s interior to the vital inter-capital freight arteries, Mack Trucks has now more than ever the ability to deliver a better driving experience, more time on the road and lower running costs.”
e new Mack Trucks Euro 6 range is now available to order with the rst vehicles expected to hit the road in early 2025.
GENERATIONS of drivers have mastered the trade, piloting trucks and trailers, large and small, from our most urbanised environments to our most isolated regions. With a focus on innovation, HELLA lighting hardware has helped these trucks and trailers safely mark their way across Australia for over 60 years.
In 1961, HELLA Australia started its rst manufacturing facility outside of Germany. Shortly after, HELLA New Zealand joined forces and began manufacturing lighting destined to illuminate the sides and corners of many truck and trailer combos on our roads.
Today, HELLA continues to manufacture commercial vehicle lighting in New Zealand. It is estimated that 80 per cent of the heavy commercial trailers on our roads in Australia can be spotted at night adorned with HELLA lighting. When it comes to passion, those in the industry love it. For many, it’s in our DNA, passed down by friends and family. However, like many professions, recruiting new members can be a challenge.
Enter Instagram, TikTok, and social media in general, which has found a knack for catching our attention and creating a space for people to educate and share experiences with the next generation.
A ectionally tagged CJ, Casuarina Smith has been professionally driving for over eight years, driving road trains across Australia. Uniquely,
CJ took to documenting her profession using social media, sharing her day-to-day activities and focusing on road safety, not just for those driving these big rigs but for everyone sharing the roads.
HELLA Australia’s joining forces with CJ in 2024 was a match destined to align. As a brand focused on quality, education, and delivering more
than just a product to market, HELLA is driving technology in an industry that, behind the scenes, is keeping our country moving. Seeing the next generation connecting with CJ’s journey and the passion shared for a genuinely amazing industry, supporting CJ with her content and reaching the next generation of professional drivers was a simple decision.
CJ recently began an exciting position with Merkanooka Haulage in Western Australia. Getting behind the wheel of a personal favourite, the T909 by Kenworth, CJ’s growth as a driver continues at pace, with an incredible variety of haulage, terrain, and exposure to the extensive operations of Merkanooka’s business.
Casuarina is passionate about her driving profession
and constantly looks at ways to take her story and industry insights to the next generation. Speaking on the partnership CJ said, “Teaming with HELLA Australia helps my story reach even further.”
In addition, joining with HELLA there is an alignment and dedicated e ort to help educate and create awareness around road safety, positively impacting how people interact with trucks and heavy vehicles.
Both HELLA and CJ understand that safety is not just about equipping vehicles with the right tools and technologies but also about fostering a culture of safety among drivers.
HELLA Australia and Casuarina have plenty of projects in the works for 2024. “ e industry is full of amazing people, and the opportunity to work with the team at HELLA, even with their customers from within the industry, is amazing; there is so much to learn and share; I love it!” e team can’t wait to share more of this amazing industry as we help keep Australia moving.
THERE’S TWO great reasons to upgrade your truck’s cooling system at your nearest Natrad Heavy Duty Cooling (HDC) workshop before the end of June.
Bonus $200 gift card
Have your radiator re-cored with an Australian-made Adrad ADFUSE welded radiator core at Natrad HDC in June and you’ll receive a Bonus $200 Gift Card.
e ADFUSE construction process uses sophisticated robotic welding to fuse each radiator tube to the header, producing a much stronger bond than traditional solder. Some radiator cores contain over 500 tubes, with every tube welded at both ends, so a single ADFUSE core can contain over 1000 individual welds.
ADFUSE cores are available to suit all types of trucks. ey come in 5/8” and Ultra-T con gurations, providing maximum strength and durability in applications where high temperatures, stress and vibration occur.
Ultra-T is a heavy-duty radiator design featuring close tube-row-pitch for a higher
concentration of tubes. More tubes in the radiator means more cooling ability. Paired with ADFUSE construction, this combination delivers unbeatable performance, durability and strength for hard working engines in on-high-
way applications. ousands of trucks across Australia have bene tted from upgrading to an ADFUSE radiator.
Kenworth special offer Bring your radiator to Natrad HDC to have a brand new
Adrad ADFUSE core tted along with new gaskets and all new fasteners. e assembled unit will be pressure tested and painted – ready to install for just $6199. And yes, you also get a $200 Gift Card as well!
is special o er is only available for radiator reconditioning jobs that use the Adrad KEN880-MAF ADFUSE core which suits models T408, T409, T900, T408SAR, T409SAR and T610SAR.
Contact your nearest Natrad Heavy Duty Cooling specialist by calling 1800 437 723 and
upgrade your old radiator to a new Adrad ADFUSE core by end of June and claim your Bonus $200 Gift Card. Find your closest Natrad HDC by visiting: natrad.com. au/heavy-duty-specialists. Register your purchase online: natrad.com.au/gift-card-
Re-core your old radiator with an ADFUSE core to suit T408, T409, T900, T408SAR, T409SAR & T610SAR
• KEN880-MAF ADFUSE core
• Reconditioning of Tanks
• New Gaskets
• New Fasteners
• Assembled & Tested
• $200 Gift Card Bonus
For this experienced truckie, there’s no telling where the work will take him next – and that’s just the way he likes it.BY DANIELLE GULLACI
AFTER being in and out of trucks for much of his life, 54-year-old Jason ‘Grump’ Payne says he’s landed a job he loves.
