Big Rigs 22 November 2024 by Prime Creative Media

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CONTRIBUTORS

Truckin in the Topics/Spy on the Road: Alf Wilson, 0408 009 301 David Vile, Graham Harsant, Geoff Middleton and Jonathan Wallis.

Big Rigs National Road Transport Newspaper is published by ri e reati e e ia t is t e ar est circ ate ortni t truck publication in Australia with copies per ortni t

*12 month average, October 2022

WA road train signage back ip

BY DANIELLE GULLACI

THE announcement that new road train signs would be mandated in Western Australia was heavily criticised across the industry from the beginning – and now the state government has back ipped on the decision, with the new signs to be made voluntary.

New pictorial signs were rolled out from July 1, with operators told they would have until January 1, 2025, to switch over to new signage, at their own cost.

Just seven weeks ahead of that deadline, the WA Government nally came up with a solution.

Instead of having to fork out thousands of dollars for new signage, operators will now have the option to use their existing ‘Road Train’ signage or the new pictorial signage.

A Main Roads WA spokesperson says the decision came in response to concerns raised by the state’s road transport industry.

A Heavy Vehicle Road Signage Reference Group (HVRSRG) was formed to review the signage and to consider the impact to industry.

Eight representatives from di erent areas of the transport industry were present at the meeting on October 18, including organisations such as the Western Roads Federation (WRF), Livestock and Rural Transport Association of WA (LRTAWA), the Transport

Workers Union (TWU), and various transport companies.

Main Roads WA revealed as an outcome of that meeting, it was determined:

• Transport operators will not be required to replace the current ‘Long Vehicle’ and ‘Road Train’ signs with the new Restricted Access Vehicle (RAV) warning signs.

• For vehicles longer than 27.5 metres, operators can choose between:

o e existing ‘Long Vehicle’ and ‘Road Train’ signs, or

o New pictorial signs that show the length of the vehicle (27.5m, 36.5m, or 53.5m).

• Operators can also choose to use the new signs instead of, or in addition to the traditional ‘Road Train’ or ‘Long Vehicle’ signs. WRF welcomed the move,

with CEO Cam Dumesny tell ing Big Rigs, “ e government admits there’s been a problem in the process and the commu nication about the new road train signage.

“We approached them and put a working group together and to their credit, they’ve lis tened. When the industry is united, we can put our argu ments forward and the government will listen.”

Dumesny continued, “When you come back to basics, what the government was trying to do – and we don’t think it was the right solution – is to improve road safety.

“We need to get truck drivers more engaged in road safety discussions because they are the professional drivers out on the road each day and we need to tap into the knowledge that they have.”

Asked whether he believes many operators will switch

tural transport business Flex itrans, and up until recently held the role of president of LRTAWA – has lobbied from the beginning to have the decision overturned. He operates a eet of 39 trailers and dollies, so this news is a welcome relief. “I had gotten written quotes to get the new signs. I was looking at $30,000, and now that’s $30,000 I don’t have to spend to change signs,” Bairstow said.

“I haven’t bought any of the new signs, I was holding out. I’m pretty happy with the outcome. But there are already a

one I’ve spoken to was against it,” he added. “I think they knew they had to do something.

“I’d like to thank the government for seeing that the industry wasn’t for this. Going forward it would be nice to see some consultation before these sorts of decisions are made. “It wasn’t just one person who was against it. It was a whole-of-industry approach. is was industry standing up for industry to get a really good decision at the end of the day. When we stand together, we can make things happen.”

WA operators will have the choice to use the new signage or keep their existing signage. Image: Main Roads WA

Challenge to ride ‘Australia’s worst hwy’

OUTSPOKEN truckies’ advocate Wes Walker is calling for new Queensland Transport and Main Roads Minister Brent Mickelberg to show support for truck drivers by taking up his invitation for a truck-ride along the Warrego Highway.

Walker was so incensed by the conditions he struck on a recent drive to Longreach, he’s challenged Mickelberg and federal Infrastructure Minister Catherine King to experience rst-hand what truckies are battling every day.

“I challenge Brent Mickelberg and Catherine King to hire a ute and a box trailer from Bunnings and go from Brisbane to Roma on the Warrego and tell me that road is acceptable for anyone to drive on,” Walker said.

“I will also arrange for a ride back to Brisbane in a prime mover so they can experience rst-hand what

On a recent road trip from Brisbane to Longreach, Walker was shocked at the woeful state of the major freight route.

“ ere is no way truckies can manage their fatigue correctly when the roads are that bad,” an angry Walker told Big Rigs.

“You get bounced around. e truck loses control. You get that tired from ghting the road, you go to sleep.

“I’ve been on every major highway and this is 100 per cent worse than any other –it’s the worst road in Australia by a long way.”

To add insult to injury, Walker said are long stretches of the Warrego with what appear to be permanent signs alerting truckies to works, but little in the way of actual progress.

Truckie Patrick Lawson, who runs the busy Bollon Fuel and Rural Supplies in Bollon, Queensland, agrees

a landing strip compared with the Warrego,” Lawson said.

“I’ve just come between Roma and Wallumbilla and they’re still working on that section of the road which was only done two years ago.

“beautiful highway” in comparison.

Conditions are so bad on the Warrego the speed reductions back to 70km/h, and lower, Lawson said drivers are losing valuable time in their work diaries and risking nes for working past their allocated driving times.

truck and I still had air up for the brakes. I had to ring my wife and they had to come out in the Land Cruiser and she towed me 6km down the road to get it o the highway.

“ ere are no shoulders on the Warrego; you can’t get o and trucks do breakdown.”

t from a number of projects across the Darling Downs and South West districts including:

“ e Bruce Highway is like

“ at’s everybody’s concern – they’re spending all these millions on the sections, then they’re lasting six months.”

Lawson said one of the worst stretches is around Dulacca, between Miles and Roma.

He’s travelled that part of the Warrego more than most and knows every inch.

“It wasn’t even six weeks that they nished it last time and it was all falling apart. It’s fair enough that they’re putting all of this money into the roads, but the quality of the job isn’t to a standard.”

Lawson said the Bruce is a

“ en we get the ne –there’s no give or take. We’re all on a time limit and if we’re ve or 10 minutes over, we’re doomed. It’s a $1600 ne.”

His other issue along the Warrego is the lack of suitable areas for truckies to pull o , said Lawson, who drives up to 4000km a week along the highway.

He recently experienced a breakdown between St George and Bollon and couldn’t get o the road.

“ ank God it was 11pm and I was only in the body

Lawson said there is a woeful lack of pull-up sites all along the Warrego.

“ ere needs to be managed toilet stops along the way where you can pull over. ere are no rest areas to pull up. And some of the councils don’t like trucks parking in town and then they ring the police who come and move them on.”

Big Rigs had no luck reaching Mickelberg before issue deadline, but the Department of Transport and Main Roads told us prior to the state election on October 26 that the Warrego will bene-

• $361.7 million funding commitment for Warrego Highway (project details and timing subject to further planning and negotiation with the Australian Government).

• $277 million for the Warrego Highway (Ipswich –Toowoomba) and Mount Crosby Road interchange.

• $85 million for the Warrego Highway (Ipswich –Toowoomba), Bremer River Bridge, strengthening.

• $30.2 million Warrego Highway (Miles – Roma), pavement widening and culverts.

• $5.218 million Warrego Highway (Miles –Roma) and Wallumbilla South Road, improve intersection.

Queensland’s new Minister for Transport and Main Roads Brent Mickelberg. Image: Brent Mickelberg

Lots of signs alerting truckies to works, but little in the way of actual progress, said Walker. Image: Wes Walker

New parking bays for truckies in NSW

BY JAMES GRAHAM

TRUCKIES will soon have 14 more green re ector parking bays in southern NSW, thanks to tireless lobbying by concept creator and long-time driver, Rod Hannifey.

Transport for NSW (TfNSW) con rmed to Big Rigs that it’s in the process of nalising the exact spots but did release a list below of the highways the bays would be located.

• Burley Gri n Way

• Lachlan Valley Way

• Snowy Mountains Highway

• Princes Highway

• Olympic Highway

• Mid-Western Highway

• Newell Highway

• Hume Highway

• Monaro Highway.

It is expected the 14 new green re ector sites will be installed in early 2025, said TFNSW.

“Transport is also exploring future funding opportunities to identify and deliver new green re ector sites using industry feedback as part of a range of rest stop improvement initiatives underway across NSW,” a spokesperson said. Hannifey told Big Rigs it was encouraging to see green re ector parking bay progress in NSW.

TfNSW also gave him some posters to put up at truck stops in his travels to help

raise awareness of the concept and the new sites.

e full-time interstate driver for Ron Pilon Transport has been lobbying to have more o cial uptake of the cost-e ective solution across all states and territories for many years. But it’s been uphill battle to get buy-in to the concept which involves marking roadside poles with green dots – three dots denotes a bay 500m away, two dots for a bay 250m away and one dot signals you’re at the safe spot.

“I’m pleased that Transport for NSW consulted and sent me the list and told me that they’re going on to do more,” Hannifey said.

“ ey do have funding available, but they’ve started with these 14 easier sites rst that don’t really need any money spent on them.

“ e next round might need a bit of tidying up to be compliant with the guidelines.”

Hannifey hopes the interest from NSW may spark other jurisdictions to follow their lead.

South Australia installed 24 sites from Port Augusta to the border about two years ago but it’s been slow going elsewhere, Hannifey said.

More often than not, it’s Hannifey himself who stops when and where he can to place re ective green dots on the road marker posts.

He estimates that he’s marked up 10 additional

bays in SA, a dozen in WA, a similar number in Victoria, 15 in the Northern Territory, around 130 in Queensland and up to 250 now in his home state of NSW.

Ironically, Hannifey won a road safety award for the concept in Queensland in 2005 but hasn’t had any luck there since with o cials, aside from a couple of regional champions of his cause over the years.

“Aside from NSW and SA, I can’t get them to recognise the value and the opportunity to save people’s lives by marking those bits of dirt,” said Hannifey.

Hannifey said he’s always getting positive feedback among drivers who are aware of the re ectors and what they mean.

“I just received a Facebook friend request from a driver who made speci c comment that the green re ector bays have helped him in the past, whether it be for a kip over the wheel to get to the next formal bay, or simply for a leak.

“ ey still work in the daytime and for any reason when you simply need somewhere safe to pull up. I could have used one last night after hitting a roo, but had to use the

best bit of shoulder I could nd with decent sight distance, to check all was well.

“I was travelling from Bourke through Cobar towards Melbourne and there were a few more sites that could be marked. I will be chasing them again to suggest more sites for marking.”

Hannifey now wants to ask state and territory government three questions:

1. Will they ratify the use of

PARTS ON DEMAND

stockpile sites for truckies to use? He’s also written a letter that he’s sending o to each one. “We could do something overnight to solve part of the problem.”

2. Will they start maintaining rest area signs? “If they’re going to put rest areas up they must maintain the signs, because at night it doesn’t exist when the sign gets knocked down.”

3. Will they support a rollout

Rod Hannifey was encouraged to see green reflector parking bay progress in NSW.

Image: Sarah Barnsley

Hannifey plans to hand out these awareness posters at truck stops around NSW. Image: TfNSW

of green re ectors as in interim measure to provide somewhere for people to stop when they’re tired?

Everywhere he goes he sees sites that could help save truckies’ lives.

It’s even more frustrating for Hannifey to see existing stopping bays or rest areas that are poorly signed, have signs in disrepair, or no signs at all.

More recently, Hannifey came across a rest area site in central west Queensland near Aramac on the Aramac Torrens Creek Rd, that he said is not signed at all to alert drivers of what lies ahead.

“If it’s not signed, then the thing doesn’t exist,” Hannifey said.

“I ew past it on the way out thinking, ‘oh shit, I could have stopped there’.

“What happens if some bloke goes past it then 15 minutes down the road he falls asleep when he could have stopped there?

Hannifey went on to share a post about he’d discovered on his TikTok page Safetravelling.

“If someone can’t mark this properly, then we’re being let down,” Hannifey told his followers.

“We know fatigue is an issue, and there isn’t a billion dollars to rush out and build all the rest areas we need.

“But we’re being let down here, and the money’s going to waste and we’re being cheated out of something that could actually save somebody’s life.”

Why are green reflectors used?

Drivers of heavy vehicles unfamiliar with a route are less likely to be able to identify informal rest areas, particularly at night or when fatigued.

Green reflectors mounted on roadside guideposts are used as a simple, cost-effective way of assisting heavy vehicles drivers to more easily identify an appropriate informal heavy vehicle stopping opportunity.

How are green reflectors sites marked?

Green reflectors are placed in a vertical row on the guide post, below the existing red reflector.

These are installed in a 3 2 1 pattern before the entrance to the site:

ree reenre ectors on a guidepost 400 to 500 metres.

o reenre ectorson a guidepost 200 to 250 metre.

One reenre ector on a guidepost at the entrance.

bays.

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‘What do we have to do to get clean amenities?’

BY DANIELLE GULLACI

THIS long-time interstate truckie has described the stench of urine wafting from the toilets of a busy truck stop, as he tried to enjoy a meal at the dining area of the truckie’s lounge.

Bathurst-based driver Keven Mitchell says the state of the toilets and showers at the busy BP Eastern Creek site in Sydney is just not up to standard. He took to TikTok to share his frustration, telling his followers, “I need to burn my boots after going into the toilet – it is the most disgusting I’ve ever been to.”

When Keven spoke to Big Rigs, he mentioned some of the positives at BP Eastern Creek – such as a dedicated area for truck drivers and good food at a moderate price – but said the toilets and showers don’t re ect the same standard.

“It’s a real shame because this site is such a central hub. ey have such a high turnover of vehicles coming in and out but unfortunately their facilities don’t re ect the level of quality they should,” said Keven.

“As you walk towards the toilets, you’re met by a barrage of odour. My wife often comes with me in the truck and she’s at a point now where she won’t use the toi-

lets at all at Eastern Creek.

“I know they do have cleaners, but I don’t know the frequency. It smells like a septic tank. As drivers we deserve a modicum of decency when using facilities, and so does the general public.

“No matter what, if I stop to use facilities at a truck stop, I will always buy something – it’s a user pays system. If you’re buying fuel, dinner or a drink, you should have the right to use decent facilities.”

And Keven revealed that the showers are no better. “Even the showers, where there should be white silicone, it’s covered in black mould. And these issues aren’t just at Eastern Creek, it’s the same at a lot of di erent places.”

ough Keven added that it’s not just up to management to keep facilities clean. “It’s up to the drivers as well and unfortunately hygiene isn’t a priority for everyone!”

Online, many Big Rigs readers also shared their

“Honestly, this is one of the main reasons I gave up linehaul,” said Mark Paisley on the Big Rigs Facebook page. “ e lack of clean, easily accessible amenities on the road. Hard to be positive about the industry when you’re treated like a second-class citizen.”

While Brad McDonogh commented, “I stopped going there some time ago now after numerous times telling sta the showers had black mould growing between every tile and the state of the toilet was just absolutely disgusting.”

Lisa Hutcheson added, “ at’s why my husband refuses to go back onto interstate. Dreadfully disgusting amenities, no descent meals, constantly harassed by NHVR, shonky owners taking no responsibility for their gear and the driver getting ned as a result!” BP was contacted for comment but did not respond by deadline.

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NEWCASTLE/HUNTER VALLEY

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Ph 02 4932 0600, email: sales@hvss.com.au www.isri.com.au

Keven Mitchell said Eastern Creek BP is letting truckies down.

Funding bid recharges hopes of building electric highway

A pitch for federal funding and advances in technology have renewed Janus Electric’s hopes of starting to build Australia’s rst battery-electric truck highway from as early as next year.

Earlier this month, the Australian Renewable Energy Agency (ARENA) allocated $100 million to support demonstration and deployment of heavy vehicles, charging solutions and other innovation supporting uptake of BEVs.

With the help of rapidly advancing battery cell technology that now makes it possible to carry bigger loads over longer distances, Janus Electric CEO Lex Forsyth believes the company is in a strong position to make its case for a grant of between $35-$40 million from the Driving the Nation program.

“Our focus is on how to build something that is multi-user for multiple eets, rather than just being orientated for one eet, or one particular project,” Forsyth said.

“How do we get it so we start to build a network that opens it up to all eets, from the owner-operator to medium and large eets as well and I think ARENA is starting to see that – you can have a multi-user grant package.

“If we are going to see the

industry actively look at electri cation and decarbonisation, it’s got to be multi-user; it’s got to be built in key locations that are suitable for transport operators and for trucking operators to be able to use the infrastructure.

“ at’s the project we’re focusing on putting together now for this next round of funding that incorporates all of that.”

Forsyth said Janus, which converts existing diesel trucks to battery electric versions, and builds charge and change stations, has some “pretty impressive” statistics to back that up.

ey include 275,000km of total eet hours, 550 megawatt hours through the network and just over 2000 battery swaps.

“It’s not a concept anymore, it’s a solution for the operators and we’re seeing that with ever-growing orders and new charge stations going out as well.

“ e eet operators can see it actually works for them to get the utilisation out of their asset; they’re not parking the asset to charge.”

Forsyth said now that ARENA appears to be less focused on hydrogen, he believes Janus has a great chance to electrify the eastern seaboard from Brisbane through

funding to help build Australia’s first battery-electric highway. Image: Prime Creative Media

to Melbourne. His con dence is also boosted with the imminent arrival of improved battery cell technology from China in the new year.

Forsyth said that new technology would make it possible for a loaded B-double to get between 600-700km with a network of charge stations in all the key freight hubs.

“All of a sudden, with the new technology, Tarcutta becomes in range, Co s Harbour or Clybucca for changeovers.

“You’ve got the trucks doing the job and that’s the key difference. It takes all the arguments around range anxiety o the table.”

Forsyth said the aim for Janus is to now get to “cost parity” with diesel in some truck applications as soon as possi-

ble, and cost savings in others.

“If we can get assistance with getting the electrical infrastructure that’s required to make this work, it helps to be able to scale it into the future for the operators as well tooand the bene ts will ow on directly to the industry.”

Although welcoming of ARENA’s recent funding of Toll and Linfox truck electrication projects to the tune of $28.6 million, Forsyth would also like to see more government support for smaller to medium-sized transport operators as well.

“I think they’re the ones who really need assistance,” he said.

“It requires everyone in the industry to make the transition to make this work, not just the majors.”

gine rebuild. Operators also recoup, on average, a further $25,000 for the gear pulled out of the truck during the conversion.

“You’re getting brand new transmission, new motor, power-steering pump, water pump, air compressor, air conditioning units and a new radiator package as well.

“When you think about an engine rebuild, or a crate motor swap, and if you were to

do a transmission swap as well too, you’re not getting much change out of about $120,000 by the time you do that with a Linfox is using its $19.6 mil lion ARENA grant to help roll out 26 battery-electric trucks across Queensland, South Australia and Victoria and to build supporting charging infrastructure at distribution centre sites. Toll will deploy 28 Volvo battery-electric trucks and build supporting charging infrastructure at 10 sites across Australia with the assistance of its $9 million grant.

NHVR boss resigns after more than a decade in top role

SAL Petroccitto has an nounced his resignation as CEO of the National Heavy Vehicle Regulator (NHVR) after more than 10 years in one of the industry’s top jobs. His last day in the role will be January 24. e NHVR told Big Rigs that Petroccitto isn’t going to another role but instead taking a well-deserved break before considering what other opportunities are available.

NHVR chair Duncan Gay said Petroccitto was leaving the NHVR in great shape following an unheralded period of achievements in establishing a modern and respected national body.

“On behalf of the NHVR board, sta and the road transport industry, I want to share my sincere thanks to Sal for his outstanding dedication and passion in championing better outcomes for the safety and livelihood of the heavy

vehicle industry and all road users,” Gay said.

“Sal has worked tirelessly to build industry trust and respect to ensure the modern regulatory approach being implemented by the NHVR will achieve genuine and tangible national safety and productivity reform.

“His no nonsense and practical approach in ‘saying it as it is’ was embraced by industry and a critical part of the partnership and trust he built.”

Gay said Petroccitto also

drove the successful transition of participating state-based regulatory functions to establish the NHVR.

“Under Sal’s leadership, we are now seeing consistent enforcement and education outcomes paving the way for more on-road consistency.

“ is includes leaving a legacy of achieving genuine safety behavioural change and improved culture through the establishment of an inform, educate and enforce approach to compliance.”

Australian Trucking Association chair Mark Parry said Petroccitto had joined the regulator in May 2014 at a time of crisis.

Parry said that when the NHVR started full operations in February 2014, it rapidly accumulated a backlog of thousands of road access permit applications.

“Sal dealt with the backlog and transformed the NHVR’s

customer service capability.

Just weeks ago, the Customer Service Institute of Australia named Sal as the Customer Service Executive of the Year,” Parry said.

“Other government service providers and regulators could learn from Sal’s success.”

Parry also emphasised Petroccitto’s role in improving Advanced Fatigue Management (AFM).

“Under Sal’s leadership, the NHVR recognised that providing operators and drivers with the opportunity to manage their working hours more exibly delivered both productivity gains and greater safety,” he said.

Parry also thanked Petroccitto for his willingness to engage with the trucking industry.

“One of the hallmarks of Sal’s tenure in the role has been his willingness to consult with the industry and talk

Kenworth locks up top slot for 2024

THIS time last year Kenworth and Volvo were neck and neck in the race for heavy-duty supremacy in Australia.

When all the 2023 October deliveries were tallied by the Truck Industry Council (TIC), the two giants were just 58 units apart year-to-date (YTD), with Kenworth on 2906 and Volvo on 2848. Fast forward 12 months and Bayswater has a lot more breathing space with just two months to go in 2024.

In the latest numbers from TIC, Kenworth recorded an impressive 375 sales for October against Volvo’s 272.

at brings Kenworth up to 3078 YTD, up from 2906 in 2023, while Volvo is on 2689, down from its 2848 total at the end of October. In terms of the heavy-duty market share, that moves Kenworth up to 21.4 per cent (YTD), up from 20.5 in 2023, with Volvo on 18.7 per cent, down from 20 per cent at the same time last year.

Amongst the top ve, Isuzu and Scania also carved out bigger YTD market shares after the October numbers were tallied. Isuzu notched 230 units for the month – despite not

having a prime mover in the Australian market – and improved its year-on-year market share to boot, moving from 13.6 per cent up to 14.2. Scania continued its long run of success this year and also strengthened its YTD market share – up from 7.8 per cent at this time last year to 8.8 per cent at the end of October 2024. Across the board in the heavies, the total was fractionally down on the same month last year, 1527 vs. 1558, but YTD the numbers are still strong and shaping to

be a new annual record for the sector.

Overall, there were 4525 trucks and heavy vans delivered in the month, a 13 per cent increase on the same month last year, when the total came to 3970.

Isuzu again dominated at the top with 1186 deliveries, good enough for 26.2 per cent market share in October.

e October overall gures mean the YTD total is 42,780, which is 3358 more than the same time last year and up 8.5 per cent on the end of October tally in 2023.

at industry events about the NHVR’s plans. e incoming CEO should continue Sal’s approach,” he said.

e South Australian Road Transport Association (SARTA) also acknowledged Petroccitto’s contribution as CEO for the past 10 years.

“We have had countless discussions with Sal over the past decade on almost every aspect of the HVNL and the NHVR’s operations,” said executive o cer Steve Shearer.

“Whilst we have not always reached agreement, we have appreciated the opportunity to have the discussion.

“ e NHVR CEO role is a largely thankless one. It’s made all the tougher as the NHVR is often caught in the middle of too many turf wars and disagreements between jurisdictions and their transport agencies and police forces.

“Freezing the NHVR out of

the critically important review of the HVNL, which has now dragged on for six years, has been another of the great disappointments of the past 10 years, not only for Sal but also for the industry.

“It’s quite incredible that the organisation that is responsible for administering the HVNL has been largely excluded from the review process.”

Shearer added that despite these di culties, Petroccitto and his team have achieved “considerable improvements”.

“We look forward to working with the new occupants of the NHVR’s three most senior positions: a new CEO, new director of prosecutions and new executive director of strategic compliance.”

Gay said an extensive nationwide recruitment process will commence over the coming weeks to appoint a new CEO to the NHVR.

will have his last day in office on January 24. Image: NHVR

Membrey’s Transport and Crane Hire recently took delivery of this special T909 to celebrate owner Craig Membrey’s 60th. Image: Hallam & Bayswater Truck Centres

Fatigue Management Solutions

Sleeper Cab Cooling and Heating

More to

EDITOR JAMES GRAHAM

top wasn’t a huge shock. Overseeing a new regulatory body still nding its feet would be a thankless job at the best of times, despite his many achievements. We wish him all the best wherever he pops up next.

It’ll be interesting to see who lls his shoes. Yes, we have made technological leaps in Petroccitto’s tenure, and he’s overseen the uni cation of several jurisdictions. But we have a national law that’s anything but, and heavy vehicle units in the police that don’t seem aligned with the NHVR’s policies. And why is Big Rigs still publishing stories about truckies not having the most basic of amenities?

A lot of it all comes back to that same old issue – the lack of industry respect. Until that’s xed, we’re just papering over the cracks.

HOT WEB TOPICS

Boggabilla crime spree warning Action plan for driver shortages

WHEN a 61-year-old truck driver spoke of how he was attacked while sleeping in his truck at Shell Boggabilla during a night of crime, many readers spoke of the dangers grappling the area.

Dave Beecham commented, “I got stuck there, was booked in a motel on other side of camera. Left my truck outside the police station, got a cab to motel. Cops actually came and got us to take it away because they didn’t want it burnt out in town.”

Niell Graham said, “I’ve been forced to stop at Boggabilla a few times because I didn’t have the time to make the camera but luckily I’ve

never had to stay overnight!”

Neil Gordon wrote, “You try to defend yourself and then you get charged with assault or worse, it has become a joke, repeat perpetrators let o with a slap on

the wrist.”

While John Klye added, “Never stopped there when I was on that route 20 odd years ago... Because it was risky. Won’t even think about the place these days.”

Calls for uni ed inspection system

IN Victoria a full roadworthy inspection could take up to four hours, while in NSW the inspection might only take 30 minutes. e NHVR says it’s now looking at ways to streamline the process across all HVNL states and territories.

However many Big Rigs readers were sceptical of how this could work in practice. “ at will never happen as the states have di erent rules and regulations so that they can make money from interstate vehicles,” wrote Rod Sumner.

Niell Graham shared a similar view, “Yeah good luck with that, they can’t have the same road rules in every state – try

getting the simple things right rst.” Matt Williams added, “ is is just another avenue for the NHVR to expand itself and encroach on state authorities who have the relevant local knowledge and experience in that particular jurisdiction’s HV operations, networks, operators and problems.”

A new project is looking at the possibility of a national inspection system that would apply in all the states and territories. Image: NHVR

Others said more focus needs to be given to the poor condition of the roads.

“Streamlining the money into the roads would be a good start. While we’re at it, what about starting a group to inspect the roads to make sure they are safe for us to use!” commented Elizabeth Graham-Campbell.

A new survey reveals almost half of Australian freight businesses are already facing severe or very severe di culties lling driver positions –and NatRoad has proposed an action plan to help address the issue.

Big Rigs readers shared their thoughts on what’s adding to the issue.

“With the fact that our job is classed as one of the most dangerous in the country. And also the standard of new drivers being less than professional. Is it any wonder that people are leaving the industry?” asked Wayne Rogerson.

Ben McArdle commented, “ ere’s many reasons to

WHEN dashcam footage rst surfaced of a near-miss on Main South Road, SA. Some media outlets were quick to point ngers, accusing the truck driver of trying to dangerously overtake.

What actually happened was the prime mover, carrying a full load of sheep, was forced to come to a complete stop when the four-wheel drive in front of it hit the brakes to avoid a cyclist on a pedal trike.

“Not the media not knowing the whole story – the media cutting out the truth and sensationalising the lie,” said Dave Cowan.

“Always two sides to every

says there are currently over 26,000 unfilled driver positions. Image: LightItUp/ stock.adobe.com

leave the industry, not many to stay in it. I weighed up my options and left after 15 years.”

Young MC truck driver

Cam Caldecott added, “I have considered working line-haul many times. But from what I’ve seen and the story,” added Jenny Varcoe. Kathy Nick Maclagan commented, “Everyone is quick to blame the truck… don’t worry about the bike on the bridge.”

stories I hear and read regarding ridiculous NHVR nes, lthy amenities, lack of rest areas, dangerous behaviour, the cost of living on the road, greedy and misleading bosses… every time I get close to applying; I decide I’ll stick to FIFO.

good job pulling that up… If the truck had hit the 4WD, then I sure as hell wouldn’t be blaming the truckie!”

Glenn Eric praised the driver’s actions, “He did a bloody

Vanita Taylor Morin added, “Bikes shouldn’t be allowed on that road. Not enough room for everyone.”

NatRoad

The truck was given no option but to come to a complete stop. Image: Ugly Dog Transport

IN BRIEF

Dedicated haul road

The Onslow Iron project’s dedicated haul road is now complete. It will support the planned conversion of Mineral Resources (MinRes) road trains to autonomous operation.

Designed and developed inhouse by the MinRes team, the 150km sealed and fenced haul road is used to transport iron ore through the Pilbara, from Ken’s Bore Mine to the Port of Ashburton.

The iron ore is transported using 330-tonne road trains operating on private roads.

The new haul road has been specially designed for use with MinRes’ autonomous road trains, using a series of roadside monitoring bases positioned alongside the roadway.

DP World’s acquisition

DP World Australia has announced plans to acquire Silk Logistics.

With its fleet of prime movers, side-loaders and trailers, Silk Logistics provides port-todoor logistics services, operating from 21 logistics hubs and 25 warehousing sites across Australia.

DP World Australia has entered into a binding Scheme Implementation Deed for the acquisition of 100 per cent of the issued share capital of Silk Logistics Holdings Limited via a Scheme of Arrangement with a cash offer of $2.14 per share.

The transaction values the equity of Silk Logistics at approximately $174.5 million.

The transaction is expected to be completed in the first half o

Coffs Harbour Bypass

The first phase of the $2.2 billion Coffs Harbour Bypass project is complete, with the project on track to open to traffic in late 2026.

The Coffs Harbour bypass tunnelling team working on either side of the 410-metre-long Gatelys Road Tunnel have broken through the northbound tube and southbound tube, completing the first major phase of the three tunnels to be built as part of the bypass.

A breakthrough at the 320-metre-long Shephards Lane tunnel is expected in midApril 2025.

Once complete, the project is expected to remove 12,000 vehicles from the CBD, along with reducing travel times.

Western Star recall

Penske Australia has issued a recall notice for 337 trucks from its Western Star X-Series due to a software issue.

The notice says the brake lights may not illuminate as intended when the service brakes are automatically applied during an Active Brake Assist (AEB) activation.

Impacted vehicles are not compliant with Australian Design Rule (ADR) 13/00 – Installation of Lighting and Light Signalling Devices on other than L-Group Vehicles.

The affected units are 47X, 48X and 49X models, within the year range 2019-2024.

Owners of affected vehicles should contact their preferred Western Star dealer to arrange to have the software updated, free of charge.

Truckie turned MND warrior passes away

BY DANIELLE GULLACI

FORMER truck driver Warren ‘Woz’ Acott has passed away following a brave battle with motor neurone disease (MND).

Warren had spent more than 40 years on the road, including 20 years as an owner operator, before his diagnosis in July 2023 forced him to give it all up.

He got his rst taste of being behind the wheel at a young age and spent a lifetime in the transport industry.

When he spoke to Big Rigs in 2022, before his diagnosis, Warren said, “I was driving trucks as a kid and it evolved from there. It’s in the blood.”

Warren’s early symptoms of MND didn’t seem too concerning at rst. It started with a cramp in his left hand when he was on the tools, working on his truck. at progressed to a tingling up the arm – which prompted him to get checked. Warren described what came next as being absolutely heartbreaking. “It rips your guts out, seeing everything

you worked for go out the gates,” he said.

Warren continued to drive his beloved 2009 Kenworth T908, for as long as he could. But after a fall, he put his truck and trailers up for sale.

Despite the physical challenges of this debilitating disease, Warren was determined not to let it stop him in his tracks.

He did all he could to make a di erence to those impacted by MND.

Armed with his ride-on lawnmower – which became his makeshift wheelchair – Warren set o on a gruelling journey, which would become his last run up the highways.

He launched the Mow Down MND campaign, with the help of his daughter Belinda, bringing a voice to those su ering from the disease.

His goal was to push for the government to make MND a noti able disease, which would go a long way in assisting with future research and helping those su ering from the illness to nd the help

Departing from his home in Toolleen, Victoria, Warren travelled all the way to Parliament House in Canberra, where he got his voice heard, meeting with Prime Minister Anthony Albanese to discuss the issue.

family members, including two of his young grandkids, who remained by his side for the entire journey – and despite set-backs, including an awful fall, there was nothing that could get in his way.

A true display of strength, resilience and determination, Warren’s 772-kilometre journey took 11 days to complete – capturing the hearts of the nation.

sively. is funding will go towards creating a specialised dashboard for monitoring the prevalence and impact of several conditions, including MND, and to establish a system for updating data regularly.

Belinda told Big Rigs her father fought hard right to the end. “Going from someone who used to do everything for himself to literally not even being able to do anything was his living nightmare,” she said.

He and his support crew made stops at various towns, collecting signatures for his petition to make MND a noti able disease, including Shepparton, Jerilderie, Grifth, Leeton, Wagga Wagga, Gundagai and Yass – where he was greeted by supporters of his cause, with many memorable moments along the way.

Warren was supported by

His petition to make MND a noti able disease received over 14,000 signatures, and the Mow Down MND campaign also raised $17,098 for MND Australia and $7577 for MND Victoria.

A response to their petition came in August, and though the request to make MND a noti able disease was not actioned, the government announced it would commit $550,000 to the Australian Institute of Health and Welfare to report on neurological conditions more comprehen-

“He hung around for as long as he could for us and made a di cult but courageous choice in the end. He will always be in the hearts of his daughter, son, four grandchildren, ex-wife and all who loved him. He was a ghter all the way until the end and will be truly missed.”

Belinda added that Warren’s nal week was di cult. “His last week was lled with love, laughter and family, together with extreme hunger as he could no longer eat, pain as his muscles had wasted away, communicating with a laser light as he could no longer speak, and pure exhaustion from the battle of it all.”

e family thanked sta from Mecwacare, Flora Hill, Calvary Health Care Bethlehem, MND Victoria and Bendigo Palliative Care; along with everyone who supported Warren throughout his journey.

A funeral service was held for Warren in Bendigo, on Friday, November 15

New $107 million road train-rated bridge opens

THE dual-lane Brooking Channel Bridge in Western Australia’s Kimberley Region opened to tra c earlier this month.

Part of a $107 million project, the new bridge replaces an ageing single-lane bridge.

e project strengthens the resilience of the Great Northern Highway, which was critically damaged in the ooding that followed Ex-Tropical Cyclone Ellie in late 2022 and early 2023.

While the Brooking Channel Bridge was not destroyed by the ooding event, it remained a 100-metre single-lane bottleneck with limited survival capacity in future major ood events.

Federal Infrastructure, Transport, Regional Development and Local Government Minister Catherine King said, “ e New Brooking Channel Bridge is an important addition to Great Northern Highway, building

a more resilient supply chain in the northwest of Western Australia.

“Australian government is working closely with the state government to progressively replace the single lane bridges on Great Northern Highway to reduce the risk of major disruption we witnessed fol lowing last year’s ooding.”

funded by the Australian and Western Australian govern

ments, is the rst to be delivered under WA’s Kimberley Resilience Program.

It is capable of supporting large loads, including road trains and other heavy vehicles. A new footpath has

the project in less than nine months, ensuring its completion prior to the onset of wet season.

is followed the successful delivery of the New Fitzroy River Bridge, which opened

before the onset of the wet season.

“ e resilience of our supply chains, particularly in the Kimberley, is of the utmost importance to our government,” she said.

“After the catastrophic oods in late 2022 and early 2023, replacing the ageing Brooking Channel Bridge was identi ed as a key project, and its delivery will provide greater certainty

The new bridge opened to traffic on November 13. Image: Rita Saffioti MP

Warren Acott spent a lifetime on the roads, before being forced to give it all up.

He made the 772km trip from Victoria to Canberra on a ride-on lawnmower to get his voice heard. Images: Mow Down MND

Warren Acott with Prime Minister Anthony Albanese and his daughter Belinda.

from left]: Sue, Colin, Tracey, Belinda, and grandchildren Akiko and Moby, during the Mow Down MND run into Canberra.

‘Tassie Devil’ still has diesel in his veins

His parents thought their academically gifted son would tire of trucking early on, but 30 years later that same passion for the industry burns strong.

BY JONATHAN WALLIS

SEAN Hinds from Beaconseld in Tasmania rst burst into my life as an ebullient 13-year-old who had come to Adelaide to go for a ride with Robert Nicholson in his ‘Rig of the Month’ 1982 LNT 9000.

It seems that Sean was already an a cionado of trucking publications and had written to Robert requesting a trip in his new truck, to which Robert happily agreed, after chatting with Sean’s parents, Kevin and Pat.

Robert recalls how much he had enjoyed the trip and Sean’s enthusiasm, and he subsequently went to stay for a few enjoyable days at Beacons eld with the family.

en a year later I had a phone call from Sean’s father, Kevin, asking if we could put Sean up for a couple of weeks during his school holidays, and take him around with me while doing my Big Rigs rounds and interviews and maybe get him a ride in a truck or two.

Kevin, who was then driving for Boral, explained that Sean had recently achieved straight A’s in all his subjects, with a 100 per cent attendance, and that his teachers believed he was capable of a university career.

Kevin and Pat had discussed it and decided that perhaps the best way to get Sean over his obsession with trucks was to let him ‘overdose’ on diesel, and maybe experience a trip or two away to see the reality of life on the road.

I discussed this with my friends and family and we were all happy to co-operate. So nally, there we were at the airport picking up this 14-year-old young man, who

spoke endlessly about trucks, and life in the Boral Quarry where his father was based, in between drinking cappuccinos and packing up with laughter.

First to the BP Truckstop at Wing eld and introductions to all my personal friends and acquaintances, who immediately began planning when and where they could take him.

And take him they did, and by all accounts they all enjoyed doing so greatly, and found him witty and entertaining, if prone to taking an occasional nap, and then needing a cappuccino or two at every truck stop!