As he chatted with Big Rigs, Grump was behind the wheel of a brand-spanking new Kenworth C509, travelling the M1, heading towards Wollongong.
He was handed the keys to the impressive new rig less than two months prior, which replaced another C509, that was only three years old.
Grump currently works for Camlin Investments. He’s been there just on 12 months and says he’s enjoying the role.
“I’m really happy with it. It’s a great job with a great Australian owned family business, great support network and great co-workers – it has been a real pleasant change compared to some of the past roles I’ve had. ey’ve been a ray of sunshine, I can’t fault them,” he said.
“ ey keep a really good eet that’s well looked after.”
Camlin Investments specialises in the delivery of specialty gases, right across Australia.
“I run out of our Tamworth depot, we have four 509s that service our road train work. We travel anywhere, Australia-wide. We really do go all over the place,” explained Grump.
“ ey do have set runs but you could end up in WA one week and Darwin another week. We also do a lot of work to Queensland and South Australia too.”
Grump rst began driving trucks when he was 20. “I got stuck in and around trucks, so I taught myself out of necessity due to other roles I was in. I started out in smaller gear and worked my way up,” he said. roughout his career, he
has also tried his hand in various other areas too, including working in earthmoving, oil and gas, and in the mines, which is where he got his nickname ‘Grump’.
“ e name really stemmed from back in the mining days.
I used to drive some of the biggest diggers on the planet – up to 800 tonne. About 18 years ago I was mining in WA and we had a really good crew of people,” he recalled.
“You’d just get really stuck into the work and get red up so they started calling me a ‘Grumpy bastard’ and then it just stuck.
“Now most people don’t even know me by my real name. e only people who use it is my mother and my missus when I’m in trouble!” he laughed.
For Grump, he says he’s now sure that trucking is where he wants to be and what he wants to do. Since returning to trucks, he’s been driving full time for the past ve years.
“You head out on your own and enjoy your own time. But obviously I enjoy the time I get at home with the kids and the missus too.”
Grump was actually brought up around trucks. “My step-father was on the road from when he was 15, he started out carting hay and ended up with a grain road train. He only retired at 82. He sadly had an unexpected health turn shortly after and passed away at 84. And my mum drove school and tour buses for over 35 years, she only retired after his death.
“I’ve always loved travelling. I think it’s in my blood.”
When asked what he enjoys most about the work, Grump says it’s a combination of things: “I love being on the road and I love the mateship and working with other people on the road. Every day is something di erent. It’s a lifestyle, you either love it or you hate it.
And I really do love it.
“ ere isn’t an area of Australia that we don’t cover. I just love being out there. It doesn’t matter where the work takes you, you make the most of every day and I get to see Australia – I don’t care where I’m going.
“ e longer the runs, the better. I love going up north and into the Territory. It’s di erent country there that you don’t get to see anywhere else.
“ is week I’ll be heading south of Sydney and then onto north Queensland, and back to Tamworth.”
ough it’s usually pulling A-doubles or triples, Grump also does the occasional ABAB quad work too.
Asked about his least favourite roads, Grump explained, “ ere are a lot of really bad ones, but one I’ve been doing a bit of lately is Goondiwindi to Moonie. It’s particularly bad, and there doesn’t seem to be any roadworks being done on that road at all. And from west from Moree and Mungindi out
to St George and beyond there, those roads out there are pretty ordinary too.”
e work can see Grump o travelling for up to a month at a time, as was the case with a trip to the Northern Territory earlier this year, which was his longest run to date. “It was good work on that run, I really enjoyed it. But we did get stuck in the middle of the cyclones and oods, and they shut the Barkly Highway,” Grump explained.
“ at run dictated that we would be up there for that long anyway, going in and out of the NT, but it has been shelved for now, due to the weather and what-not.”
“ at’s the rst time I’ve had a big run like that but tomorrow’s another day and we could end up in WA, SA, back up the Territory or somewhere in Queensland. It all just depends and always changes.
“Sometimes I can be away for a few weeks at a time, but other times I’m home once a week.”
Although he says his employ-
er is really exible too when drivers need time o . A case in point is ensuring Grump can be home for his little girl’s fth birthday in June.
And while he says the job itself isn’t hard, because he enjoys it, what can be di cult is the time away from his kids. “It’s being away from family and friends, and missing things like birthdays, anniversaries and things like that. at’s the only hard part about this job. You hear blokes whinging about living in a truck, but I love being in my truck. ey’re a great bit of gear and are really set up well for us and what we do.”
e C509 is indeed well equipped with nearly everything he needs, but when he heads into the Northern Territory, one of his favourite places to stop is the reeways Roadhouse, which recently held a free barbeque for truckies caught up there when the Barkly was closed. Grump was among the truckies to enjoy a great feed. “ ey held a barbeque when we were stuck
there and it was really appreciated. ings like that mean a lot to those of us on the road,” Grump said.
“And we try to support places like that as much as we can. I know damn sure that I’ll be stopping there and spending some money there next time I’m up there. What they do at reeways is just awesome and the way they support the industry is a real credit to them.”
While Grump has only been in his current role for a year now, he says he’s in it for the long haul – pardon the pun.
“Camlin is the best company I’ve ever worked for and it makes life so much easier when you’re out on the road,” he said.
“I can’t really praise these guys enough. And the gear they provide us, it’s built so we can do the job and do the job well. ey encourage you to be the best operator you can be, and provide you with the equipment to do that properly.
“I’m absolutely loving it here and don’t plan on going anywhere else any time soon!”
Thurs 20 June, 2024
Celebrate
FOR the past seven years, Alan Chester has driven for Mareeba Transport – and outside work he enjoys living in one of the country’s most scenic regions, the Atherton Tablelands.
I saw Alan, 67, checking the load on his DAF CF75, which was parked in Townsville.
“I am transporting mill liners from Weipa to Brisbane. This is a comfortable and brilliant truck. The company is owned by my wife’s family,” he said. “I have always been around trucks.”
Alan had retired after numerous jobs in the mining industry
and jumped at the opportunity to work for Mareeba Transport.
A true gentleman, Alan likes stopping at the BP Cluden because it has good facilities for drivers.
“I get to a lot of places including to Karumba and when driving from Normanton to there you have to watch out for all the wallabies,” he said.
As for rest areas, Alan said there was nowhere near enough with good toilets and shaded areas.
He has a wide range of hobbies including watching football codes, sailing and travelling. Living in north Queensland
one would expect Alan to follow the NRL, however, “being from South Australia I like AFL and my team is the Port Adelaide Power. But I do also watch rugby league on television,” he said.
Alan owns a Rob Legg 9m long sailing boat which he enjoys.
“I sail the waters around the Whitsunday Islands and off Cairns,” he said.
On the subject of boats, Alan nominated a part of one as amongst the most unusual loads he has hauled.
“It was an engine for a patrol boat,” he said.
Alan also enjoys getting around in his caravan and likes relaxing at the idyllic Eureka Creek camping grounds near Dimbulah where there is running fresh water.
“I don’t have to worry about saltwater crocodiles,” he said.
Mareeba is a genuine far north Queensland road transport hub and many large and small companies have depots there.
It is 50km from the Cairns and Isa gateway to the Gulf of Carpentaria and south to Townsville and Brisbane.
Alan lives on a scenic rural valley property near Mareeba and loves the region.
He is one happy man who enjoys work, recreation and generally living life to the fullest.
It is a hard life but somebody has got to do it.
On the serious side, Alan’s lifestyle would be the envy of many.
QUIETLY spoken South Australian driver Des Boseley was driving a Kenworth T604 day cab, carrying hay and oats when Big Rigs saw him.
The 50-year-old lives at Clare Valley and has worked for Nicholls Partners based at nearby Pinaroo for the past three years.
“I have been a driver on and off for more than 20 years and have also worked on farms. I am taking the hay and oats from a farm to Lithgow where it will be processed and then trucked onto Adelaide for export,” he said.
I HAVE BEEN A DRIVER ON AND OFF FOR MORE THAN 20 YEARS AND HAVE ALSO WORKED ON FARMS.”
DES BOSELEY
Des likes stopping at the Ampol Tailem Bend, where the parking is good and he can enjoy his favourite steak sandwiches. “They have good home-style meals there as well,” he said. Whilst he doesn’t stop at
many roadhouses during his 300km a day trips, he does find the Parrakie rest area convenient. “It is off the road but good,” he said.
Des added that the company was great to work for, treating employees well – and the boss was also tops.
He said he would love being included in the pages of Big Rigs which he regularly reads.
“I have a great nephew named Ardi and he’s three years old and living at Horsham in Victoria and he loves trucks and will be thrilled when he sees it!”
WONDAI based owner-operator Gary Bochmann, 57, had delivered Army gear from Brisbane to Townsville when Big Rigs caught up for a chat at the Port Access Road.
He was driving a 2018 Western Star 4900 with a Cummins 600hp motor up front and an 18-speed gearbox.
“I have been an owner driver since 2007 and usually do a run up to Townsville weekly,” he said.
Gary was asked if there is a roadhouse he likes stopping at. “I do a lot of my meals in
the sleeper box but the BP at Clermont is good and they serve great food,” he said.
Gary rates the worst road he travels on as the Gregory Development Highway between Charters Towers and Clermont.
It is also known as the Belyando and has rough edges on many parts of the 380km stretch.
Having said that Gary did say that there was a good rest area along it.
“But overall there are not enough rest areas for truckies,” he added.
Regarding rising fuel prices, Gary had this to say, “It is what it is.”
Outside work he enjoys spending time with family.
“I have three sons aged six, eight and 11,” he said.
Although Gary doesn’t follow any particular NRL team, he does have an interest in rugby league.
When I yarned to Gary he was wearing a Cronulla Sharks pair of shorts. “Well I have bought shorts with colours from all the NRL clubs and wear them because they are comfortable,” he said.
SAM Melrose, 43, has been an owner-operator for the past 10 years. He had brought refrigerated goods from his Brisbane base to Townsville when Big Rigs saw him recently.
He was driving a 2023 Kenworth SAR Legend with a 600hp Cummins motor and an 18-speed gearbox.