His rst trip away was with Harry Stamoulis in a car carrier to Brisbane and return. is must have been an entertaining trip all round with Harry’s endless fund of stories and also his willingness to stop over at truck stops along the way between Adelaide and Brisbane and a highlight for Sean was going out on the town with Michael Papametis, Paul’s brother.

Sean fondly recalls that “apart from meeting all these interesting friends Harry had along the way, and his interesting stories, mainly I was impressed at the vast distances between towns along the way. Especially out Broken Hill way, and also the stop overs at Little Topar which seemed to be in the middle of nowhere.”

en there were a couple of trips to the south-east with Des Meier in the T600, where Sean tells us he had a great practical introduction to the job.

“Being young, and t as I was, made stacking the cartons in the pan easy, and it was interesting seeing the origins of toilet paper and tis-

sues! at trip with Des has seen a good friendship develop that lasts to this day.”

Next was a trip to Woomera with Gary Sheahan in his “Chug Along Transport” SAR which gave Sean a desert and mining experience and a lesson in forgoing his regular co ee stops, “but as I remember, it was the amazing outback/desert scenery that really impressed me, and the colours of the Flinders Ranges.”

And there was one memorable trip to Ceduna with “Agro” and Pharen, doing a changeover at Ceduna and then return to Adelaide.

“ at was a great experience on many levels,” Sean recalls. “It was also my rst long trip in a cabover Kenworth and it opened my eyes to the many road trains we saw, especially at Port Augusta, coming down from Darwin, and the sheer size of the trucks as well. It was like a window into another world in fact.”

In between trips away there were the times spend chatting freely with all and sundry at the BP in Wing eld, which was always like a family gathering.

Here he could enjoy his coffees and reminisce about his times spent working in the quarry.

He also met some real legends of the industry here such as Gerry Hoare, the rst woman to drive a road train in the Northern Territory (for Downard Pickford’s) and whose W-Model Kenworth was always immaculately detailed, right down to having doilies on the dashboard.

It was Gerry who pulled Sean up in full stride talking about his experiences in the quarry with a quiet remark one evening that: “Yes Sean, but it would have been easy work for you in the quarry as all you had to do was say ‘giddy up Dobbin!’ every now and then.”

ere were also the girls and Barry on the consol, and Eileen and John in the kitchen, all of whom accepted him as part of the family.

Of the BP, Sean remembers: “It was such a great place, great stories and great mates, and tucker, and coffees. It was sort of like coming home every time I went there.”

So, did he overdose on trucks? It only appeared to increase his appetite for a life on the road, and it was a reluctant Sean that we took to the airport to return to Tasmania and school.

Well, much to his father Kevin’s sorrow, on leaving school Sean steadfastly stuck to his stated ambition of driving, trucks mainly, but also some earth moving and heavy equipment as well. But before that, with a little persuasion and a friendly Big Rigs editor (John Pickford) Sean was to add another

Admittedly this was done with a lot of help from

Continued on page 14

accomplishment to his belt, while he was 15 and still at school, he became the “Tassie Devil” with his own column in this esteemed masthead which ran for about 18 months.

his mother, Pat, who drove him here and there, distributing copies of the paper as far as Epping Forest. Well trucks were really a Hinds family a air and with his late father still driving for Boral and his brother Tony

a professional driver as well, Sean went straight from the schoolroom into the Stornoway Quarry and up at Breadalbane, also working with the Stornoway road-gang.

Sean, pictured here with his Gradco Kenworth T610, has no regrets about his career choice.

Sean, 45, reunites with his old mentor, Jonathan Wallis.

Sean with ‘Agro’ heading westbound and through a window into another world. Image: Sean Hinds

Sean, aged 14, with truckie Des Meir.

2016 Kenworth T909 6x4

Western Star 4700SXC 6x4

Lusty EMS B-Double Combination

Bruce Rock B-Double Combination

Sean stays true to his truckie dreams

From page 12

AT 18, Sean began his career at Boral, working the quarries. When he turned 19, he obtained his HR licence and began driving 10-yard tippers, also loading ships at Bell Bay, for di erent companies to gain as much experience as he could.

At 21 he gained his HC and moved from the quarries to Boral’s logistics team.

After some years Sean’s career took him from quarry worker to driver to eld supervisor/allocator and this entailed o ce work, which combined with management and sta changes didn’t t well, so he pulled up his pegs and found work driving for Prospect Timber and Landscaping, where he was really happy for a couple of years.

“During this time, I sourced a Super-Liner Mack tipper up in Queensland. With the help of my brother, Tony, we organised it to be oated to Melbourne, then across the water to Tasmania. Back home, I restored it and showed it proudly at Epping Forest in memory of my dad in January of 2018.

“By now there had been a change in management at Boral and I went back to them again and stayed there for another six months.

“I then followed this manager back to Prospect Timber and Landscaping which suited me down to the ground.”

ere was lots of excavator work in the company’s sand pit at Cleveland and home every night to wife Susan and their three girls, Jordan, now 17, Prudence now 20 and

Maddison now aged 22.

Sean then heard of a good job over on the West Coast in the iron ore mines at Savage River mainly driving dump trucks and associated heavy equipment.

“I applied for the job, was duly interviewed, and accepted, and went o to Savage River working shifts and on a rotating roster of four days on, four days o .

“It was a great experience, but it soon became obvious there were some serious drawbacks, even though I did enjoy working with some amazing heavy machinery.

“I really enjoyed the job, and the crew, but by the end of the day I had to come home and be with the Susan, who was having health issues again, and the family as they had to come rst.”

We have watched Sean over the years looking after his father, and then 15 years ago, on December 28, 2009, Susan su ered a major stroke with the necessity of removing a section of her skull to alleviate the swelling. Subsequently the bone was found to have an infection involving the insertion of a titanium plate and more trauma.

We have watched her heroic battle to return to health and reclaim the lawnmower from Sean, who had indeed done a splendid job of being nurse and housekeeper for the girls.

Recently, she su ered from another episode but happily Sean has been home with her, and she is once again returning to her old self.

“Susan is just the most courageous and amazing lady you could imagine, and I

look with pride and love at our family, the three girls, Jordan, Prudence, and Maddison, and all we have been through, and all the ups and downs we have survived right up to today, and it has all been worthwhile.

“And whilst Pat guided me through my career from being Big Rigs’ “Tassie Devil” to being on hand, with Max [Pat’s second husband], to help out here and there at home today, I count myself a lucky man indeed.”

Sean, now 45, also quickly found a job closer to home

with Gradco, and what a top job it is too, he enthuses.

“Top out t, top crew and I am driving a top truck, a T610 Kenworth with a 550 X-15 Cummins up front towing a quad dog and happily I still have a gear stick as I always prefer a manual.

“ is turns out to have been a timely return to being out on the road, as I had lost the passion a bit, I have to admit. A brand-new Kenworth and being home-based has refuelled my vocation and keeping busy carrying products from our many quarries to

projects all over the state.”

that academic career, which had beckoned in his younger years, for a career in trucking?

what I wanted to be, simply a truck driver. And I count it as a great fortune that I have been able to stay true to my dreams and to achieve that.

“I do take pride in being

one of a large brotherhood of drivers out there acrossing the country running and taking a great deal of pride at doing it without undue fuss and professionally. And I still reckon young people could do far worse than nding themselves a foothold in the industry, and that there is still a great future in driving today.”

Veteran truckie heads into retirement after 60 years

IAN Porter was just 17 when his cousin introduced him to interstate haulage – and has now spent 60 years in the transport sector.

But he’s decided that’s now the time to take a step back. Ian currently works as a Lowes Petroleum driver trainer. As he heads into semi-retirement, he re ected back on the early days of his career. As Ian tells it, there was no real training, instead the newest bloke working for the

company would be in charge of training the new guy.

“So, you had two people in a vehicle who both had no idea what they were doing,” Ian laughed. “It was all good fun for them. ere were no protocols and virtually no rules and regulations.

“It was just ‘out you go’ and if it worked, it worked and if it didn’t work – well it didn’t work.

“It went from a situation where you basically taught yourself. Preservation natu-

rally is on everyone’s minds, but what we did back in older days compared with what is required now by law, and expected by the transport sector, is entirely di erent.”

Of his six decades in the game, Ian has spent around 50 years working in the fuel industry.

He says he’s loved his time at Lowes Petroleum where “everyone knows everyone, you’re not just a number in the bunch”.

“ ey have been a marvel-

lous mob to work with,” he revealed. “It is corporate but still family and that’s what I love. Whether you are in depot-land or on the road or even the owners, everyone knows each other.”

As Ian looked back on his career, he said he’s also seen huge leaps in truck technology. With no air-conditioning or heating, he says it was quite common, in his era, for truck drivers to su er frostbite driving in freezing conditions one week, then nearly

passing out from heat stroke, from high temperatures the next.

ose conditions caused him great angst in the early days, especially when he was working for Tropical Fruit Interstate and they became the rst transport company taking pineapples from the Sunshine Coast to the Melbourne Markets by road.

“It was a real worry when we then started transporting beans as they were packed in hessian bags, and you’d al-

ways worry you’d be delivering frozen beans,” he laughed. “Today’s vehicles virtually drive themselves. e rattlers I used to drive were fuel guzzlers and incredibly rough. Today, the systems of control, the braking systems are all amazing.”

He says his biggest take home in training drivers is around safety and compliance: “I tell them to stick to the rules and regulations: don’t be creative – pretty simple rules to live by.”

Ian with Lowes Petroleum HSSE advisor Jason Rigby, left, and HSSE general manager Bernie Morris.

Pretty in pink at Temora show

Land Transport has a growing fleet of themed trucks, including this eyecatching Kenworth, resplendent in the favourite colour of the owners’ truckloving granddaughter.

BY DAVID VILE

“I asked for a new T610 –I thought I was getting a white one with ‘Land Transport’ on it and this is what turned up!”

And with that, Tony West found himself behind the wheel of ‘Miss Ivy’, a bright pink Kenworth SAR named for one of the Land family’s younger members.

Tony has been driving the distinctive truck for the last 18 months, with the colourful Kenworth drawing a number of admirers both out on the road and at a variety of events.

He had headed up the Gold elds Way in late September to the Temora Truck Show, with truck and driver looking to continue on their success from 2023, where they took out the Truck of e Show honours.

Having given the guards and the stainless a bit of a shine prior to judging for this year’s event, he took the time to have a chat to Big Rigs about the truck and his time on the road driving it.

“ e company has about 15 themed trucks. It was decided that the grandkids would be given a colour chart, and they would pick their favourite colour. Ivy’s favourite colour is pink so away they went - she was about ve years old when she picked this one out,” Tony explained.

“Ivy’s sister has a 6900 Western Star, ‘Sunrise Ruby’ and there are another ve to six in Melbourne with the kids’ involvement down there - it’s a good thing for the family and the kids are invested in it too.”

While the truck is based a long way south from the company’s main depot, young Ivy recently had the chance to go for a ride in ‘her’ truck.

“I happened to be in Brisbane the other week when she was there on holidays, so I took her out of the depot and around the block in it, she loved it,” he said.

e SAR was painted in its pink hue, known as Jane McGrath Pink due to it being the same shade used by the Breast Care Network Australia, on the production line at the Kenworth Bayswater plant. It was then sent to Masterart Designs in Brisbane for a bit of further attention, with a unicorn adorning the back of the sleeper cab.

“Unicorns go with the theme and Masterart came up with the idea so they went with that. Rocklea Truck Electrical then tted all the bling.

“I didn’t realise how many lights were on it - I thought that there was just a few here and a few there so my young bloke went out and counted them and came back in and

IT WAS DECIDED THAT THE GRANDKIDS WOULD BE GIVEN A COLOUR CHART, AND THEY WOULD PICK THEIR FAVOURITE COLOUR.”

said, ‘there are 96 lights on it!” said Tony with a grin. e SAR is also tted with a SleeperAir cooler unit, drop visor and driving lights with the personalised Queensland ‘MISSIVY’ number plates adoring the front and rear bars, and a ‘Pegasus’ ying horse hood ornament sitting atop the Kenworth ‘bug’ emblem.

On the inside the pink theme extends to the Pearlcraft pink-marble patterned steering wheel, gear shifter and grab handles. e truck is currently rated to 97 tonnes, with a Cummins X15 and 18-Speed Roadranger pushing the power through to the back end.

Having clocked 270,000 trouble-free kilometres thus far Tony reckons that the 610 is leaps and bounds ahead of his previous truck, a big-cab K200.

“I got into this and thought I was in heaven. e K200 had come a long way from the rst cab-over Kenworth one I drove in 1980, but I couldn’t believe the ride in this from the rst trip to Darwin, especially when I got out around Augathella.

“I have also driven 909s, and this is on the same wheelbase, but this has more room in it, and they are not as rough. e 50inch bunk is also a better set up with the wardrobe and drawers,” Tony explained.

With the company’s head o ce in Toowoomba, Tony runs pretty much ‘anywhere with anything’ from

his base at Wagga Wagga, generally pulling a B-Triple tautliner set.

“ e way it’s going, B-triples are the next B-double. We have been setting up a lot more B-triples. It’s currently rated at 97 tonne but it can go out to 110 tonne. We do mostly road train work with it, generally as a B-triple. I run just about anywhere with it. My maiden trip in it was to Darwin. I have also run it across to Perth but most recently we have been running up and down the east coast.

“We cart anything from handbags to forklifts and anything in between. I used to tow open trailers with the K200, but this one has been tautliner work as I am getting old and frail,” he said with a smile.

With its colour scheme setting it apart from the majority of other trucks on the road, Tony has taken on board getting the truck out and about to shows and events as his schedule permits.

“I thought If I’m going to drive it I will own it, so we have the ‘Miss Ivy’ shirts and hats made up that we wear. e truck is predominantly for the kids, but we fully support the Breast Care Net-

work Australia where we had it last year at a fundraiser for them just out of Toowoomba at Murphy’s Creek,” he explained.

Apart from its success at the Temora event last year, the SAR has also had a presence at a number of other shows and events. With Land Transport the naming-rights sponsor of the Colac Truck and Ute Show Tony found himself displaying the truck in southern Victoria earlier this year, with the Kenworth also a regular at both the Lights on e Hill event in Queensland and at the Casino Truck Show the last couple of years.

Having gone home with the major prize from Temora last year, Tony did not go home empty-handed in 2024, taking out the ‘Major’s Choice’ award on the day.

It would be fair to say that both Tony and Miss Ivy will be running the road together for the foreseeable future and Tony is rm in his opinion that his SAR is the way to go.

“ ere are two types of trucks – Kenworth and the rest – and this one is just that little bit special.

“People can’t say they didn’t see me.”

Tony West rolls into the Temora Showgrounds behind the wheel of Miss Ivy.

The Pegasus flying horse ornament leads the way atop the Kenworth ‘bug’ emblem.

The Kenworth was decked out, complete with unicorn on the sleeper by Masterart Designs in Brisbane.

Young Ivy was delighted when she saw her namesake. Image: Robert Land

Tony West with his unique Kenworth at the Temora Truck Show. Show images: David Vile.

Comfy, quiet and plenty of grunt

Our test driver is thrown the keys to a Scania R 660 V8 and sets off across the Nullarbor to find out if this premium truck lives up to all the hype.

BY GEOFF MIDDLETON

IT has often been said that if you’re going to do something, then do it properly. And that was certainly the case when we were o ered a drive in the latest incarnation of the Scania R 660 V8.

e Scania V8 range are premium trucks, and a premium truck should have a premium road test, right? So why not take it right across the country from Melbourne to Perth with a proper load and a few trailers. at was the plan.

Our test truck was an R 660 V8 with most of the new extra options that have been made available with the new width allowances. ese include the blind-spot monitoring and the ‘Vulnerable Road User Monitoring’ which keep a lookout for pedestrians and cyclists down the side of the truck.

e 660’s engine is a 16.4-litre V8 that puts out 485kW or 660hp of power at 1900rpm and a hefty 3300Nm of torque between 950 and 1400rpm. is is mated to a G33CH1 overdrive 14-speed, Opticruise automated transmission with Eco-roll function and three drive modes – Economy, Standard and Power.

Our test truck also had the

new CR23 big cab with the new bed setup which is wider at a full metre wide and the cab has full standing headroom so you can move around easily. It is also beautifully trimmed with grey leather with red piping and V8 logos. Both the driver and passenger get top-end Isri seats, and the steering wheel is a smallish at-bottom item that is leather wrapped and again

with the V8 logo.

It’s a great cab and trim certainly accentuates the high-quality and premium status of the V8 models. ere is great vision from the driver’s seat, and the screens o er plenty of information about the truck and its operation.

We were towing a triple set of lovely Freighter curtain-side trailers loaded with concrete barriers to a GCM

of around 75 tonnes. ese were shod with a new set of Semperit tyres and the whole setup looked the goods and drove extremely well.

Of course, safety is a high priority for Scania and our R 660 had all the active and passive safety features that we’ve come to expect on these trucks.

Standard features include

side curtain airbags, driver’s side seatbelt pre-tensioner, lane departure warning, electronic stabiliser program, advanced emergency braking (AEB), adaptive cruise control and downhill speed control.

is is all combined with disc brakes all round with ABS and traction control which is switchable. And let’s not forget the engine brake

tarder that I use all the time when I’m driving these trucks.

On the road

I love driving Scanias and was really looking forward to this drive across the Nullarbor. Of course, I couldn’t do the whole run from Melbourne to Perth but I did do the run from Ceduna to Kalgoorlie which is a pretty good haul. We did it in a very relaxed fashion stopping along the way for some photos and a lunch here and there as well as a dinner and overnight at Cocklebiddy roadhouse.

But we weren’t completely hanging around as my notes from the trip computer said we averaged just under 90km/h for the 767-kilometre rst day.

e new Scanias are tted with the latest G33 gearboxes and a revised 2.92 di ratio which means that in 13th (overdrive) gear the engine is spinning at just 1190rpm at 100km/h.

Although most of the trip was pretty at, there are some inclines across the Nullarbor and most of these saw the big Scania dropping down to the direct-drive (1:1) 12th which they are designed to do.

According to Scania Australia’s Ben Nye, the combination of the di ratio and the

We averaged 90km/h for the 767km first day from Ceduna. Images: Scania Australia

The Scania R 660 V8 is a pleasure to drive.

truck optimum fuel economy and can give up to six per cent in fuels savings, we’re told.

On our run, we made good use of the adaptive cruise control which I had set on max 100km/h, although it was pointed out to me that when you’re in undulating terrain it can be better to run it at a lower speed, say 90km/h, so it isn’t trying so hard to get to 100 all the time. at way it saves on fuel.

I also tried the new electrohydraulic steering system (EAS) with Lane Keep Assist. at came in handy on the long, straight stretches like the 90-mile strait which is the longest straight piece of road in Australia (it used to be the longest in the world until the Saudis took the title away).

On those boring stretches, I found I could engage the cruise on max, then hit the button for the EAS and the truck would ‘read’ the lines on the road and stay in the lane. It worked a treat, and I found I could sit back and relax and not have to ‘steer’ the truck but simply keep my hands on

Of course, not all drivers like the active lane keeping and it does feel a bit weird when the wheel pulls this way and that, and if you take your hands o the wheel, the truck will ash up a warning to put your hands back on and take control of the truck.

It’s a good feature for taking a bit of a break, and it’s easily dialled out with the push of a button.

But if you think the Eyre Highway is all at terrain and straight lines, you can think again. ere is a great pull up Madura Pass which rises up sharply from the Roe Plain into the Fraser Range. It comes up pretty quickly and can catch you out whether you’re going east or west.

Up the Pass, the big Scania shu ed down through the gears and settled on about sixth for the long haul to the top. ere are great views on the way up and from the top, but that’s not what we were here for. For us it was on to Cocklebiddy.

At Cocklebiddy we met up

has been carting fuel along the Eyre Highway since 1983. Co-incidentally, Bindi had recently taken delivery of a new Scania 660 similar to the one we were driving.

Asked how he liked it, Bindi was glowing in his comments: “She’s a beauty,” he said. “Really comfortable and it has plenty of power for the job we need to do.”

As many would know there is the world’s longest golf course across the Nullarbor, with a hole at each of the roadhouses along the way. Fittingly, the tee at the hole at Cocklebiddy Roadhouse is named after Bindi – one of the real characters of the area.

From Cocklebiddy to Kalgoorlie is only about 620kms, so we took it easy and stopped for a refuel and a quick lunch at Norseman. Speaking of fuel, our standard fuel load on the 660 was 565 litres on the left tank with 310 on the right along with 73 litres of AdBlue.

On our trip, we averaged 62.4 litres/100kms or

1.6km/litre. is would giveed as we were to around 75 tonnes, of 1400 kilometres. Our stop at Kalgoorlie marked the end of my stint in the Scania 600, and I have to say, I found it thoroughly enjoyable.

Admittedly, we did it at a leisurely pace with our camera car and some Scania executives, one of whom we’ll meet in an accompanying story, but even if we’d done the 1400-odd kilometres from Ceduna to Kalgoorlie at top pace with minimal stops, I reckon I would have felt pretty good at the end. e Scania 660, and the whole R Series range for that matter, are just that kind of truck; ey’re a pleasure to drive. ey are comfortable, quiet, have plenty of grunt and o er the driver the maximum amount of support that you can get from a modern truck.

If I had to drive full-time for a living, one of these trucks would be on my list to sit in for days on end.

Just like Bindi on the Eyre Highway.

Quick specs:

Engine: DC16 122 Euro 6

Con guration/capacity: V8, 16.4-litres

Power: 660hp (485kW) at 1900rpm

Torque: 3300Nm (2434 lb-ft) at 950-1400rpm

Compression Ratio: 22.0:1

Fuel System: Scania XPI extra-high pressure injection, xed geometry, water-cooled turbo with ball bearings

Emission System: Scania SCR, DPF

Gearbox: G33CH1 overdrive 14-speed, Opticruise fully automated gear-change, Eco-roll

Scania Opticruise Modes: Economy, Standard & Power (ex-factory)

Rear axle ratio: 2.92:1

Cruise Control: Adaptive cruise control with zactive prediction

Brakes: Disc brakes with AEB and electropneumatic park brake

Retarder: Scania R 4700 D retarder (plus engine exhaust brake 300kW at 2400rpm)

Wheels: Alcoa DuraBright, 22.5 x 11.75 (steer) 22.5 x 8.25 (drive)

Tyres: Continental 385/65 R22.5 (steer) 295/80 R22.5 (drive)

Suspension: Air suspension front and rear with extra sti anti-roll bar, axle load display on front and rear axles, load transfer system

Fuel tanks: 565-litres (l), 310-litres (r), 73-litres (Adblue)

In-cab Q&A with Scania Australia boss

ON our recent road test across the Nullarbor in the Scania 660 V8, we got a rare chance to chat with Scania Australia managing director Manfred Streit.

Manfred accompanied us on the drive and at one stage I swapped seats with him and gave him a drive of the big rig as I sat in passenger seat to get an insight of what was going on with Scania and how Manfred was enjoying his time out here.

Big Rigs: Firstly, Manfred, let’s talk about sales for this year. It looks like you’re heading for a record year.

Manfred Streit: Yes, we are heading for a record year. After we broke the record last year, we’re heading for another record which is de nitely good, but we’re also increasing our market share compared to last year.

BR: OK, let’s talk about market share.

MS: Yeah we can. We are aiming for a 10 per cent market share for next year. at’s our goal, and we have the product, the sta and the service network to achieve that. And that’s what we’re working on for next year, and then

Big Goulburn convoy breaks all records

BY KAYLA WALSH

THE 2024 Goulburn Convoy for Kids was a record-breaking success, with a whopping 316 trucks turning out in support of local children and their families.

e rigs wound their way from the Goulburn Gateway Service Station through the CBD, ending up at the Goulburn Recreation Area for a day of celebrations.

Supporters lined the streets to cheer on the convoy and a crowd of over 5000 people attended the family fun day, enjoying the truck, car and ute display as well as carnival rides, face painting, live music and more.

Goulburn Convoy for Kids president Peter Caldow told Big Rigs that a great time

was had by all.

“ is year was the 25th anniversary of the convoy, and it was just outstanding,” he said.

“ e transport community and the wider community really got behind us and put their hands in their pockets.”

Approximately $85,000 was raised by the event, which will go towards local children with cancer, terminal illnesses and disabilities.

Unlike other convoys where transport companies and truckies must raise the highest amount of money to be given the honour of lead truck, the Goulburn Convoy for Kids chooses its lead truck via a ra e.

Matt Webb was the lucky winner, with his beautifully restored Mack Flintstone – in

a funny twist of fate reminiscent of the rst ever Goulburn Convoy for Kids.

“Matt is actually the son of Brian Webb who led our inaugural convoy 25 years ago,” said Caldow. “ at was a bit of a co-incidence!”

A “monster” auction raised $14,000 on the day, with local transport company employees and other members of the community bidding on items including a unique hand-built bar resembling the back of a semi-trailer, as well as truck tyres, toolboxes, a re pit and other items.

“We’d really like to thank the local businesses who donated items,” Caldow added.

A small selection of awards were also handed out to trucks that stood out from the crowd – see the full list below.

This rig was a big hit with the kids.

Menz Refrigerated Transport brought this flash K108 along.

Matt Webb’s Mack Flintstone had the honour of leading the pack. Images: Amanda Herringe Photography

Best Truck Overall (Sophie Heffernan Trophy)

Andrew Pace – Kenworth T909

Best Fleet (Bill McMahon Trophy)

Paul Lawton Freight

Best CAT-powered Kenworth

(Jason Sasse Memorial Trophy)

Peter Waugh – Kenworth T600

Brightest Truck (Bailey Thrower Trophy)

Derek Waters – Mack Ultra-Liner

Best Truck 30 Years and Over

Brian Hunt – Ford F600

Committee Member of the Year

Caldow Family

Brady Wood from TJS Country Express was happy to take part.

This International RD-200 caught some admiring looks.

Some of the trucks paid tribute to children who had passed away.

The team from Phelps & Sons were all smiles.

Brisbane truckies go above and beyond

BY KAYLA WALSH

THIS year’s Brisbane Convoy for Kids went o without a hitch, with 844 smoke-billowing, horn-blowing rigs rolling from Larapinta to the Redcli e Showgrounds to raise money for a great cause.

e auction for lead truck racked up an impressive $173,360 for Hummingbird House Foundation, Queensland’s only children’s hospice, with nal numbers from registrations, ticket sales and merchandise still being tallied.

Daniel Wyatt from MPK was the deserved winner of the auction, raising $110,000 for kids in need and proudly leading the convoy into Redcli e with his shiny Mack.

e show’s public o cer Dana Browne told Big Rigs that she and the team behind the event were “absolutely stoked” by this year’s e ort.

“Whether we have one truck or 1000 trucks, it’s all money that goes towards helping children and their families,” she said.

“We had the best reworks display we’ve ever had, kids

were running around laughing and smiling, and the adults had a great time too.

“It was just a fantastic day.”

e leaders of the convoy weren’t the only truckies get ting noticed over the weekend – awards were also handed out across 32 categories.

Faadhil Deen from Mactrans

Heavy Haulage took out Truck of the Show, while Best Fleet went to CNC Cartage – who brought a whopping 41 trucks along.

is year’s Trailer of Hope, a special set of trailers that bear the logos of companies and families that have donated to the convoy, was provided by Exodas Transport.

“ e Trailer of Hope looked epic,” said Browne. “It’s probably the best one I’ve seen in my six years with the convoy. I shed a tear when I saw it.”

Browne is looking forward to coming back next year and raising even more funds for an important cause.

“ e event is crucial for awareness, for the transport industry, and for whoever we decide will be our bene ciary for 2025,” she said. “We can’t wait to come back.”

Top ve fundraisers

1. MPK - DanielWyatt - $110,000

2. “Muttley”Martin’sStockHaulage - AaronGirdler - $20,152.59

3. JohnWestLogistics Pty Ltd - RossWyatt - $8,250

4. Northern RiversColdFreight - ChrisMcSweeney - $6,285

5. ZiebarthGroup Pty Ltd - RyanZiebarth - $3,065

Category winners

Best 2024 Model Truck

1. LegacyHaulage - DeanHutchinson

2. PriddeyTruckingCo - ChloeAnderson

3. KarremanQuarries Pty Ltd - RyanWhale

Best Vintage Truck 1994 and older

1. Bondwoods - BryceBaker

2. MilinTransport - MickSmith

3. KarremanQuarries Pty Ltd - MattWhitechurch

Best Custom Graphics

1. CJ’sBulkHandling Pty Ltd - PeterCooper

2. MactransHeavyHaulage

3. CJ’sBulkHandling Pty Ltd - MattDunne

Best Bling

1. MilinTransport - CooperFlorence

2. AndrewKlass

3. MonaroFuelHaulage - OwenTurei

Best Rigid

1. RuralFireServiceQueensland - BrendanGold

2. Knight’sHeavyTowing - ChristopherWalter

3. RobertsonTrucking - VanessaThomas

Best Tipper

1. TysonCarter

2. HighVolumeHaulage Pty Ltd - JaydenMulholland

3. TroyHaynes

Best Light Recovery

1. AnywhereTruck & MachineryHeavyTowing - LaurieWilliams

2. Knight’sHeavyTowing - CalebCorcoran

3. AllcoastTowing - BeauHankin

Best Heavy Recovery

1. AnywhereTruck & MachineryHeavyTowing - LaurieWilliams

2. Knight’sHeavyTowing - ChristopherWalter

3. Corbet’sGroup - GrahamHill

Best Crane Truck

1. Scott’sCranes - TerryDonnelly

2. Aquaholic - JamesHincks

3. CNCCartageTransportandSolutions – JaymeMaher

Best Hino

1. CNCCartageTransportandSolutions - Troy Brittain

2. AllcoastTowing - AdamGeorgeou

3. Knight’sheavytowing - CalebCorcoran

Best Isuzu

1. CodeOneTowing - IanCordwell

2. CheapaSkipsBrisbane - JaydenLinsdell

3. CodeOneTowing - WardVan Daalen

Best Kenworth Bonneted

1. CJ’sBulkHandling - AshleyWilde

2. MilinTransport - CooperFlorence

3. Hop To ItTransport - JasonStallan

Best Kenworth Cabover

1. AnywhereTruck & MachineryHeavyTowing - LaurieWilliams

2. Enoms10543 - ScottWilson

3. PriddeyTruckingCo - ChloeAnderson

Best DAF

1. JamesBurnett

2. D &M LucasandSonsTransport - DeanLucas

3. ScottBaldock

Best Freightliner

1. BarnesAutoCo - BryceLalor

2. WeetbixSampson

3. BarnesAutoCo - RhysFing

Best Volvo

1. AustralianPanels(Borg) - DarrenMarks

2. AquaholicWaterCartage & TransportServices - GavinRose

3. K.S.Easter - AndrewCampbell

Best Western Star

1. AdamWatters

2. AnywhereTruck & MachineryHeavyTowing - LaurieWilliams

3. GrandConnectGroup Pty Ltd - CoreyMillar

Best Mack

1. “Muttley”MartinsStockHaulage - AaronGirdler

2. KristoferBridge

3. KarremanQuarries Pty Ltd - MattWhitechurch

Best UD

1. HighVolumeHaulage Pty Ltd - ToniDimovski

2. Followmont Tpt - JadeHarney

3. Colpak - JoshuaBeal

Best Scania

1. WemyssTransport - DuaneManusell

2. PrixCarTransport - DouglasHarris

3. Ipswich Pro Drive - ChloeCullen

Best Iveco

1. Bolen & SonHaulage Pty Ltd - BearBolen

2. PrixCarTransport - AdamBodle

3. RHQ - DennisMckenna

Best International

1. JasonHuet

2. MarketgateLogistics - RyanStanfeild

3. MarketgateLogistics - JessJackman

Best Mercedes

1. MurphyTransportSolutions P/L - PaulAtkinson

2. WallaceInternational - SteveRidge

3. CarrollPlant & Haulage Pty Ltd - JohnCarroll

Best Mitsubishi

1. CNCCartageTransportandSolutions - Trevor Collier

2. PrixCarTransport - MichaelGilbert

3. ClaytonsTowingService - JakeViolanti

Best Decorated

1. Hop To ItTransport - JasonStallan

2. DarrenSmith

3. MandySolar

No Time to Shine

1. “Muttley”MartinsStockHaulage - AaronGirdler

2. MactransHeavyHaulage - FaadhilDeen

3. D &M LucasandSonsTransport - BrendanCuskelly

Best Small Fleet (3-10 Trucks)

1. HighVolumeHaulage Pty Ltd

2. MactransHeavyHaulage

3. D &M LucasAndSonsTransport

Best Large Fleet (11+ Trucks)

1. Bondwoods

2. Knight’sHeavyTowing

3. CNCCartageTransportandSolutions

Largest Fleet

1. CNCCartageTransportandSolutions

2. KarremanQurries Pty Ltd

3. AustralianPanels(Borg)

Best Night Lights

1. NorthernRiversColdFreight - ChrisMcsweeney

2. AnywhereTruck & MachineryHeavyTowing - LaurieWilliams

3. AnywhereTruck & MachineryHeavyTowing - LaurieWilliams

Encouragement Award

Scott Ward

Truck of Show

MactransHeavyHaulage - FaadhilDeen

Trucking heaven at Yarra Glen

BY GRAHAM HARSANT

THE Historic Commercial Vehicle Club (HCVC) of Australia returned to the Yarra Glen Racecourse in Victoria on November 10 for its popular annual truck display.

An ideal venue, Yarra Glen o ers lots of space, plenty of trees for shade and a huge undercover area should it rain –not that that was a problem this year.

e trucks are also joined by buses galore and the Chrysler Car Club, with the latter’s showings outnumbering the trucks. e bottom line is there’s plenty to see.

Brenton Goggerly used to transport John Deere farm machinery for a living, but his dream was to get into heavy towing. e opportunity arose earlier this year when Modern Towing bought out Eagle Towing.

“It’s a hard industry to get into, but they were looking for drivers, so I applied and was lucky enough to get the job,” Brenton said.

“Initially I was looking at driving super-tilts for them because that’s what I used

to drive doing the farm machinery.

“I said I would love to do this (the heavy stu ) eventually and they said they would train me in doing the heavy work from the get-go.”

We asked if there was a special course involved in and Brenton replied that the training is mostly done on the job.

“You go out with one of the more experienced drivers and get to understand the various systems: how the lift works, the air ttings and where you plum them in to release the brakes, how to do tail shafts, all the speci c stu for di erent trucks. So it’s learn as you go, and you learn something new in this industry every day.”

Brenton’s work is mostly in Melbourne’s east, but he has been as far a eld as Echuca and Warrnambool. It is not unusual to head out to three or more jobs in a day.

“ ere is so much di erent work and di erent environments. It might be a log truck or taut liner or a delivery truck. We go right down to the little delivery trucks for supermarkets.”

Brenton is driving a 1922 extended chassis Kenworth T909. It took about a year for the body to be manufactured so it didn’t go on the road until about December of last year. With 85,000km on the clock the truck is ‘bog standard’ as Brenton described it, with a Cummins X15 and 18 speed RR gearbox.

His heaviest tow to date has been a B-double log truck at 68.5 tonnes.

“It was a bit slow up the hills, but you take your time in towing and make sure everything is done safely.”

Many, if not most of the trucks on display have a few kilometres on their clocks. And that means they will break down from time to time. Such was the case with Ross Simpson’s 1992 KW.

“Had a broken pushrod yesterday which we xed, then it blew the tip o an injector on the way here.”

e result of that broken injector was clouds of white smoke billowing for what seemed like kilometres from the exhaust stacks and Ross attracting close interest from the boys in blue on the way to Yarra Glen.

What to do? Fix it of course, and that’s what Ross was do ing when we met.

“I keep getting advice from people who think they know better than I do,” he quipped.

“Only owned the old girl since 1997.”

We watched Ross master fully complete his roadside repairs and witnessed that white smoke replaced by the usual diesel black. “ at’ll get me home.”

Continued on page 26

Brenton Goggerly loving the T909 and the life of a heavy towing operator. Images: Graham Harsant

David Horne resting in the shade of his classic 1934 British Bedford.

Kenworth lovers also had plenty of classic rigs to admire at the

‘Mulga Jack’ was a ground up restoration and has won major awards across four states. The only manufacturer still producing V8s, this early Scania 142M sports the revered engine format.

Mateship at its nest in SA

BY ANN-MARIE HICKS

THE Aussie Hay Runners made their inaugural run into South Australia earlier this month.

Our mates from over east delivered hay to our desperate farmers around Sedan, Australia Plains and areas in between.

ey arrived in a convoy of approximately 30 trucks at Tailem Bend. e drivers were greeted by the local Lions Club, who had prepared a magni cent sit-down BBQ lunch for all of those involved.

e meat was supplied by Kane from Murray Bridge Meats.

e convoy then disbanded and went o in di erent directions to deliver the precious cargo.

is didn’t just include hay, but dog food, cat food and goodies for our farmers and their families, these goods were all donated. Shoe Boxes of Love were present to hand over the shoeboxes they had prepared for distribution to the farming families.

e farmers were all there to greet the trucks on arrival. It was like a well-oiled machine in operation; drivers, farmers and supporters, unstrapping the hay bales while the trac tors unloading were in full swing. is was Aussie mate ship at its pinnacle and a real sight to behold.

dusty day and highlighted the need for these deliveries.

I think it is fair to say they were a very, very welcome sight.

“Every farmer we have deliv ered to, the story is the same,” said organiser Linda Widdup in a video message to thank everyone involved.

“ is has gone on for a very long time, that’s why Aussie Hay Runners got in there to help them.

“But we’re only a Band-Aid, we’re not the solution. is is

Spectacular truck from every angle

From page 24

MAX-MARMON is not a brand many would have heard of and that’s because just 22 were brought into the country by Peter Max in the 1990s. Of those 22, 20 still remain on the road and actively working. One is currently in the NT hauling three trailers with 150-tonne gross.

ere was also one at Yarra Glen, having been bought eight years ago by Gavin Spence, who saw the truck

on the highway at Bairnsdale many years before. e truck belonged to Neville Gray and while not for sale, Gavin kept in touch with him, eventually procuring the Max-Marmon when Neville retired.

On this day at Yarra Glen, we were lucky to meet up with both Gav and Peter Max himself. at gave the opportunity to ask Peter why.

“I was originally an owner driver in the 70s, running all over. en I started moving a

ed up having chemical tankers which I sold to ICI. I was looking for something else to do. I thought building a truck in competition with all the big boys in the late 80s/early 90s would be a good thing to do.