“This is the only truck I have and purchased it new. It has 167,000km on the clock. It is a good truck,” he said.
With Sam was his 19-yearold son Jack who is a solder at the giant Lavarack Barracks Army base in Townsville.
“This is the first time I have seen Jack for two months,” Sam said.
I asked Jack if he intended on following his proud dad to become a truckie. “I want to drive heavy armoured military vehicles first,” he said.
Sam rates the Golden Nugget Roadhouse at Gympie at his favourite. “It is a good place to stop and the steaks are tops.”
He nominated the Burnett Highway between Rockhampton and Toowoomba as the one he finds most challenging.
Outside work Sam enjoys water sports, like water skiing.
“I love skiing at the Somerset Dam around Kilcoy,” he said.
Another passion is rugby league and Sam barracks for the Redcliffe Dolphins.
Whilst Sam strives to keep his flashy Kenworth clean, I noticed lots of dead insects on the front.
“I ran into the bugs between Rockhampton and Townsville,” he said.
After I yarned to the pair and snapped their pic together they drove off in Jack’s fourwheel-drive.
Every truckie who stops at the Auski Roadhouse Munjina Village in WA is o ered a free meal with a choice of anything on the menu.
It is located on the corner of Great Northern Highway and Munjina Road and is about 200km from Newman and 260km from Port Headland.
Truckies will often remark “that nobody gets anything for free these days”.
I spoke to roadhouse manager Lee Beaton and asked him how truckies qualify for the free tucker.
“All they have to do is tell us their birth date which we register on our computer. ey have to come in a week before or a week after their birthday and get a free meal with their choice from our menu. Many of them can’t believe it. We call
it our truckies birthday club,” Lee said.
Lee was coy about revealing how many had received the meal but he did say “it was quite a lot”.
e roadhouse employs 25 sta and is open from 5am until 9pm.
Fuel is available and there are clean toilets and showers plus an extensive menu.
“Just today we sold 18,000 litres of diesel,” Lee said.
“ e favourite food for drivers is steak, chips and salad and our famous burgers. We also o er our truckies a roast of the day or a curry so that they will have a quick and easy meal and go.”
Hundreds of trucks a week stop at the roadhouse and there is extensive parking.
“We get a lot of heavy vehicles carrying machinery,” Lee added.
Former driver Peter ‘Spud’ Murphy, 76, and his wife Judy know how to look after truck drivers at their Stuarts Well Roadhouse in the Northern Territory.
Spud has become a “legend” for many drivers and is well known around the country.
e couple have been there for 11 years and previously ran the family roadhouse at Pimba in South Australia between 1966 and 1989.
A lot of drivers have told Spy that they love stopping at Stuarts Wells which is located beside the Stuart Highway, 90km south of Alice Springs.
e roadhouse has clean toilets and showers, provides meals at a reasonable price and is open from 6am to 8pm.
Drivers can fuel up during opening hours with closing time often extending to 9pm depending on how busy it is.
South Australian driver Lynton Bruce told Spy the service was always good.
“When I am in the area I stop there and it has been top class,” Lynton said.
Spud told me that whilst the number of trucks vary on a daily basis, it would total more than 150 a week.
“A triple just pulled up out the front here and some days just ve or six stop and other days it can be between 30 and 40. I was a truck driver myself for many years since I was young and know what they want. In general roadhouses are a dying race. We serve up good home meals at reasonable prices and they come back.
Many drivers get sick and tired of preparing their own meals on those gas cookers and like good service from friendly faces,” Spud said, adding that he knows most of the truckies on “a rst name basis”.
“ ey all get a free cuppa coffee when they buy a meal and appreciate it,” he added.
e roadhouse employs eight sta . I spoke to one of them by phone on May 16.
Her name was Ailey – she hails from Vietnam and is one of the cooks.
“I have been working here for two years and love it. Lots of trucks stopping here are doing the Adelaide to Darwin run. e favourite meal they order is rump steak with veggies, chips and salad,” Ailey said. Spud was glowing in his praise of Ailey who he said cooked excellent meals which tantalise the taste buds. I phoned a day later and another sta member said two cattle trucks has just pulled up. Judy is an integral part of the roadhouse operation and was in Alice Springs picking up supplies from a supermarket when I spoke to her.
“We get many trucks stopping and we never can tell how many on a day,” Judy said. As a bonus for drivers, copies of Big Rigs are delivered there every fortnight.
WA rest area upgrades welcome e majority of drivers Spy speaks to criticise the number of rest areas around Australia with adequate facilities. So it was good to hear that many are happy with the government funded upgrades to some in WA.
Major upgrades are taking place at 14 heavy vehicle rest areas in regional Western Australia. e truckies who contacted
me have focused on three such upgrades.
ese include one at Mt Newman which is in the Pilbara region and located 1200km from Perth with access from the Great Northern Highway.
“It used to be a parcel of muddy land but now will be good for drivers,” one said.
e total cost of the construction of the new rest area and ablution block will be $6.16 million.
Others being upgraded are at popular roadhouses such as Paynes Find which is 430km northeast of Perth in the Mid West region.
“ is a good place to stop and work is progressing on the rest area. It will be wonderful when completed,” another truck driver said.