“I just wanted to get a better truck. A lot of the trucks we were operating weren’t as good as I would like and I thought it would be a good business venture. I was in America, found Marmon, negotiated an Australia-wide distributorship and started bringing them in, converting and selling them.

“ e chassis on them was brilliant; so strong! And the cabs were all aluminium, so they were relatively light as well. We bought in all-Caterpillar power trains for the trucks. In the States you could get Detroit or Cummins but I had a great relationship with Caterpillar and they were very supportive, so

I went exclusively with them.

“ ey were the last handbuilt truck in the world. Henry Ford in fact drove a Marmon car until he bought Lincoln. ey stopped mak ing cars in the 1950’s. ey really were a hand built, cus tom truck. en they sold out to Navistar. Overnight they shut the doors and that was the end of my business. e last ones came into Aus tralia in 1997. One day I was a rooster, the next a feather duster.”

Now in Gavin’s hands the original 3406E motor has been replaced with a C15 CAT, set at 600hp.

“It’s just a really lovely truck. Great power, drives nicely, it’s quiet and comfortable. It has the 18-speed Road Ranger on New Way air bag suspension. And it has proper wheels on,” said Glenn, pointing to the Spiders.

is is a spectacular looking truck from any angle and one which Gavin says he will keep. “ e girls can move it on after I’m gone.”

I left the two of them discussing what warranty may be left on this 1995

As always with HCVC events, there was a variety of trucking product on show, from Gavin’s Max-Marmon down to delivery trucks from a long bygone era – and everything in-between. And as always, it was great to be able to attend.

Max-Marmon.

They arrived in a convoy of approximately 30 trucks at Tailem Bend. Images: Down the White Lines Photography

The first run into SA helped ease the pressure on farmers.

Gavin Spence, left, and Peter Max, who imported 22 MaxMarmons in the 1990s.

The Max-Marmon. Beautiful and rare. Images: Graham Harsant

The drivers were greeted by the local Lions Club, who had prepared a magnificent sit-down BBQ lunch for all of those involved.

Aussie Hay Runners donated 1100 bales of golden goodness valued at over $104,500 assisting 68 farmers.

Our mates from over east delivered hay to our desperate farmers around Sedan, Australia Plains and areas in between.

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Share your truck pics to win with Shell Rimula

SHELL

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

team will choose a #PicOfT heMonth, 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

We’ll feature

Keep those amazing

coming!

Jacob Stuart took this ripper pic of DTS Haulage’s 909 enjoying time in the paddock with Frank the harvester in Bungunya, Qld.

some of the best photos in each edition of Big Rigs Newspaper, with one winner announced each month.

truck pics

Harley J Regan shot this gorgeous pic at Goondiwindi during the harvest.

Gary Morton shared this sunrise moment on the Tanami.

Thanks to Matty Bowler for this great shot - hauling an oversize barge from Newcastle to Brisbane.

Luke Selvage took this lovely sunrise snap on his way to Tumut, NSW.

Jack Woods showed off his photography skills at the Devil’s Marbles while pulled up for a res re .

“Hay season in full swing!” - Simon Kendrick took this ripper pic.

When the going gets tough, truckies keep everyone going

Taylor Bransby grabbed this lovely shot in Kondinin, WA.

Shaun Wood took this cool snap while a storm was rolling through Kimba, SA.

James Kelly shared this snap of the rig he steers getting ambushed by two “Mack Munchers” in the Adelaide depot.

Jim Gatt took this cool shot on his last trip to Darwin - stopping at the Wellshot pub in Ilfracombe for his coffee fix.

Luke Curtis took this great shot of Lawrence Transport’s T904 - clean and ready to launch!

Paul O’Donnell snapped this fantastic pic during a storm at Westmar, Queensland.

Shell card accepted at OTR

THE nalisation of Viva Energy’s purchase of the OTR Group in March has added more than 180 OTR petrol station sites to the Shell Card network, which now exceeds 1500 sites across Australia and features Shell, Liberty, Westside, S24, Mogas and OTR branded locations.

e OTR sites, heavily centred around South Australia and Victoria, are known for their strong convenience offerings and partnered fast food restaurants such as Subway, Wokinabox, Guzman Y Gomez, Krispy Kreme, Hungry Jack’s and Oporto.

e changeover means BP Plus cards will no longer be accepted at OTR sites and will be phased out over the coming months.

For South Australian transport operator Justin Jaensch of J & E Jaensch Transport, otherwise known as Jet Trucking, the expanded footprint for Shell Card in his state and along key freight routes is great news.

With eight prime movers in the Jet Trucking eet moving a wide variety of freight interstate on a daily basis, fuel is a major expense.

Justin says his team operates a mix of road train and B-double tippers, tautliners, and open trailers, with the majority of their regular routes taking them to and from Adelaide, Western Australia, New South Wales, Queensland and Victoria.

He says with the OTR sites moving across to Shell Card it made sense to have a look at what was on o er and he was quickly sold with coming on board.

Having the vast majority

of his business’ fuel costs recorded on one card was also of great appeal on the administrative side.

“When you’re buying a little bit here, there and everywhere, it doesn’t seem to be as cost e ective,” Justin said.

“It also helps at the end of the month with our BAS and our accounting side. To have the majority of the usage for all of the trucks on one card, it makes life a lot easier.”

For drivers, Justin says OTR sites are popular as most of them have toilets, showers and driver amenities – and they’re located on main freight routes out of Adelaide.

“Generally, they’re aligned with a Subway, Hungry Jack’s or an Oporto or some sort of fast-food option, as well as the convenience store side of it. It de nitely helps if you need to restock a few supplies.”

Justin has found the Shell Card online portal very easy to navigate and was impressed by the data available for each of his trucks.

“You just log into that, and it has everything in real time that’s going on with our account. You can lock cards instantly if one is lost, check your monthly spend, it’s a really good system. It’s good when you get on to a system like that, it just works.”

e Shell Card is available for anyone who has an ABN and one or more vehicles identi ed as being for business use. It seamlessly connects with accounting software Xero and MYOB, making end of month reporting and tax time easier when it comes to fuel expenses – offering the bene ts of no more

lost receipts or manual calculations.

Other highlights of the Shell Card package include competitive fuel discounts, built-in fraud protection, an Australian-based customer service team and access to over 120 years of expertise in supplying high quality fuels.

To assist with the transition to Shell Card at OTR sites, Shell Card has some great offers available. Visit shell.com.au/otr for more information or email shellcardsales@vivaenergy. com.au.

Truck Art takes a new direction

TRUCK Art continues to offer a broad variety of fatigue management and repair services to the Australian heavy vehicle industry. To complement these services, Truck Art has recently entered the caravan and large trailer market with their in-vehicle automatic tyre in ation/de ation system

Like heavy vehicles, caravans and large trailers require ongoing monitoring of tyre pressures, signi cantly adding to driver fatigue and overall tiredness on long trips.

Truck Art’s solution to this issue, the Vigia NM464 automatic tyre in ate/de ate system, takes the stress out of this vital aspect of driving, creating a far safer and more enjoyable driving/holiday experience.

e Vigia automatic tyre in ate/de ate system allows in-vehicle tyre management (pressure monitoring, in ation, and de ation to suit terrain) without the need to leave the vehicle. As many coastal beaches require vehicles to have lower tyre pressure while driving on the beach front, the NM464 system can achieve this and re-in ation to highway pres-

sures at the push of a button. e system provides for three separate pressure settings tailored to the conditions/operator’s needs. e three pressure settings for push button in ate/de ate can be set to suit mud, sand, corrugated roads, and other driving conditions – all controlled from the driver’s seat.

In addition to on-the-go tyre monitoring, the Vigia system will maintain tyre pressures in a normal puncture situation until the driver can have the tyre repaired. Other than a catastrophic tyre failure, this tyre pressure monitoring system removes the stress as-

sociated with roadside tyre changes and dangerous exposure to other road users while changing a tyre.

e Vigia Automatic Tyre In ation system clearly enhances the overall safety of many heavy vehicles currently travelling hundreds of thousands of kilometres on Australian roads each year. is proven track record of tyre pressure monitoring, providing in ation pressure exibility, removing shock loads to vehicle components and signi cantly reducing vehicle damage and driver fatigue is an asset to anyone using Australian roads.

Whether it be a heavy vehicle, caravan, trailer, or animal transportation (dog or horse) vehicle, the Vigia NM464 Automatic Tyre In ation system will consistently maintain tyre pressures at a level preset by the driver.

Truck Art expects the system development and trials (caravans and trailers) to be completed early in 2025. Current successful usage/trials indicate a very positive outcome for caravan, trailer and animal transportation users, providing a safer alternative for tyre management in the future. For more information, visit truckart.com.au.

The Shell Card package includes competitive fuel discounts and more.

The NM464 automatic inflation display.

Shell card is now accepted at 184 OTR locations. Images: Shell

The NM464 display fitted to a Kenworth dashboard. Images: Truck Art

In the coming months, BP Plus will no longer be accepted at OTR.

If you run a transport business and your drivers love the convenience of OTR, it’s time to switch to Shell Card.

But that’s not all. You’ll also have access to a combined network over 1,500 service stations that accept Shell Card Australia-wide. Shell Card is now accepted at all OTR sites.

Importantly, Shell Card offers a wide range of beneﬁts designed to help transport businesses save admin time and reduce costs associated with fuel expenses.

The application is quick and easy, so make the switch today!

Safety in technology

Knorr-Bremse invites Big Rigs to the DECA facility at Shepparton to experience their latest innovations in action.

BY GRAHAM HARSANT

I spend a lot of time at truck shows and among the common comebacks I hear are, “ ey don’t make ‘em like they used to” and “Too much bloody technology”.

ere’s a good answer for both comments, and it’s a one word statement: Safety.

I grew up in a town called Healesville (Victoria) at the foot of the Great Diving Range. ese days it’s a coffee strip with homes more often asking over a million dollars, than under. In my youth though, it was a log

ging town. Dozens of sawmills would dress the timber brought down from the mountains.

e main route though those mountains was the Black Spur, a treacherous stretch of narrow, winding, so-called highway – up, over and down the range. Still dangerous today, back then it didn’t even have Armco. Not that it would have stopped the regular event of a logger ending up down a deep gully. Loss of brakes or the wrong gear or simple distraction coming to a hairpin curve meant loss of truck, cargo and

sometimes life itself.

So whilst I admire the old gear, I’m also a great admirer of technology. is was brought home when KnorrBremse invited Big Rigs to the DECA facility at Shepparton to experience their technology in action.

Knorr-Bremse was founded by Georg Knorr in Germany in 1905, beginning with rail and moving into commercial vehicles – both pillars of the company today.

Entrepreneur, Heinz iele, bought the company in 1985 and turned it into an €8 bil lion empire.

Coming to Australia in 2006, the company now employs over 350 sta . Get in a train and there’s a fair chance the door that opens will be a Knorr-Bremse product, as will be its brakes. For commercial vehicles, the company provides stability control systems, both for the prime mover and – equally importantly, as I was to nd out –the trailer.

e Bendix system installed on the truck provides ABS (Anti-lock Braking System),

which measures lateral acceleration, yaw rate and steering angle to monitor the vehicle’s projected outcome and applies the brakes as it sees t, to maintain stability.

On the trailer side, KnorrBremse provides Trailer Electronic Braking Systems, or TEBS, that includes Roll Stability Program (RSP), which works similar to the truck system by applying the brakes when it feels there is a rollover imminent. Mandated since 2019, there are plenty of trail

Importantly, TEBS can be retro tted to trailers and, as I was to nd out, is very e ective even if the prime mover is one of those beloved ‘Old Skool’ trucks.

Interlocks and proximity sensors are starting to become quite common so, for example if you have a door open and you have a proxy centre on it, TEBS can apply the brakes.

Another demonstration on this day was the Autonomous Emergency Braking (AEB)

TAFE Qld is trucking ahead with EV skills

WITH electric vehicles (EVs) rapidly transforming the automotive landscape, TAFE Queensland is stepping up to equip industry professionals and apprentices with the essential skills to work on these next-generation vehicles.

In partnership with Volvo Commercial Vehicles (VCV), TAFE Queensland recently upskilled a group of VCV mechanics with a Certi cate III in Automotive Electric Vehicle Technology (AUR32721), adding EV-speci c skills to their expertise and certifying them to supervise future EV apprentices.

Delivered through TAFE Queensland’s Trade Skills Assessment and Gap Training, this specialised program builds on the mechanics’ existing automotive trade quali cations and ensures they’re fully prepared to meet the demands of today’s advancing EV industry.

VCV dealer principal, Greg Sargeant, said quality training was key to remaining at the forefront of the automotive industry and servicing customers as their needs transition.

“At VCV, we’re committed to supporting our customers on their transition to electric vehicles by ensuring our technicians are equipped

with the skills for the future,” Sargeant said.

“Partnering with TAFE Queensland for EV certi cations provides our team with advanced training and aligns perfectly with our focus on safety, innovation, and sustainable solutions for our customers.”

Vice president of people and culture at Volvo Group, Jane Humphreys, added that enhancing the careers and skills of its workforce was of utmost importance to Volvo.

“Volvo is dedicated to empowering our team with the skills crucial for a sustainable

future, and this partnership with TAFE Queensland highlights our investment in both their growth and our industry’s advancement,” Humphreys said.

“By equipping our technicians with the latest EV expertise, Volvo is not only ensuring a future-ready workforce but also building the foundation to lead in the evolving landscape of transportation.

“Our commitment to transforming the industry through e-mobility is re ected in initiatives like this EV training with TAFE

Queensland. By investing in our highly engaged colleagues through targeted upskilling, we ensure they develop to their full potential whilst delivering a future t workforce that enables a more sustainable future for all,” she said.

TAFE Queensland – SkillsTech heavy automotive business manager David Jenkinson said businesses like VCV were getting ahead of the competition by upskilling their experienced technicians into quali ed supervisors for incoming EV apprentices.

“ e EV apprenticeship

will be in high demand across the automotive industry in coming years as these vehicles become more popular and businesses need to service their customers’ changing needs,” Jenkinson said.

“With young people entering the workforce who want to work on the latest vehicles, workplaces that can supervise EV apprentices will be best-placed to secure the best talent for their workshop moving forward.

“A new generation of automotive mechanics starts with upskilling the exist-

ing workforce, and TAFE Queensland can provide EV training to industry professionals right across the state,” he continued.

e Battery Electric Vehicle Inspection and Servicing Skill Set (AURSS00064) is available under the Australian and Queensland Governments’ Fee-Free TAFE initiative across Queensland, from Townsville to Toowoomba, for quali ed technicians to begin their EV training journey. For more information about EV training, visit tafeqld.edu.au or call 1300 308 233 today.

Volvo has been showcasing its electric vehicles to TAFE Queensland teachers on campus. Images: TAFE Queensland

Volvo students training at TAFE Queensland Acacia Ridge.

Testing the auto emergency braking. Images: Knorr-Bremse

on most Euro brands, AEB only becomes mandatory here in Australia from next February. Currently an option on Kenworth (the test vehicles we experienced at this event), the company will t Fusion to almost all models rolling out of the factory from January 1. is is a good story for road users because the most common accident is rollover, often caused by other road users getting in the way, and the second most common is a truck hitting the car in front. And Kenworth is the most common truck on our roads.

It is worth noting that typically North American braking systems only output a pneumatic brake signal to trailers, whereas Euros output both electronic and pneumatic.

e Knorr-Bremse Trailer Roadtrain Module (TRM) can also be tted to a North

ing more responsive and accurate braking.

TEBS is Knorr-Bremse’s Trailer Emergency Braking System. In conjunction with TRMs (Trailer Roadtrain Modules) which can be tted to up to seven trailers, the system ensures immediate and uniform braking between prime mover and all trailers.

In a static demonstration at DECA, two trucks are towing three trailers – one with TRM and the other without. Long story short, the combination without took 0.6 seconds longer for the last trailer to start braking. Doesn’t sound like much but at 100km/h it equates to 16.8 metres which is enough for your whole rig to go over the cli or plough into multiple vehicles in front of you.

TRM ensures brakes on all trailers work in unison, both

in increased life of components right down the driveline.

‘Bendix Fusion’ uses radar and a camera to track vehicles in front, employing autonomous emergency braking if required as well as lane departure warning. If the vehicle in front stops so will the truck, taking o again autonomously within 3 seconds, or just requiring a light tap on the accelerator. Hill Hold is also part of the set-up on auto models.

Bendix Fusion 2.10 installed on the Kenworth K220 introduces a more e ective radar, where the next generation Fusion 3 system, available in the near future, will use a new camera with a wider eld of view and increased image processing capability.

iReverse is yet another offering from the company which is very handy when, for example backing into docks. An audible warning from a distance

of 2.7 metres (adjustable), increasing in frequency to 1 metre when TEBS, based on info from the radar, will apply the brakes for a couple of seconds, then release to allow the driver to continue backing. iReverse can also be integrated into the clearance lights of the trailer, pulsing the lights to give the driver a visual guide.

And there’s also iMass which is a Smart OBM (OnBoard Mass) system that measures the pressure in the air suspension of the entire combination and relates this to a vehicle mass estimation using the Knorr-Bremse TEBS.

Having valiantly tried to assimilate this mountain of information, it was time to step into, in this case a Kenworth T410, and have driver Des roll the truck and trail-

prevent a total rollover.

Firstly we head onto the skid pan at 50km/h with no systems active. Cornering though a designated turn circle the truck wobbles and weaves but stays just in Des’ control. en we go again at just 3km/h more and he lets go. It’s a strange sensation as it begins to occur quite slowly and gently. en all hell breaks loose and we are suddenly going over – thankfully only as far as those outriggers allow, and that is far enough for me!

Next we do the same thing with just the prime mover’s safety systems in play and Des heading into the ‘bend’ some 10km/h faster still. Bendix ESP comes into play, the truck overrides the driver’s input and we stay upright.

noeuvre with just the TEBS operating on the trailer and this is a surprise to me because the trailer e ectively stops the prime mover from rolling over. Here is a case in point of having the trailer safety system tted, even though you may be in an older prime mover without the safety ‘accoutrements’. It is simply lifesaving! If I was coming down the Black Spur I’d want every safety system Knorr-Bremse can provide – at the very least I’d demand the Trailer Emergency Braking System. at it can be retro tted is, to me, a no-brainer. While you may pine for ‘the good old days’, be grateful companies such as Knorr-Bremse, in conjunction with the OEMS are doing their utmost to ensure you get home safely.

BRAKE THE NORM: RETROFIT

Unlock peak performance of your trucks & trailers with Knorr-Bremse‘s advanced retro t solutions, designed to enhance safety and performance.

Our retro t solutions, including the Trailer Electronic Braking System (TEBS) and Trailer Roadtrain Module (TRM), enable electronic braking, ensuring your vehicles meet modern standards with precise braking control and improved e ciency.

Visit our website or contact your local Knorr-Bremse representative, a member of our Expert Network, or your local parts distributor for more information.

| truck.knorr-bremse.com/en/au/ |

Isuzu genuine parts the total package for Aussie fleets

FLEET managers have plenty of moving parts to consider, from daily truck and driver movements to longer-term maintenance requirements.

Each manager will have their own strategy, but a few key goals remain consistent across all eets, such as maximising truck uptime and reducing the total cost of ownership (TCO) of vehicles.

e use of genuine OEM parts in conjunction with a solid preventative maintenance routine can assist in both of these areas of operational management.