Another upgrade is being done at Auski which is between Port Hedland and Tom Price in the Pilbara mining region of Western Australia.
e total cost of the upgrade, which will include an ablutions block, is $3.2 million.
Logbook was ready four times
A well known Victorian truckie couldn’t believe his good fortune after he had to enter four weigh stations whilst on a recent drive between Brisbane and Sydney.
Whilst behind the wheel of a Mack the veteran saw signs to pull over.
But when he entered each one, another sign advised him to re-enter the highway.
At three of the weigh stations, enforcement o cers
were on hand.
“I had my logbook all up to date and was ready to show an o cer but wasn’t required to. Maybe they were having smoko,” he said.
In all fairness, this lad can remain anonymous. But I’ll bet that other truckies would wish they had his luck.
More pull-offs required
Additional pull-o areas for trucks are required along the Hervey Range Road from the outskirts of Townsville to the historical tea rooms. at is the feedback I have received from drivers who travel along it.
ere is a lot of tra c along there, including military vehicles heading to high range.
e route connects with the Gregory Development Road from where you can head left to Charters Towers or right to Greenvale and the Lynd Junction.
Feral pigs active
Reports meandering their way to Spy from around the country indicate that wild pigs have been active around many highways.
Several drivers Spy has spoken to have collided with these feral pigs which have run across a road in front of them. ese incidents have occurred in Victoria, SA, WA and Queensland; leaving a mess on the front of these heavy vehicles, which is di cult to clean and leaves a dreadful smell.
Truckies under normal circumstances go to great lengths to wash their rigs.
Spy saw one dead pig on the edge of a lane of a busy road frequented by heavy vehicles including triples and quads.
e following day I saw that the carcass had been moved to a ditch beside the road.
It was de nitely a tra c hazard being near a bend and with double lines nearby.
Spy discovered that a truckie had stopped and moved the pig to an area where it posed no danger to tra c.
Bust-your-gut-drive
As drivers will attest, there are many challenging winding range roads around our vast country.
Some of my Tasmanian truckie contacts tell me that the 45km route between Sorell and Buckland is one of the most challenging.
It is part of the Tasman Highway in the east and along the journey are Bust-Me-GallHill and Break-Me-Neck-Hill.
How did authorities come up with such weird names, one may ask?
It is thought that the names came from European colonisers in convict days, who travelled with bullock drays laden with supplies, and obviously had di culty on these steep hills.
Buckland is a sleepy hamlet which has a popular roadhouse and a historical church.
e 30km drive from Buckland to Triabunna also requires care whilst driving.
Diner opens at Bluewater
Former West Australians Em-
ily and Rowan Struckel who ran a roadhouse for seven years have opened a diner beside the Bruce Highway at Bluewater.
Bluewater Diner which is 30km north of Townsville opened in April in a building which had been vacant for 13 years.
After a couple of truck drivers told Spy about the diner, I checked it on May 11.
It is beside idyllic Bluewater Creek and across from a popular rest area mainly used by vans.
Whilst it is just o the highway there is parking for trucks. I ordered scrambled eggs which were tasty and the co ee was good. Lots of customers popped in and bought some take away food.
Food each day includes traditional breakfasts, burgers, steaks, lamb chops, pork ribs,
schnitzels, parmigiana, salads, wraps and sushi delivered every ursday.
Decades ago I can fondly recall going to a previous shop and eatery there and beside the front entrance in a big cage was a huge saltwater crocodile.
ere are numerous places to stop for drivers along the 110km stretch of Bruce Highway between Ingham and Townsville.
Andy’s Roadhouse is just south of Ingham, the Rollingstone one is further along and the BP Yabulu is closer to Townsville.
Sap burns are a hazard
In the past few months I have spoken to six tree loppers who have received nasty “sap burns” whilst doing their work.
ese lads travel all over the place in trucks with cherry
pickers to enable them to get to high branches.
“I had to have a week o work after getting burnt on the arms from sap,” one told me. Apparently such sap can be ammable and can catch re easily and burn quickly. It is important to use caution when dealing with tree sap and to avoid open ames or sparks when around sap-producing trees.
Drivers tuck into fairy floss
Scores of o -duty truckies who took the opportunity on a day o attended a family fun day at Oonoonba in Queensland. It was held at a local park there which is not far away from a pub where many drivers have a few coldies during time o . e day was organised by State Member for Mundingburra Les Walker who has strong family ties with the area. ere was a sausage sizzle and the children got to enjoy a jumping castle, merry go round and freshly made fairy oss.
Spy even spotted a couple of well known truckies tucking into some fairy oss. Both declined to have their pic snapped with it, fearing colleagues would see it and “take the Mickey out of us”. Spy did manage to get a pic of Amelia Sinkin who was handing out the oss on request.
She was standing in front of the light Isuzu rig which brought all the gear along.
A truck negotiates a section of the Tasman Highway which includes hilly sections with weird names. The Bluewater Diner has just opened at Bluewater on the Bruce Highway.
In the fourth instalment of a seven-part series, Hubfleet and auditor Glyn Castanelli take a closer look at responsibilities and management practices.
BY HUBFLEETAS a heavy vehicle eet manager, your responsibilities extend beyond ensuring your trucks are roadworthy and your loads delivered on time.
Driver safety, particularly fatigue management, is paramount in the Australian transport industry.
Here at Hub eet, we’ve partnered with Glyn Castanelli, who is an NHVR-approved auditor from Transport Health and Safety, to delve into the seven fatigue management standards established by the NHVR.
Our goal is to provide insight into what these standards mean and how transport com-
panies can implement practical systems to ful ll their obligations under the Heavy Vehicle National Law (HVNL).
In this article, we will focus on Fatigue Management Standard Part 4, Responsibilities and Management Practices.
Understanding Standard 4
Standard 4 mandates that you put robust systems in place to demonstrate a company-wide commitment to fatigue management. is goes beyond just having policies on paper. Here’s what it entails:
• Leadership: Top-level management must actively demonstrate support for
fatigue management initiatives, from policy creation to resource allocation.
• Clearly de ned roles: Everyone involved, from schedulers to drivers, must understand their responsibilities within your fatigue management system.
• Risk assessments and controls: Regularly identify, analyse, and implement measures to reduce fatigue-related risks within your operations.
• Training and education: All personnel involved in your transport operations need ongoing training on fatigue identi cation, management, and company-speci c procedures.
Glyn Castanelli has spent over 30 years in the heavy vehicle transport industry in many roles including his current role as an NHVR Accredited Auditor at Transport Health and Safety1. Glyn has identi ed the following common issues companies face in implementing a robust fatigue management system, and has advice on how to overcome them:
1. Inconsistent policy implementation: Beautiful policies and manuals don’t guarantee real-world compliance. orough, continuous training, and ongoing communication are essential to ensure policies translate into practices.
2. Poor documentation: Auditors demand evidence. Without accurate records of driver hours, schedules, training, and incident reports, demonstrating compliance becomes impossible.
3. Outdated systems: Relying on paper-based systems for managing fatigue compliance is ine cient, error-prone, and fails to provide the real-time insights you need for e ective risk management.
digital advantage: Introducing Hubfleet e best way to streamline meeting Standard 4 requirements is to embrace digital compliance technology. Solutions like Hub eet o er a
comprehensive suite of tools to transform your fatigue management practices^2:
• Centralised record keeping: Hub eet allows you to e ortlessly store and access all driver work diaries, training records, and incident reports in one secure location. is makes audits a breeze.
• Automated compliance checks: e platform helps ensure your schedules and rosters are in line with regulations, agging potential fatigue risks before they become problems.
• Fatigue risk analytics: Access to real-time data allows you to quickly identify trends and make adjustments to improve fatigue management across your eet.
• Driver communication: Hub eet can deliver policies, procedures, permits and other compliance documents directly to drivers’
mobile devices, promoting ongoing awareness and engagement.
Beyond compliance: safer operations and improved efficiency
Implementing Hub eet isn’t simply about adhering to regulations. It’s about fostering a proactive safety culture and optimising your operations:
• Reduced incident risk: Mitigating fatigue demonstrably reduces the chance of human error and fatigue-related accidents.
• Enhanced driver wellbeing: Showing commitment to your drivers’ safety improves morale and retention.
• Streamlined scheduling: Hub eet’s tools can help balance compliance with operational e ciency when creating routes and schedules.
Embrace the future of fatigue management Fatigue Management Accreditation Standard 4 highlights the need for a systematic approach to fatigue risk management.
By leveraging technologies like Hub eet, you’ll gain the tools to not just comply, but to establish your eet as an industry leader in safety and e ciency.
Disclaimer: is article o ers general guidance. For speci c legal advice and detailed information on Fatigue Management Accreditation, always consult the National Heavy Vehicle Regulator (NHVR) website or an accredited legal advisor.
IN the fast-evolving landscape of freight, logistics, and transport, the Victorian Transport Association (VTA) stands as a pivotal advocate and support system for its members.
Associations like ours play a crucial role in fostering industry growth, sustainability, and innovation by advocating for policies and initiatives that are essential to the sectors we represent.
The value provided by these associations cannot be overstated, encompassing advocacy, education, networking, and more.
One of the foremost roles of the VTA is to serve as the collective voice of the freight, logistics, and transport industries.
This involves active engagement with government bodies
SAFETY is at the core of what we do at the National Heavy Vehicle Regulator (NHVR).
As the central body enforcing the Heavy Vehicle National Law (HVNL) across Australia, we know the unique challenges heavy vehicles face on our roads each and every day.
Understanding how those working in the heavy vehicle industry are managing their safety
at all levels to influence legislation and policy-making processes that impact our members and the broader industry.
For example, we’ve has been at the forefront of advocating for infrastructure investments that enhance transport efficiency and reduce congestion.
Through persistent lobbying and representation, we ensure that our members’ interests are reflected in policies that affect their operations, leading to a more favourable trading environment.
Beyond policy advocacy, we’re committed to providing educational resources that help industry professionals stay informed and competitive. The transport sector is continuously transformed by technological advancements and regulatory changes.
To navigate these shifts, access to current information and specialised training is imperative. The VTA offers a variety of workshops, seminars, and training programs tailored to enhance the skills and knowledge of industry personnel.
These educational initiatives
empower our members to stay ahead of industry trends, adopt new technologies, and maintain compliance with evolving regulations.