Isuzu Australia’s national parts distribution centre, located in the trucking heartland of Truganina, Melbourne, is working hard to supply the brand’s 81 dealerships and authorised service and parts outlets (ASPOs) – ensuring that eets and smaller businesses such as owner-operators have fast access to genuine Isuzu parts, nationwide.

Supporting fleet modernisation

Servicing the Gippsland region and Melbourne metro for just shy of 50 years, Tequa Plumbing & Civil rst opened its doors in 1975 with a small base situated in the regional centre of Sale.

Over the decades, the business has ourished and now o ers services across the breadth of plumbing and civil works: commercial and residential plumbing, sewer and stormwater works, electrical and gas through to directional drilling and bulk earthwork.

A smartly speci ed truck eet is well maintained to transport Tequa’s highly spe

e eet features several Isuzu FXY 240-350 Autos (GVM of 24,000 kg) tted with beavertails for transporting heavy capital equipment and FSD 140-260 Autos (GVM of 14,000 kg) tted with hydro tankers for non-destructive digging.

ese two key models join a variety of light and medium-duty Isuzu NMR, NQR and FRR Ready-to-Work tippers with automated manual transmissions (AMT), which are utilised as site clean-up vehicles.

Purchasing all Isuzu trucks from the local Gippsland Truck Centre, Tequa relies on support from the dealership to move forward with its eet modernisation program – introduced ve years ago –which sees two older trucks upgraded each year with brand new Isuzu models.

is strategy ensures Tequa has reliable equipment, suitable to tackle any job presented by a client.

“As our business has grown and we’ve ventured into new areas of operation, we’ve also expanded our client base –so naturally, our eet needs to cater for this,” explained managing director Daniel Smolenaars.

“ e client has an expectation that we want to hit and exceed every single time. We need to make sure that we continue to upskill our sta with the right training and provide the right equipment that’s going to support them.”

Daniel chooses to maintain the eet using genuine Isuzu parts and componentry, intending to avoid putting any “Achilles heels” into his trucks, thus sustaining their

AS A MECHANIC,

I LOVE THAT THEY’VE FOUND THEIR SWEET SPOT WITH GENUINE PARTS WHICH THEY BACK UP WITH THEIR DEALER NETWORK.”

PETER GREALY

“ e relationship we have with Gippsland Truck Cen tre is fundamental, as is their relationship with the Isuzu brand for the success of our business.”

Mechanics in-the-know

Grealy Motors & Towing has been supporting the regional city of Wodonga in Victoria with its mechanical repair shop and towing services for over 50 years.

e intergenerational family business was started in 1967 by Brian and Mary Grealy, working in a three-way part nership with a single hook lift tow truck.

By 1985, Brian had taken over the reins, signing on as sole owner and refurbishing the business name to Grealy Motors.

In the early 2000s, Lionel and Carmel Grealy took over as directors and 20 years on, their son Peter and his wife Caroline have purchased the business, becoming the third generation of Grealys at the helm of the proud company.

“We’re very proud of the fact that we can continue to keep the Grealy name in the indus try and support and service our local network,” said man aging director Peter Grealy.

“What we do for our cus tomers is vital, especially when it comes to responding to emergency roadside assist.”

Outside of towing break downs and providing main tenance services for local vehicle owners, Grealy also o ers transportation of cap ital equipment and vehicles, which keeps its truck eet on the road seven days a week.

e Grealy eet is com prised of 10 medium-duty and heavy-duty trucks includ ing a large number of Isuzu F Series models and FY Series models.

e newest edition to the eet is the FYJ 300-350 Auto XLWB with a customised CTE tilt tray, recently collected from Blacklocks Isuzu in Wodonga.

Grealy enjoys a great working relationship with its local dealership, which helps to match new Isuzu cab chassis with the tilt trays needed for towing, as well as the supply of genuine Isuzu parts for the workshop. At the helm of the family business, Peter has a ‘handson’ view of his directorship. He is up behind the wheel and keenly on the tools in the mechanic’s workshop from day to day; and is happy to share

his opinion on having Isuzu support the operation.

“ e bit I appreciate the most about Isuzu Trucks is how parts have been kept the same from ‘go to whoa’.

“I can service my 2000 model Isuzu F Series and put the same oil lter on it as I do the 2022 model.

“As a mechanic, I love that they’ve found their sweet spot with genuine parts which they back up with their dealer network.”

The Grealy fleet features 10 trucks including a large number of Isuzu F Series and FY Series models.

The Isuzu FYJ 300-350 Auto is a recent addition to the fleet.

Tequa’s ‘Mutt Truck’ is a collaboration with TradeMutt, in support of mental health group This Is A Conversation Starter.

How interested are you in saving your business money?

IT’S a wonderful thing to see more of our beautiful country, the terrain drivers see often. Atlas Balance Company director Simon McQuillan has gone “walkabout” from Brisbane to Port Douglas up in the top-end to jump on a dirt bike for a few weeks, to get a di erent kind of balance in life.

He was driving along and received a call from Je at Big Wheels in Mackay, and it turned out he was just 5 minutes away from their workshop.

Big Wheels sells and ts out Atlas Balance Rings. Matt at Big Wheels in Geelong was chatting with Je here in Mackay about the bene ts of balancing and aligning their customers’ vehicles. is creates a perfect equilibrium with everything working in sync together.

In Je ’s workshop today, they are working on the front end of a rig, with a full alignment, and then tting a new set of balance rings. e owner driver has had them before and loves them, because he is getting increased tyre wear and better alignment. Many of the Big Wheels franchisees throughout Australia recom mend and distribute Atlas Balance Rings.

Daily, we ask drivers and operators, “How interested are you in saving money?”

In everything we work at in life, there is a need for form and function, whether it be in your rigs, your home, or business. Function is the way it operates, and form is the appearance or appeal. We can all think of examples of design, where the designers clearly forgot, or ignored the needs of the user. e look of the thing has completely eclipsed the usability of it. It looks great, but there is no purpose to it, neither does it add to your comfort or cost saving.

So as human beings we love the appeal of shiny beauti ful objects, and as drivers

we want our rigs to look schmick, and represent us well, to help us feel we are proud and responsible owners. Often though, we may not spend the same money on the accessories that are going to save us time, money and health.

ousands of drivers swear by the bene ts of Atlas Balance Rings. We know they can save up to double the tyre life, save on component wear, save on fuel and reduce fatigue by eliminating vibration through the driveline, and having all the wheels singing along together in harmony. We suggest to t the rings rst, save the money, and then buy all the truck “bling” you want to help the form or appeal of your rigs. Atlas Balance Rings have a 365-day money-back guarantee, so we dare you: if you don’t like them, give them back! Australian-made, Australian-owned. Remember... It’s Atlas, it’s balanced!

Call 1300 228 527 in Australia or 02 7649 6885 in New Zealand or visit atlasbalance.com.au.

Big Wheels Mackay recommends and fits Atlas Balance Rings. Images: Atlas Balance Rings

A triple from Thompsons in Nowra fitted with Atlas Balance Rings.

Jeff from Big Wheels Mackay with an Atlas Balance Ring

Celebrating 40 years of success

Starting from humble beginnings in 1984, this Queensland family-owned business now exports its products all over the world.

COST E ective Maintenance

(CEM) has been helping operators run their vehicles and machinery more e ciently for the past 40 years, thanks to its range of locally produced high performance lubricants and fuel additive chemicals.

It was started by Brid Walker, whose career began in the research eld, working with CSIRO. However after 12 years with the science and research agency, a passion for engines led Brid to go out on his own – and with that, CEM was born.

As Brid recalled, “I start

started selling existing products, then about 18 months later began producing our own products too. I was selling a specialty oil, which led me to explore additives, with a focus on problem solving.

“With many additives, you can put them in and they don’t provide tangible benets – so I focused on a range of issues including injectors failing, sticking piston rings, engine sludge which a ects oil pressure, overheating engines, and decarbonising, which can lead to loss of performance.

“I was focused on problem

ticulate lters and has been proven to reduce harmful emissions.

“ e FTC decarbonizer has evolved over the years to become the leading fuel additive to successfully clean DPF lters and reduce diesel emissions,” added Brid.

“What we’ve found is that by using the FTC Decarbonizer, it saves the diesel particulate lters (DPF) from blocking, extending their life, and also reducing the amount of maintenance required.”

An independent study on the FTC Decarbonizer by the University of Western Australia in 2012 con rmed positive results on exhaust soot reduction. e study found that the product improved fuel e ciency and reduced smoke particulates.

By 1991, Brid had developed his Flushing Oil Concentrate, which is still produced to this day, designed to free up piston rings, recover lost engine performance and remove sludge build-up. Suitable for engines, transmissions and di s, the Flushing Oil Concentrate is designed to restore cleanliness to the dirtiest petrol or diesel engines – and has saved many thousands of engines from expensive rebuilds.

Another popular truck product, AW10 Antiwear was developed in 1992. It’s designed to reduce heat build-up in engines and gearboxes. “It’s great for truckies who are travelling through high ambient temperatures, which can make the di s and gearboxes pretty hot. AW10 keeps those tempera

tures down,” explained Brid.

For customers wanting to treat rust and control corrosion, CEM’s Xtroll Rust Conqueror is the answer. “It’s another Australian made product we have worked closely with over the years. Many industries were looking for a product that di ers from the classic over the counter type products and the Xtroll t this category perfectly,” said Brid.

e Rust Conqueror works by penetrating rust layers while impregnating the underlying metal surfaces, creating a 99 per cent pore free isolating lm. It embeds rust in its substance and bonds the rust back to the surface, preventing further corrosion.

Along with producing its own extensive range of products, CEM became a commercial distributor for USA-produced Pro Maintenance Additives, in 2018.

Asked about what has contributed to the longevity of the business, Brid comments, “Our customers keep coming back because our products actually work. We get a lot of referrals and reorders. A lot of people use our products for preventative maintenance. Others might have a truck that’s causing problems so they’re using our products for corrective maintenance.

As Brid continued: “We’ve had customers that have done 600,000 kilometres on their original injectors and haven’t had to replace them. at’s from using the CRD Fuel En-

mind is one who ran a mini bus business from Brisbane to Byron. He had about 250,000 kilometres on the mini bus and the engine was mis ring. He brought it to the OEM and they said he needed new injectors, which were about $4000. He found our product and it xed up the problem completely – the vehicle is still going ne years later.”

ough Brid entered into semi retirement last year, his three sons-in-law are continuing to drive the business into the future – with Jimmy Dev-

successful and it’s good to see CEM will stay in the family too!”

While Jimmy added, “CEM is taking big steps moving forward to help some of Australia’s biggest carbon emitters to reduce their carbon footprint. We now have a full range of over 20 specialty products which are used across the transport, mining, marine and four-wheel drive market – catering to anyone with a

Jimmy added that the FTC Decarbonizer is one of the only products to be recognised as being able to reduce diesel emissions, thanks to independent testing. “It helps clean diesel engines and removes harmful emissions – it’s a very unique product.”

From starting in Brid’s family home, CEM now exports its range of products to the United States of America, Canada, New Zealand, the Middle East and Taiwan.

“It started out as a one-man band and now there’s a team of people working for the

While CEM’s commitment to solving common issues has remained the same from the very beginning, Brid says the biggest changes he’s seen in the business over the past 40 years have been the number of customers and volume of sales. “ ere’s a lot more modernisation in the processing of orders too now,” he added. “It’s all automated now, the manufacturing, bottling production and order processing, we can easily process the mix of bulk, trade and retail orders.”

e Cost E ective Maintenance range is available through distributors across Australia and can also be purchased online.

FTC Decarbonizer has been used extensively throughout Papua New Guinea. One of the D10 Dozers on site was left idle for two days unattended and the engine did not glaze up.

Fantastic results were achieved with FTC Decarbonizer in the challenging PNG conditions.

The CEM ‘Warrior’.

Data at our ngertips

BY KAYLA WALSH

IT’S no secret that sustainability is going to be one of the biggest challenges facing the transport industry in the coming years.

With the Australian government setting a target of transitioning to net zero emissions by 2050, we’ve got our work cut out for us.

For a number of reasons –from geography to lack of infrastructure to cost – Australia is still lagging behind Europe and the United States when it comes to reducing transport’s carbon footprint.

Big Rigs recently caught up with Shannon Kyle, Transport Solution Specialist at software company Teletrac Navman, for his thoughts on the subject – and how telematics can help.

“Teletrac Navman has done a great global survey this year – it’s called TS24 – and I’ve found it interesting comparing the data from the UK and the United States with Australia,” he said.

“It looks at trends and what people are spending money on, and the spend in the UK and the US has certainly been more around that sustainability goal.

“When people are asked when they expect it to really bite, they are saying the next two years in the UK – whereas in Australia and New Zea-

land, they are saying ve years – pushing it and pushing it down the line. But it is coming.”

Kyle said that in the future, Australian transport companies will have to measure and report on their carbon emissions.

“I think customers will eventually ask, ‘How much carbon is associated with that box on my shelf?’” he said.

“You’re going to have to track that linehaul load and the carbon component of that, the heavy rigid that took it to the local distributor, and then that last mile truck, and add

up all of the carbon.

“ at’s what major companies and corporations will want to see, to meet their commitments.”

Kyle admits that reducing CO2 emissions will be a challenge for the industry, but the rst step is measuring the data – and the tools are already at our ngertips.

“NatRoad has done a great job with its Get Fleet Fit program, which sets out the key steps transport companies can follow to improve their eciency, reduce their emissions, and keep up with customer expectations,” he said.

“ at’s what I’ve been reiterating to the industry. You’ve already got a lot of the data that can help tell that story, it’s just a matter of starting to do it.”

Teletrac Navman has developed a new Sustainability Dashboard as part of the Insights section of its platform, which uses a combination of predictive analytics, emissions reporting and expert guidance to help operators meet their sustainability goals.

“ e dashboard is particularly useful for eets that are starting to move down that EV transition journey,” Kyle

continued. “It helps set a benchmark and shows whether you are improving or not.”

Another new product Teletrac Navman has released is an Electric Vehicle Evaluator, a predictive analytics platform that uses telematics data to build an electric vehicle transition plan that supports customers’ sustainability goals.

He said the tool is popular in the UK - where congestion taxes in London are starting to hit hard – and government organisations in Australia have already shown interest.

“It looks at the duty cycles your current vehicles do and

if those vehicles were replaced with an EV, what charging infrastructure would you need?” explained Kyle. “Will it go over the base load limits for your site?

“It looks at all that gives you basically a feasibility on each vehicle and what type of EV, what battery pack, etc.

“Tools like these use data to allow operators to plan and not over-expend on infrastructure or vehicles – so you can make decisions going forward.”

For more information visit teletracnavman.com.au.

The Electric Vehicle Evaluator uses telematics data and predictive analytics to build a plan that supports a customers’ decarbonisation goals. Image: Teletrac Navman

Shannon Kyle, Transport Solution Specialist at Teletrac Navman. Image: Prime Creative Media

Isuzu boosts service and parts network

ISUZU Trucks has bolstered its network of Authorised Service and Parts Outlets (ASPOs), taking its footprint of dealerships and ASPOs to a total of 81 locations across the country.

e expansion comes o the back of a string of record sales years for Isuzu Trucks, including 2013 gures of 13,658 deliveries and an estimated total truck parc just shy of 100,000 Isuzu units in operation under 10 years old.

Beyond on-the- oor sales gures, Isuzu has recorded an uptick in customer demand for aftersales products and services, such as in-dealership and ASPO servicing, genuine

parts and accessories sales and an increase in the uptake of scheduled service agreement packages.

Head of Network Development for Isuzu Australia Limited (IAL), Nathan Ton, said that bringing more ASPOs under the Isuzu Trucks banner ensured customers would continue to receive the full bene t of the brand’s support o ering.

“Isuzu has an outstanding network of dealers, which has bene tted our customers for over 50 years,” said Mr Ton.

“Due to the broad range of industries and customers that we support, combined with sustained growth over a long

period for Isuzu Trucks product, we have stepped up e orts to bring new ASPOs in key locations into our system.”

One of Isuzu’s new ASPOs is Transall Motors in Morwell, an experienced heavy vehicle workshop now o ering the full range of Isuzu parts and service o erings.

Established in 1983, Transall Motors is owned and operated by the Daly family, with a strong history of supporting truck owners in the region. It has been part of the Isuzu Dealer network for the past 12 months.

“Being well-established, we are able to work with both Isuzu and the Gippsland Truck

Centre to o er our customers exceptional service and parts sales,” said Bobby Daly, Oper ations Manager from Transall Motors.

“We understand the diverse range of applications that peo ple use their trucks for in the region, so this ensures that we have all bases covered.

“ e ongoing support that’s provided by Isuzu in terms of training and information on the product is second to none—so whether it’s a sim ple service or they’re needing genuine replacement parts or a run through a warranty en quiry, our customers can feel con dent they’re going to get the best from us.”

New advisory procedures for side underrun protection

THE Australian Trucking Association (ATA) has published new editions of its technical advisory procedures (TAPs) on side underrun protection and conspicuity marking.

Past ATA Chair Geo Crouch launched the new advisory procedures at the ATA’s 2024 Technology and Maintenance Conference (TMC) in Melbourne.

“Side underrun protection devices aim to protect vulnerable road users – pedestrians and cyclists – from falling under the wheels of a truck,” Crouch said.

“ e wider Safer Freight Vehicles approved by the Australian Government last year must be tted with side underrun protection.

“It’s also a requirement for construction vehicles accredited under the silver standard of the new safety initiative for construction trucks, CLOCS-A, but we recommend that they be installed widely.

“ e new TAP sets out how to manufacture and t side underrun protection to a range of vehicle types, with crisp, clear diagrams covering special cases that were raised

by operators and overseas experience,” he said.

Crouch said the new edition of the ATA’s conspicuity marking TAP would provide operators with best practice guidance on how and where to apply high visibility tape to their vehicles.

“All Safer Freight Vehicles and CLOCS-A vehicles must have conspicuity marking, but again we recommend that it be used much more widely,” Crouch said.

“During twilight or at night, visibility marking can reduce rear end collisions by up to 41 per cent. It can reduce side

collisions by up to 37 per cent.

“ e TAP includes compre hensive advice on how to ap ply tape to trucks and trailers for a long life, how to main tain the tape and information about unusual cases.

“I’d like to thank the NHVR for creating the truck graphics in the TAP,” he said. Crouch said the development of the TAPs had been a major project of the ATA’s Industry Technical Council and its members, supported by a small secretariat team.

and its chair, Dennis Roohan. ey’ve done a great job on these new editions.”

“On behalf of the ATA, I acknowledge the e orts of our Industry Technical Council

To download your free copy, visit truck.net.au and search ‘side underrun’.

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[L-R] Transall Motors’ Mitchell Daly (service manager), Ray Daly (owner) and Bobby Daly (operations manager). Image: Isuzu Trucks

Former ATA chair Geoff Crouch shows off the new guides at TMC 24. Image: ATA

Expanding her horizons during harvest

She’s done mine-site work, oversize and fuel tankers – and now Casuarina Smith is expanding her skillset as she works her first ever grain harvest.

BY DANIELLE GULLACI

TRUCK driver Casuarina Smith, who many will know from her popular Instagram page Trucking with CJ, is expanding her horizons even further, as she works her rst grain harvest.

e South Australian truckie works for WA based out t Merkanooka Haulage, which specialises in both mining and agricultural transport services.