Networking is another cornerstone of the industry associations’ value proposition. For our part, the VTA fosters a robust community of professionals within the freight, logistics, and transport industries, providing a platform for collaboration, knowledge sharing, and business development.
Regular networking events, conferences, and forums enable members to connect with peers, exchange best practices, and form strategic partnerships. These interactions not only benefit individual businesses but also contribute to the overall cohesion and strength of the industry.
The importance of associations extends to promoting environmental sustainability within the industry. As global awareness of environmental impacts grows, the transport sector faces increasing pressure to adopt greener practices.
The VTA champions initiatives that support sustainable development, such as the use of alternative fuels and the implementation of eco-friendly technologies.
By advocating for and facilitating the adoption of sustainable practices, the VTA helps its members reduce their environmental footprint and contribute to a more sustainable future.
Association’s also play a critical role during times of crisis. The Covid-19 pandemic, for instance, presented unprecedented challenges for the transport industry.
The VTA quickly adapted to provide real-time updates, guidance on health protocols, and support for accessing government relief programs. This timely assistance helped many
businesses navigate the pandemic’s impacts, demonstrating the association’s role as a reliable source of information and support during emergencies.
Another significant value provided by industry groups is the promotion of standards and best practices. By developing and disseminating guidelines on safety, efficiency, and operational excellence, the VTA helps elevate the overall quality of the industry.
High industry standards not only enhance the reputation of individual businesses but also build trust with customers and the public.
Ensuring that the transport sector operates smoothly, safely, and efficiently benefits all stakeholders involved.
Associations are indispensable allies to the freight, logis-
tics, and transport industries. Through robust advocacy, comprehensive education programs, extensive networking opportunities, a commitment to sustainability, and crisis management support, the VTA provides invaluable benefits to its members.
These efforts are essential for the growth, sustainability, and resilience of the industries we represent. As the transport landscape continues to evolve, the VTA remains steadfast in its commitment to championing the interests of its members and driving positive change within the industry.
Membership in the VTA not only provides access to a wealth of resources and support but also contributes to the collective strength and progress of the transport sector.
responsibilities is a crucial cog in delivering effective and upto-date safety initiatives, alongside our industry partners.
One of the most important tools in expanding our understanding of the current state of play is the NHVR’s biennial safety survey, open now to stakeholders for the fourth time.
We know from our previous surveys in 2018, 2020 and 2022 - which had an incredible 5750 responses ¬- that while industry is largely safety-focused, there is always scope to explore new and innovative ways of delivering our safety strategy.
By capturing a baseline measurement of how safety responsibilities are being implemented across a variety of industry sectors, we can assess the effective-
ness of the tools stakeholders have access to and – where necessary – make improvements.
Because what we learn through your participation in our safety survey will directly influence the work program of the NHVR.
We want to hear about your experiences both on and off the road, including the biggest challenges you are facing – so we can tackle them.
It’s because we believe safety is everyone’s responsibility and, tragically, people are still losing their lives on Australian roads in alarming numbers.
In 2023 there were 1270 fatalities on our roads, including 186 fatalities in crashes involving a heavy vehicle.
These are sobering numbers,
which drive our relentless focus on improving safety for not just heavy vehicle drivers, but for the millions of Australians who drive on our roads each day.
Thankfully, we can increase our understanding of the changing or emerging risks being faced by the industry through tools like the safety survey.
This year, we are keen to understand heavy vehicle industry participants’ views of the NHVR’s Safety Management Systems guidance materials –including how aware they are of them, what is the level of uptake and how practical they are in informing the safety practices of those in the industry.
We also want to know how people prefer to receive their safety information from the
NHVR, a crucial insight to ensure we are responding and adapting to the ever-changing ways of consuming information.
The safety survey will also provide valuable insight to help us measure the level of understanding of the Chain of Responsibility across the industry, while the rate of acceptance among our stakeholders of the current heavy vehicle safety technology is something we want to know more about too.
This year, the NHVR celebrates ten years of enforcing the HVNL and safety, alongside productivity and efficiency, will continue to propel us forward over our next decade.
Part of our work in increasing safety on Australian roads
has also involved educating other road users about the unique challenges of heavy vehicles, as demonstrated by our “Don’t Muck with a Truck” and “We All Need Space” campaigns. The intertwining of informing, educating and enforcing action means we can deliver longterm behavioral change while still taking strong compliance action when there is a severe safety breach.
Crucially, our heavy vehicle participants must also have the right tools, support and insights to keep themselves – and those who they share the roads with –safe.
The safety survey is open until June 18 and can be accessed by visiting nhvr.org.au and searching for ‘safety survey’.
THE Motor Trade Association (MTA) to the South Australian Skills Commission has now been approved to o er dual trade apprenticeships.
e rst automotive dual trade in Australia, it combines either a light or heavy vehicle apprenticeship with an automotive electrical apprenticeship.
According to South Australian Minister for Education, Training and Skills, Blair Boyer, “South Australia is leading the way with the rst automotive dual trades in Australia. It’s critical that we ensure apprentices entering the workforce are prepared with the skills they need.” In South Australia, zero and low emission vehicles
including hybrids, plug in hybrids and electric vehicles cur-
rently account for more than 20 per cent of all new cars sold, though uptake has
been slower in the realm of heavy vehicles.
MTA CEO Darrell Jacobs said, “Our members and customers were not only telling us that this technology was coming. ey were telling us it is already here.
“As an industry association, trainer and employer of automotive apprentices, the MTA’s job was to make sure that businesses and apprentices are ready for whatever enters the workshop.”
People and safety manager at dealer group Eagers Automotive, Jenny Seal agreed, “We are thrilled with the announcement of dual trade apprenticeships and the opportunities this will bring to
our SA dealer network.”
Paul Ljuldjuraj is a rst year light vehicle apprentice. He said, “Working at Adelaide BMW, I get exposed to some of the most high-tech vehicles in the country. I can’t wait to transfer to dual trade.”
South Australian Skills Commissioner Cameron Baker also commented, “ e South Australian Skills Commission has worked in partnership with the MTA to formally establish these dual quali cations. It is a great example of how, in partnership with industry, the skills system can develop and respond to speci c workforce needs.”
PROMINENT truck driver
training school Armstrong’s Driver Education is integrating simulation software into its training programs over the next six months.
Armstrong’s, which is based in Melbourne, has partnered with simulator company Motum to allow learners to hone their truck driving skills in a virtual environment.
While Motum CEO Steve Hoinville acknowledged that virtual driver training will never replace real-world experience in a truck, he said it offers a num-
ber of advantages.
“Armstrong’s will be embedding our Motum World technology into their core driver training program, while also maintaining their on-road training,” he told Big Rigs.
“Instead of learners wearing out clutches teaching basic manoeuvring, they will be doing an element of that in simulation.
“More importantly, we want to be able to expose the student to dangerous situations that we would hope they would never encounter in real life, but that
they probably will at some point in their career.
“That way, they can learn from that experience in a riskfree environment.”
Hoinville said that with a driving school, learners are likely driving the same roads over and over again, but the Motum simulator can expose truckies to different conditions.
“Our simulator could allow them to practice driving on back roads or narrow country roads, in poor weather conditions or in heavy and unpredictable traffic,” he said.
Currently, Motum offers simulation training in a four-andhalf-tonne van or a 65-tonne capacity mining truck, with rigid and articulated trucks in development.
“We have successfully modeled a MT65 mining truck for Alkane Mining in WA,” he said.
“When it’s empty, it weighs about 15 tonnes. When it’s full, it weighs closer to 90. The difference in dynamics between those two is substantial.
“We can easily model laden and unladen vehicles, as well as liquid laden vehicles.”
MINERAL Resources (MinRes) in Western Australia launched its specialised MC upskill driver training program with the aim of helping to fill over 100 driving positions across its operations.
A diversified resources company, with extensive operations in lithium, iron ore, energy and mining services, MinRes launched the program in October 2023.
As MinRes general manager port and logistics Jason Holmes explained, the innovative program upskills people with an existing multi combination (MC) truck licence with the skills and knowledge to drive the company’s 330-tonne quad road trains.
“The program was introduced to meet MinRes’ huge demand for heavy haulage truck drivers across Western Australia and northern Queensland,” Jason added.
“The program is tailored to the individual’s experience, with training including vehicle pre-start inspections, daily safety checks, driving on the haul road, operating the side
tipper trailers, radio communications and much more.”
Kelly Mottau from the Barossa Valley in South Australia is the 100th applicant to successfully secure a place in the program. She is part of the current cohort of students undertaking their training.
“I’ve previously worked in the mining and logistics industry and, after driving dump trucks, I knew the next
thing I wanted to do is drive quad road trains,” she said.
“I saw the job advertised and I knew it was a company I wanted to work for with their innovative approach and investment in resort-style accommodation.”
The program sees participants progress to take on MC driver positions at the company within six months, at MinRes and client sites
across the Pilbara and Goldfields regions.
With a 93 per cent retention rate, most of those who have completed the program are now behind the wheel of the company’s Kenworth C509s, which are the largest single-engine road trains in the world, with the capacity to haul up to 330 tonnes.
As MinRes explained, the robust, purpose-built prime
movers, which are equipped with a Cummins X15 engine and Eaton transmission, have consistently demonstrated they stand up to the harsh environments in which the company operates in.
For Kelly, the upskill training program has served as the perfect way to get into a dream role, and she encourages others to follow suit. “It’s
great to see women out there breaking down the barriers.
For anyone considering it, I would say go for it – you have everything in front of you,” she said.
MinRes is currently taking applications for its MC upskill driver training program. For more information, visit careers.mineralresources. com.au.
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:
(Brisbane based only)
You will be required to work on a rotating roster including Days-Nights-Weekends
Previous Operations experience preferred.
(Brisbane, Sydney, Melbourne and Adelaide Based)
• Training and further education
• Your safety
• Maintaining an impressive Fleet
Come and work for us as we are committed to:
On offer arepermanent 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
(Brisbane based only)
To apply for Mechanic positions please forward your resume to Workshop Manager via email to employment@kseaster.com.au
• High carbon steel and heat treated splines for longer life
• Deburred, oiled and marked for easy identification and replacement
• Meritor approved with a one year unlimited km warranty