CJ is a second-generation truckie who started with the business in January this year. Up until last month she had been doing y-in y-out (FIFO) work, on a two week on and two week o roster, predominantly transporting gold ore from the mine to a processing plant in triple road trains, along with moving machinery where required, including trying her hand at oversize.

But with CJ’s farming background – she grew up on a cherry orchard in the Ad

forward to most.

“I’ve just transitioned into this. I went to an agricultural high school and a lot of my friends are in farming. I’ve been wanting to work the harvest for a long time but always had a full-time job and as it’s seasonal work, I could never take the time o to do it,” said CJ.

“ e variety here at Merkanooka Haulage is one of the things that attracted me to the company – I’ve done mining, oversize and now the harvest. I can get bored quite easily so I’m lucky to have so much variety here.”

For the duration of the harvest, CJ has based herself in the northern Wheatbelt town of Mingenew, where she’s working full time, six days a week. “It’s huge hours but really, really rewarding.”

CJ started the harvest work at the end of October and is now well into the new role.

“I spent a couple of days learning the ropes before jumping straight into it. e farmers have all been awesome to work with, as I knew

they would be. Everyone has been so welcoming, lovely and helpful,” added CJ.

She’s been given the keys to a brand-new Kenworth T659 twin steer prime mover, running on a Cummins X15 engine, pulling a BA-triple, loaded at up to 123.5 tonne GVM (gross vehicle mass) and measuring 36.5 metres.

“ is is a brand new truck and trailer combination –they don’t have any others like this, so I’m getting used to it all. It’s a twin steer, so I was a bit apprehensive at rst but it’s been really good,” said CJ.

e current role sees her carting grain throughout the Wheatbelt as well as into Geraldton. “We go out to the farms and the header feeds into a chaser bin, which goes and lls up the eld bins. We take that into the local towns or to Geraldton, then the grain is tested and you get allocated which grid to go to and then return to the farm again,” explained CJ.

servicing the Morawa and Mingenew area.”

Asked how she’s found the switch from the mine-site to harvest work, CJ says it’s been everything she had hoped. “It’s exactly what I thought it would be – but there are of course pros and cons to everything. I’m sacri cing my home life to do this but it’s such a great experience – and you can’t buy these types of experiences.

“ is stu is more my jam but farming isn’t at out all year-round, so I understand that mining has its place as well. I like the variety and I’m happy out here, having the freedom of being out here on your own and interacting with all the farmers.

“Merkanooka has six trucks in that eet, predominantly

“ e scenery is also beautiful. Before I came here, I didn’t know what it was like, so being able to share that with everyone through my Instagram page is great. is isn’t the desert – it actually reminds me of the Yorke Peninsula, which is where a lot of my friends are from, and the Eyre Peninsula, where my

With over 91,000 followers on her Instagram page, CJ says she’s grateful for the level of engagement she has been receiving online too. “It’s great being able to provide

thing they haven’t seen. I feel privileged to be in a position where I can lm and show people things and places they wouldn’t normally be able to see. e feedback has been really positive too.”

CJ expects to be working the harvest for at least a couple of months before setting o for a well-earned break. “ ey’re saying it’ll be a record-breaking season over here. Some people are saying it’ll go into January, but others are saying the farmers will do everything they can to get it nished by Christmas.

“After the harvest is done, I’m going to Japan for a snowboarding trip with a friend at the end of January. We lived in Canada together – so I’m really looking forward to that. I’ve also been invited to go over to New Zealand at the end of March for a truck show too.”

She’s driving a brand-new Kenworth T659 twin steer prime mover, named ‘Odd Ball’.

enjoyed sharing the views with her Instagram followers.

CJ began working with Merkanooka Haulage in January, which

BOGIE ROADTRAIN DOLLY

Upgrades for popular Fuso workhorse

Our test driver takes the new-look Canter range for a spin to experience first-hand their first major changes since 2018.

BY GRAHAM HARSANT

AT the smaller end of the truck market, the Fuso Canter has been a mainstay for many operators looking for a Pantech for last mile delivery, tippers that will t up a driveway or a tray truck to haul around the tools for the job.

Now, Fuso have released upgrades to the range, taking plenty of design cues from the second generation eCanter, which freshen up the exterior, and have added a new multi-media head unit to the interior. ese are the rst major changes to the brand since 2018, which indicates just how good the previous models were.

You don’t have to be a ‘Canter nerd’ to pick up the exterior changes. Have a look at the accompanying photo of a 2018 Canter 515 to the right and you’ll see how extensive the changes are.

e Fuso name, sitting on a black background, stretching across the body and owing into the headlight clusters, stands loud and proud. is styling element is referred to as the black belt design that matches the recently introduced new generation all-electric eCanter.

We’d also suggest that it is an e ective advertising tool for people to notice the brand.

Another black strip has been added below the windscreen giving it the appearance of being deeper and the A pillars now ow down past the screen and curve inwards, doing away with the sharp creases as seen on the old model.

Below this, a body-coloured grill replaces the old black insert, and the bumper has also received attention, with more curvature and black corner over riders angled up and inwards.

e registration plate has been moved towards the oside to accommodate the centrally mounted radar unit which works in conjunction with the dash mounted camera for the Advanced Emergency Braking System (AEBS).

e tray models feature handy steps built into the side framework at both the front and rear whereas the old model only had them at the front. Doors remain the same, with the addition of side LED repeater lamps. Importantly the LED headlights now throw out a 30 per cent brighter beam. e old ones were no slouch in lighting up the road but more light is always welcome in avoiding our native fauna. Does anyone else notice the ever increasing number of roo carcases on our roads?

e overall e ect is to give a more streamlined and ‘wider’ look to the body – although dimensions are identical. On the inside the changes are more minimal, the main feature being an upgraded 8” multi-function media screen

which sits proud of the dashboard, is compatible with wireless Apple Car Play and Android Auto connectivity, and has physical buttons that are much easier to use in accessing the various functions of the unit.

e multimedia unit also has upgraded processing and memory performance and integrated accessory capabilities. It displays the footage from the reversing camera that comes standard with all Canter models, while footage from up to ve additional cameras can also be shown on the screen.

It would have been nice to see the red highlighted ‘jet exhaust – like’ air vents and coloured door pockets from the eCanter which add a bit of are to the interior but, that said, it is a pleasant environment in which to spend one’s work days.

On the test day we got to play with four Canter variants; 515 and 615 Wide Cabs with a steel tray, a 515 Wide Cab with a Pantech body and a 615 City Cab (narrow body) Tipper which sits on a 2500mm wheelbase as against the others 3400mm.

e di erence between the 515 and 615 is that the former has a GVM of 4500kg, while the 615’s are rated to 6000kg – although there is the option to reduce them to a car-licence rated 4.5 tonnes. All our drives were loaded to the maximum GVM.

In all cases power is supplied by the venerable 3 litre, four cylinder turbo diesel engine with 110kW power and 370Nm of torque. I say venerable because this engine has been in use for many years by Fuso and has proven to be a robust and reliable unit. Some minor internal revisions and a slightly larger sump on some models are the only changes made.

Service intervals are now 30,000km or 12 months which is decent, but as with any engine, more frequent oil changes can only be of bene t at little cost outlay. My old Territory recommends 15,000km servicing but I do it every 10K and at well over 300,000 on the clock the old Barra motor runs just like that – a clock.

Warranty is ve years or 200,000km on all models and safety features include the aforementioned AEBS, plus lane departure warning and electronic stability control.

Suspension di ers between the two models with the 515 sporting double wishbone independent front suspension (IFS) with coil springs and steel rear suspension with parabolic leaf springs, whereas the 615’s have multi-leaf front suspension with stabiliser bar and steel rear suspension with semi-elliptical leaf rear springs with stabiliser bar.

Don’t go looking for manual versions of these Canters because you won’t nd them.

It’s the way of the world these days and the fact is, why would you bother stirring a stick constantly all day in the urban environments in which many of these trucks will spend their working lives?

e six-speed dual-clutch automated manual transmissions tted to these trucks works a treat, changing up and down gears quickly and smoothly. Touch the brake on a downhill slope and the ‘box will drop back a gear to help save on brake wear. If you do like to swap cogs it’s a simple ick of the lever, so you can play to your heart’s content.

I spent the day driving the four models supplied around the Bellarine Peninsula, south of Geelong, taking in the beautiful countryside with its hills and dales, jealously passing homes of my dreams with their ocean vistas, and the usual stop/start driving through the various townships.

I really couldn’t di erentiate between the pulling power of the 4.5- or 6-tonners, a testament to the engine and gearbox. Similarly, there was no discernable di erence in the ride of the di erent suspensions.

e trucks all did what was asked of them – and I asked a bit – without complaint. Steering is light and precise, the new multi-media screen is much more intuitive and easy to use and, most importantly I could sit in the seats all day without getting a numb backside. Wind noise is negligible and the air-con works a treat.

e trucks now have a thoroughly ‘new age’ look about them which will appeal to buyers.

Fuso’s only problem I suspect, is that the trucks have proven so reliable that there will be owners out there that will think, “I’ll get another couple of years out of the old

The 615 range delivers higher payloads and different suspension.

The welcome addition of radar necessitates moving the rego plate to one side.

Ingham to Innisfail region worst for fatalities

THE 140km section of the Bruce Highway between Ingham and Innisfail has been described by drivers I speak to as amongst the most dangerous routes in the country.

RACQ statistics also seem to back up that description.

In the lead up to the Queensland State elections several candidates said that more fatalities occur there than most other stretches.

Along the route are the towns of Ingham, Cardwell, Tully and Innisfail, with several smaller towns as well.

However, over the past decade there has been a lot of work on the stretch including an increased height of the areas around Arnot and Seymour Creeks, the Cardwell Range upgrade, an overpass above a former notorious crossing and improvements around Tully.

Roadhouse chef loses 50kg

Popular roadhouse chef Adam Jerri is a shadow of his former self after losing an amazing 50kg in six months.

e 44-year-old is known as the singing chef at the big BP Cluden Roadhouse in north Queensland.

Adam was featured in Big Rigs back in October of 2023 when he tipped the scales at 125kg.

When Spy was at the roadhouse in late October this year, Adam had dropped to 75kg.

“It took me six months to lose the 50kg and I am now down to my comfortable weight,” he said.

So how did he do it and what was the motivation?

“I used to have health issues such as a sore neck and back and other things and needed to do something about it. So I started eating just one meal a day and drank lots of water and the weight came o ,” he said. Adam said the end results had been wonderful and added he had never felt better.

“All of the health worries are gone and life is just great,” he said.

ese days Adam can enjoy the odd treat and watches his

weight every day.

And of course still enjoys singing songs when he works on night shift.

Avocado express in operation

Spy had a little chuckle when some truckies contacted him describing a convoy of produce trucks, travelling between Perth and Brisbane, as the avocado express.

Avocados in trays are picked up in B-double refrigerated trucks south of Perth and end up at either the Brisbane or Sydney markets.

One of the drivers hails from far north Queensland and works for Blenners, carrying bananas from around Tully to Perth.

en he picks up a load of avocados in WA and delivers them to either the Queensland or NSW capitals.

“ ey are in the refrigerated trailers at the right temperature and arrive as fresh as the day they were picked,” one driver told me.

e avocado season has now commenced which makes those who enjoy them very happy.

Are new detection cameras revenue raising?

New mobile phone detection cameras which have been in place around Adelaide in South Australia for several months have been doing a roaring trade.

But are they improving road safety or just revenue raising?

From reports, government consolidated revenue in SA has been given a major boost with many motorists including truckies being nabbed.

Popular stop in the middle of nowhere

Former WA truckie Amber Crowley who now runs a South Australian hotel in “the middle of nowhere” knows how to look after drivers when they stop there for a feed.

Amber and her partner Aaron run the Olary Hotel and in

joyed a chicken schnitzel and veggies and phoned through from down the road and it was ready when I arrived. ey have clean toilets and you can get a meal at any time during opening hours,” driver Martijn Dijkxhoorn told me.

e roadhouse is between Yunta in SA and Cockburn near the NSW border and is open from 8.30am until around 10pm.

Amber said Olary had a population of just ve and from her time as a driver herself she knows what truckies want.

“We are in the process of getting showers as well and get all our meat from a quality butcher at Burra about three hours away,” she said.

ere is also ample parking for heavy vehicles outside.

Situated on the Barrier Highway, the family took over the hotel on Australia Day this year.

WA trucks snapped Keen photographer and much travelled Rhonda Gra n has regularly contributed pics to Spy from her trips of trucks or roadhouses.

Rhonda’s latest o ering was of a Volvo owned by Perth based company Keegan Transport at a rest area in country WA. It was taken between Pingelly and York, north of Brookton.

Another was of a DIAB Engineering truck with the large half section of a tyre on it at a rest area around which is a WA Wheatbelt town located 379km north of Perth via Coorow and Carnamah.

Mystery millionaire

is mystery millionaire had opted for multiple numbers on Keno and included a bonus option.

e numbers came up and the juicy win was over a million bucks but the bonus tripled it, to a prize of over $4 million.

I was at a nearby pub about 500m away and it didn’t take long for the news to spread.

e windfall even made the local television news a few days after.

For obvious reasons the now millionaire wasn’t named but has indicated that he will now be able to ful ll his lifetime dream of home ownership.

e Pub on Palmer used to be known as the Shamrock Hotel.

Missing manager mystery solved

When the popular manager of a large roadhouse hadn’t been seen for some time, tongues started wagging. Was he sick, had he moved on to another job or was there some other reason?

is lad was very courteous and often spoke to customers

which included many drivers, including those from interstate.

So Spy investigated the matter to try and get to the bottom of it and to satisfy the curiosity of patrons.

I soon discovered that he was on paternity leave while his wife gave birth to their second child – and will be back.

Deer danger near Bicheno

Reports coming to Spy from Bicheno in Tasmania is that huge deer have been in numbers on the roads nearby.

Some drivers have collided with deer which run from the bush unexpectedly.

Most times it results in the animal being injured or killed and it certainly leaves a mess on the front and underneath the trucks.

Some of the drivers who hit a deer and saw it take o after the collision into the bush injured have phoned rangers to report it.

Bicheno is located on the east coast of Tasmania, 185km north-east of Hobart on the Tasman Highway.

More steaks

e paragraphs in the last edition which mentioned the di erences in prices for steak meals at various roadhouses received a big response.

Spy had heaps of contact from drivers wanting to o er advice on where they have eaten reasonably priced meals.

One interstate owner-operator who watches his dollars sent me a pic of a steak, eggs and chips he enjoyed at Daly Waters in the NT.

He also forwarded a receipt which indicated it cost $26.31.

and was delicious,” he said.

The steak from Daly Waters in the NT.

Roadhouse chef Adam Jerri before and after losing 50kg.

The truck hauling the huge tyre part at a WA assembly site. Image: Rhonda Graffin

The Keegan Transport Volvo at a WA rest area.

YOUNG driver Jamie Ashford, 29, is a genuine chip o the old block and is following in the footsteps of his dad Craig.

“Dad is aged 45 and drives for Lindsay Brothers,” he said.

Jamie works for Ingham Carrying Service and had delivered general goods around Townsville on a Kenworth when Big Rigs met up with him.

Jamie has been driving

FOLLOWING a massive heart attack in February, Mick Hallett has made a full recovery and is back driving road trains.

e 44-year-old had just pulled up in the Kenworth T909 triple he drives for B&K Bulk Haulage at the Towns-

Like father, like son

trucks since he was 18 and says he loves the job.

He likes the Rockhampton BP Roadhouse and rates the worst road as between Aramac and Torren’s Creek out west.

“It is very rough,” he said.

Fishing is a recreational passion for Jamie, like many other drivers.

“I go up to Tinaroo Dam on the Atherton Tablelands and have caught barramundi and ngermark,” he said.

Jamie also has a raft of options to wet a line in the district especially in the creeks and rivers in the Hinchinbrook Channel and the Herbert River.

I told Jamie that the average age of drivers was 58 and he was surprised but added. “I will be doing it for many more years.”

Jamie says his favourite meal is crumbed steak with veggies and chips.

Back on the road after health scare

ville Port Access Road when Big Rigs saw him recently.

“I had the heart attack here in Townsville and 90 per cent of my heart was blocked. I spent three days in hospital and was o work for several months,” he said Mick was heading o to Cloncurry about 900km away with a load. He said the Flinders Highway was a challenge to drive on, especially the stretch between Hughen-

den and Richmond.

When o work Mick enjoys shing and recently had some luck in waters o Lucinda, 120km north of Townsville.

“I caught some coral trout which make good eating,” he said.

As for roadhouses, Mick likes the Liberty at Richmond. He added that he barracks for the NQ Cowboys in the NRL season. “But I don’t play football myself.”

A jack of all

SMALL eet owner Alan Watts was hard at work under the bonnet of his Kenworth T650 when Big Rigs saw him in Townsville recently.

It was steaming hot and Alan was trying to repair the air conditioning which keeps his cabin cool. “I do most of my own repairs,” he said.

e 50-year-old driver is a part owner of the family company Ingham Carrying Service, with his dad Sid.

“Mum and dad started the company 54 years ago and we have three trucks,” he said.

trades

Alan likes stopping at the BP Cluden Roadhouse for various reasons.

“It has good food and facilities, and I come here a fair bit,” he added.

Alan has been carrying containers and likes his home town of Ingham, which is 110km north of Townsville.

Ingham Carrying Service provides a full range of services including transporter services, transporter supplies and machinery over an extended service area.

ELECTRONIC WORK DIARY

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Mick Hallett has returned to work after being off the road for months, as he recovered from a heart attack.

Alan Watts runs the family business alongside his father.

Action plan for truck driver shortage

crease by 77 per cent from 2020 to 2050.

On the other hand, there’s a driver shortage of over 26,000 un lled positions. is situation is bad enough, but all the signs are saying it will get worse.

A survey by the International Road Transport Union has revealed almost half of Australian freight businesses (49 per cent) are facing severe or very severe di culties lling driver positions.

Seventy per cent of the largest businesses are experiencing severe shortages. e survey also showed 38 per cent of Australian freight businesses expect the shortage to worsen in the next 12 months.

Many trucking businesses are just holding on.

Without immediate action, the ow of essential goods— everything from groceries to construction materials—will

be disrupted, a ecting industries and households alike.

It’s quite simple, the stability of our economy is at risk. is makes it more urgent than ever to address the challenges facing Australia’s truck driver workforce.

NatRoad has called for a coordinated national response.

We propose a National Road Freight Workforce action plan to address the situation. e plan would be led by National Cabinet and include eight key elements.

1. Create a national truck driver standard: We need a clear, nationally consistent, and competency-based standard for truck driver training.

2. Implement the national truck driver apprenticeship: Expand and promote the Truck Driver Apprenticeship scheme across all states and terri-

tories with clear resourcing and national consistency.

3. Develop a National Heavy Vehicle Skills Hub: is would be a centralised platform to address the information gap about career pathways and training opportunities in the road freight industry. is hub would also support the apprenticeship and provide information on incentives and training options.

4. Introduce training incentives: Bring in incentives to help businesses, especially smaller ones, access better training and support for new drivers. Larger businesses are already seeing success with workforce diversity, but smaller businesses lack the resources to implement similar programs.

5. Reform licensing and training: Move from time-based to competency-based licensing, ensur-

ing drivers are tested on their ability to operate large trucks safely in various conditions. National consistency in licensing and training is essential for both local and overseas drivers.

6. Deliver key actions in the ISA Workforce Plan: Address urgent issues in the ISA 2024 Workforce Plan, particularly around improving career information, supporting overseas drivers, upskilling high-productivity vehicle drivers, and

integrating key projects to reduce the driver shortage.

7. Recognise skill levels: Adopt the Australian Bureau of Statistics proposal to classify articulated truck drivers at skill level 3 and tanker drivers at the same level, ensuring a more accurate re ection of their expertise.

8. Address other road freight industry skills shortages: Acknowledge and address skill shortages in other areas of the road freight industry, such as mechanics, under the broader National Cabinet Action Plan. e bottom line is that we need more drivers but there’s no point just trying to plug the gaps. We must ensure those drivers are properly trained. We also can’t forget this goes beyond economics. is is also about safety for our truck drivers and all other road users.

Our National Road Freight Workforce Action Plan provides a roadmap to ensure the industry has the skilled, diverse, and competent workforce it needs to keep goods moving safely and e ciently across Australia.

e time for action is now. National Cabinet must show leadership and deliver the reforms required to secure the future of the road freight industry and ensure Australia’s supply chains remain strong and resilient.

Transition pathways on show at summit

future of heavy transport.

VTA COMMENT

PETER ANDERSON CEO, Victorian Transport Association

THE Victorian Transport Association (VTA) stands at the forefront of advocating for sustainable and innovative practices in the freight and logistics industry.

In my role as CEO, I am proud to highlight our commitment to fostering initiatives that not only align with governmental climate policies and targets but also promote operational e ciency for the industry.

One of the most promising developments we’re championing is the Greenstar Transition Pathway Program, a comprehensive four-year strategy designed to lead heavy vehicle eet operators through the critical journey of decarbonisation.

Launched at our recent Alternative Fuel Summit, the Greenstar Initiative is more than just an environmental strategy; it’s a roadmap for the

At its core, the program recognises that while the challenges of decarbonising large eets are signi cant, the opportunities for innovation, cost savings, and environmental stewardship are greater.

e program is built on a three-stage approach that emphasises education, immediate operational improvements, and long-term transition support - all essential to navigating the rapidly changing landscape of alternative fuel technology.

e rst stage of the Greenstar program focuses on equipping operators with essential knowledge and tools.

By emphasising data-driven monitoring of carbon emissions and fuel consumption, the initiative ensures that eet operators are empowered with accurate, actionable insights. Workshops, training sessions, software data technology, and emission reduction programs form the backbone of this stage, paving the way for informed decision-making and measurable progress.

Stage two deepens the impact by providing eet operators with targeted programs and tools to reduce their carbon footprint, including tai-

lored carbon reduction pro grammes.

is stage involves assessing emissions reduction opportunities, o ering technical support, and integrating best practices that align with operators’ unique needs. It’s about making tangible, near-term gains in e ciency while maintaining pro tability.

e third and nal stage of Greenstar is where the industry’s future comes into sharp focus: the adoption of alternative fuel vehicles and tailored transition frameworks for individual eets.

is phase will showcase emerging technologies and foster partnerships with green fuel companies, ensuring that operators receive ongoing sup-

port as they implement these transformative changes. is comprehensive pathway isn’t just theoretical - it is built for real-world application, with provision of tools and speci c structure for operators.

We expect to see over 5000 heavy vehicles engaged in this transition over the next four years, resulting in substantial emissions reductions and fuel savings. e implications for both the environment and the nancial health of operators are profound.

Greenstar exempli es how the VTA’s partnerships with industry stakeholders, policymakers, and technology leaders can drive meaningful change.

By enabling eet operators to access cutting-edge technologies and tailored transition strategies, we are not only meeting sustainability targets but also reinforcing the sector’s leadership in innovation.

Delegates at the Summit experienced rsthand the wide-ranging discussions and insights crucial to navigating decarbonisation.

e summit featured key industry gures, such as Tim Washington, CEO of JET Charge, who shed light on the economic considerations of transitioning to alternative fuels, and Robert Cavicchiolo from Viva Energy Australia, who detailed innovative carbon solutions.

Case studies presented by experts like Ruby Diaz from Linfox Logistics underscored practical implementations through initiatives like the GreenFox program, showcasing the tangible progress being made in decarbonising eet operations.

A particular highlight was the session led by Marcus Coleman of Tiger Spider and Romesh Rodrigo of Daimler Trucks, who outlined the evolving regulatory landscape and the importance of staying ahead of compliance standards.

ese discussions emphasised how eet operators can align their strategies with both current and upcoming environmental regulations, ensuring a proactive approach to sustainability.

e journey to decarbonisation is not without its complexities, but the Greenstar Initiative proves that with structured, well-supported pathways, the heavy vehicle industry can rise to meet these challenges.

I encourage all stakeholders to embrace this opportunity for a cleaner, more sustainable future - one that positions our industry as a model of responsible and forward-think ing transport.

Increasing truck safety through number plate cameras

MICHELLE TAYLER

AT the National Heavy Ve hicle Regulator (NHVR), we pride ourselves on investing in cutting-edge technology that enhances safety on Australia’s roads.

It is why we have invested in 40 mobile Automatic Number Plate Recognition (ANPR) cameras, which are utilised by our Safety and Compliance O cers (SCOs) to better detect and interrupt potentially high-risk behaviour and unsafe practices by heavy vehicles on our roads.

imise heavy vehicle monitoring capability.

Due to their known operational e ectiveness, we also plan to roll out the cameras in New South Wales next year to bolster our e orts in making Australia’s major freight networks safer and ensuring the heavy vehicle industry remains productive and ecient.

As many in the industry would know, ANPR cameras automatically detect the number plates of passing heavy vehicles, agging any potentially high-risk operators, vehicles or loads with our SCOs.

checks and intercept sites.

e wider implementation of ANPR cameras means increased e ciency for compliant heavy vehicle drivers by ensuring they are intercepted less regularly, with SCOs increasingly able to focus their e orts on those who are potentially higher-risk.

e NHVR has long adopted a risk-based approach to compliance monitoring and enforcement activities, and these cameras are just one of the ways we are making sure we are targeting the greatest safety risks on our roads.

to undertake relevant safety checks or follow up investigations where needed.

ese high-tech monitoring devices come in the form of

roadside trailers and vehicle mounted cameras, which are currently deployed by our SCOs in South Australia, Tasmania, Victoria and Queensland, targeting safety

on key freight corridors.

Being mobile, we are able to move and use the cameras in di erent locations, with camera sites identi ed within the busiest freight routes to max-

Examples could include an oversize or over-mass load approaching a bridge, dangerous goods carriers about to enter a tunnel, or operators who have demonstrated a poor track record from previous roadside inspections or who are actively seeking to avoid safety

We would like to remind industry ANPR cameras are not the same as speed cameras, and being detected by the cameras does not necessarily mean a driver will be ned.

What it does mean, however, is that as result of a camera sighting a SCO may intercept a vehicle at a suitable location

We have taken all required steps to deploy the devices in a safe and legal manner. Footage is retained in a secure data system and in accordance with privacy legislation and used to develop and inform our on-road activities to increase road safety. e NHVR is focused on integrating new technology to enhance future learning, and to support the organisation in being a data, information and intelligence-led regulator.

By investing in mobile ANPR cameras, we are making signi cant progress in improving road safety for all.

Industry is encouraged to read more about ANPR cameras, by visiting nhvr. gov.au/anpr.

The cameras only detect the number plates of passing heavy vehicles and do not capture data for light vehicles. Image: NHVR

Truckloads of fun around the corner

BY KAYLA WALSH

NOVEMBER has a few more truck shows up its sleeve before the Tassie Convoy 4 Kids gets into the festive spirit in December, bringing the year to a close. But don’t worry – there are plenty more events coming up in 2025. Here are some dates for your diaries!

NOVEMBER

She Won’t Be Right Mate – Car & Bike Show

November 23

Yarra Glen Racecource, VIC shewontberightmate.net.au

is year’s ‘She Won’t Be Right Mate’ mental health fundraiser brings the community together for a great day out. Raising money for Eastern Health Hospital’s mental health department, the event features a car and bike show, live music, food trucks, free kids’ activities, a ra e, racing simulators and much more. Trucks have also attended the show in the past and show director Marcus Reeves would love to see more this year. For more information, contact Marcus on shewontberightmate@gmail.com.

Castlemaine Rotary Truck Show

November 23-24

Castlemaine, VIC castlemainetruckshow.com

Online entries are now open for the 2024 HHA & Larsen’s Castlemaine Rotary Truck Show. e judges will be awarding trophies across 15 categories and there will be a $1,000 cash prize for Truck of the Show and $500 for Best on Ground (for Saturday). Truck entry $50 weekend or $30 single day.

Mount Gambier Family Truck Show

November 30 Mount Gambier Showgrounds, SA mgfamilytruckshow.com.au

e Mount Gambier Family Truck Show is back, kicking o with a convoy from Penola to Mount Gambier with more than 80 trucks expected to take part. At the showgrounds, attendees can enjoy a gold coin entry family fun day from 10.30am to 3.30pm, raising funds for the less fortunate within the community.

DECEMBER

Tassie Convoy 4 Kids

December 14 Glen Lea Road, Pontville, TAS

Facebook: Tassie Convoy 4 Kids

e Tassie Convoy 4 Kids is back, and this year it will be extra festive as it’s being held closer to Christmas than usual. Owners of the “Top 10” trucks will pay a $100 entry fee before fundraising as much as possible, battling it out to be named lead truck –with all money raised donated to the Royal Hobart Hospital’s Children’s Ward. All other trucks are also welcome to join the convoy on the day (no registration required). For more information contact Emma on 0448810441.

JANUARY

Geelong Classic Truck and Machinery Show

January 11-12

Geelong Showgrounds classictruckandmachinery. com.au

e Geelong Classic is back,

featuring trucks, classic cars and bikes, vintage tractors and steam engines. Various clubs will also be in attendance, from Lego Club to Model Clubs. Entry for adults is $15, kids under 15 and exhibitors go free.

Koroit Truck Show

January 25

Victoria Park, Koroit Facebook: Koroit Truck Show

Koroit comes alive at its annual truck show with a large truck display, motorcycle performance, state wood chopping competition, live music, market stalls and more. Don’t miss the popular truckie sprint and the tug of war!

FEBRUARY

Lardner Park Heritage Vehicle Display

February 1-2

Lardner Park, VIC Facebook: Heritage Vehicle and Machinery Display

e dates have been set for next year’s Lardner Park Heritage Vehicle Display. Historic, classic and veteran vehicles (25 years and older) are wel-

come, from trucks and cars to tractors, motorbikes, caravans and more.

APRIL

Trucking Australia 2025

April 17-19

Adelaide, SA new.truck.net.au/ta

Trucking Australia will return in April 2025 – and this time it’s coming to Adelaide. Information on ticket sales will be available on the ATA webpage and through the ATA’s weekly newsletter from November 2024.

MAY

Brisbane Truck Show

May 15-18

Brisbane Convention and Exhibition Centre, QLD brisbanetruckshow.com.au

Tickets are now on sale for the much-anticipated 2025 Brisbane Truck Show, the southern hemisphere’s largest festival of all things trucking. Building on the success of past shows, all exhibition space is already sold out, guaranteeing attendees over 30,000 square metres of ex hibitions of the

latest trucks, trailers, technologies, and parts and accessories available on the Australian market.

e 2025 show will be a critical component of Truck Week, a week-long festival incorporating an array of activations in nearby South Bank Parklands, including the Premier Boxing Series, Australia’s Best Show N Shine, and e Depot careers and entertainment hub – plus the Heavy Equipment and Machinery Show at RNA Showgrounds and the Heritage Truck Show at Rocklea. Scenic Rim Truck Show 2025 May 31 Jimboomba State School, Qld scenicrimtruckshow.com

Get excited for the Scenic Rim Truck Show. Held from 10am to 6pm, the show will feature plenty of trucks along with market stalls, rides, entertainment, ra es and a live auction. All pro ts will be donated to the KIDS Foundation.

Have you got an event you’d like included in the next Save the Date? Email all the details to kayla.walsh@ primecreative.com.au.

A previous winner of Rig of the Show at the Koroit Truck Show. Image: Koroit Truck Show

McClure Earthmoving rolled into the Castlemaine Truck Show with this classic Mack in 2023. Image: Prime Creative Media

Richard, Toby, Elijah and Piper Sutcliffe had a great time at the Tassie Convoy 4 Kids last year. Image: Tassie Convoy 4 Kids

GENERAL KNOWLEDGE

describes one who lends money at an

rate of interest (6)

5 What is a different term for a wireless (5)

6 Which strong ship is used for breaking channels through ice (7)

7 What is a more readily known term for a composition (5)

13 Which word describes an emperor, etc. (7)

15 To which animal groups do rats and mice belong (7)

16 Name a highly poisonous substance (7)

17 What are open sores (6)

18 What is an alternative term for ensigns (5)

19 What is an addition to a document, etc. (5)

20 Name the first sign of the zodiac (5)

Aussie driver on global stage

AN Adelaide based owner operator has come out on top, after competing in the UD Trucks Extra Mile Challenge global nal in Japan.

Matt Modra has worked in transport for the 22 years, working as a subcontractor and transporting structural building materials.

His truck, a UD Quon GK 17 420 prime mover was purchased brand new in 2020 with a front mounted crane, for the delivery of Colourbond roo ng and structural steel.

Matt secured his place in the UD Trucks Extra Mile Challenge nal after an impressive performance in the qualifying round, which took place over four weeks.

He achieved the highest score across the performance criteria of power mode, manual mode, coasting and overall fuel e ciency – all of which were tracked remotely through UD Connect telematics.

e nal took place last month at the UD Trucks Experience Centre in Ageo, Japan.

Launched in 2015, the UD Trucks Extra Mile Challenge is a skills-based driver competition that tests several key areas, aiming to demonstrate how improvements in driver behaviour can translate to safer driving, improved fuel

consumption and reduced wear and tear on vehicles.

By doing so, the competi tion aims to support UD’s Better Life purpose, and also seeks to recognise and cele brate the industry’s unsung heroes that keep the wheels turning – our truck drivers.

“Not only was it rewarding to qualify for the Extra Mile Challenge Final in Japan, but going on to win the compe tition for Australia was a real honour,” said Matt, follow ing the win.

“Experiencing the world of UD Trucks in Ageo was very special. As an owner and operator of a UD Quon, it was interesting to understand UD’s history and operations in Japan and to meet the faces behind the brand.

“I’m a big believer in the idea that the day you stop learning is the day you get left behind, and by being a part of this competition, I’ve learnt more than I could have imagined and have met some fantastic people along the way.”

Matt excelled in the global nal challenges, which included a round of vehicle pre-inspection, test track driving of a loaded Quon GK prime mover, where fuel consumption, speed, braking and safety criteria were assessed, as well as a reverse parking challenge.

roughout the competition, Matt was coached by Patrick Ryan, Volvo Group Australia’s key account handover and delivery manager, and UD Trucks’ designated driver trainer.

UD Trucks said that by utilising his UD Quon’s standard onboard coaching system, Nenpi Coach, Matt enhanced his overall driving technique, improving overall safety and e ciency – most notably achieving an 8-10 per cent improvement in fuel e ciency during the local round.

“ e UD Trucks Australia team is thrilled about Matt’s epic win for Australia, and we congratulate him on his outstanding performance,” said Philippa Wood, vice presi-

3 steps to getting new employees

dent of UD Trucks Australia.

“ e skill, passion, commitment and grace demonstrated by Matt throughout the competition, is a testament to his UD spirit and his willingness to ‘Go the Extra Mile’.

“Matt’s expertise and eagerness, paired with the UD driver development services he received throughout the challenge, including Nenpi Coach and driver trainer, gave him a competitive edge in the challenge.

“We’re grateful to have had the opportunity to compete in the UD Trucks Extra Mile Challenge on the global stage and we congratulate all participants and markets on their impressive performances.”

Adelaide truckie Matt Modra has taken top honours in the global competition. Images: UD Trucks

Matt was thrilled to walk away with the win.

Swapping hospo for highway

BY KAYLA WALSH

BRYN Je rey was 18 years old when she spotted a B-double coming down the road and was struck by its intimidating size.

“I thought it was incredible that someone could drive something so big,” she said. “I was awestruck – and this planted a seed in my mind that grew over time.”

Born in Sydney, Bryn moved to the northwest of Ireland with her family when she was six, returning to Australia at the age of 23.

She had driven some small trucks back in Ireland, but after moving to Traralgon,

Victoria she found herself working in healthcare and hospitality for years, steadily becoming more and more burnt out.

“I worked as a phlebotomist and a cook, but deep down, I knew those jobs weren’t what I really wanted to do,” she said.

Needing a change, she packed up her life and moved to Melbourne, where she came across the Victorian Transport Association’s Freight Industry Training (FIT) project.

Launched in 2022, the FIT scheme has placed more than 125 candidates in full-time work – including a large number of women taking up new

careers in the freight sector.

“I was researching truck training and licencing online when I came across this program,” Bryn said. “It sounded perfect for me.”

Bryn was accepted to the program and began her heavy vehicle driver training with Armstrong’s Driver Education in omastown, graduating as a HC driver in 2022. Not content to stop there, she progressed through the VTA’s Driver Delivery Program, qualifying as a MC driver earlier this year.

e 39-year-old is full of praise for both the VTA and Armstrong’s.

“ e VTA has helped me in more ways that I can put into words,” she said.

“ e training and support that I have received from their team has been second to none.

“Armstrong’s were also amazing, giving me a thorough understanding of advanced driving skills and important things to think about when you are operating such a big and heavy vehicle.”

Bryn thinks comprehensive training programs like the one she underwent have many advantages over one or twoday courses.

“I think the extra training –you can do ve or eight days – and how the courses are designed really make a di erence.

“It’s not just ‘learn the ba sics’ and pass a test.

“My instructor really helped me to understand what to look out for and do in any given on-road situation.

“ e extra time behind the wheel really solidi ed the training I received, as I was able practice and improve my skill level.”

Some of the lessons Bryn learned during her training course included how to ap proach tra c lights and antic ipate when they are about to change, and the importance of positioning and timing when approaching intersec tions, roundabouts, and tight corners.

“I also learned how to safe ly descend steep hills and the importance of situational awareness and managing fa tigue,” she added.

“As much as many other road users can sometimes be have like absolute morons, I have learned the importance of safe driving and how to predict and react accordingly to any potential hazard or situation.”

Another way Bryn has improved her truck driving skills is through using truck simulators.

“I started playing truck simulators about 10 years ago and I really got into it,” she said.

“I tried to make it as realistic as possible by using head

“I would recommend this to anyone that’s interested in getting into driving trucks.

“It teaches you a lot, and the best part is that if you crash, it doesn’t matter or cost anything!”

She now drives interstate for Dyers Distribution and Logistics and said her rst trip across the country in a B-double was a dream come true.

“For a lot of people, driving a truck is just a job, but for me

it’s a passion and something I worked incredibly hard to achieve,” she said.

“To nally get behind the wheel and set o to Brisbane from Melbourne in a Dyers 20-25m B-double is a feeling that words cannot describe.” Bryn urges anyone thinking about becoming a truck driver to just go for it.

“Don’t let anyone, and I mean anyone, make you feel like you can’t do something,” she said. “If you really want something, go get it.”

Easter Group Pty Ltd Easter Group Pty Ltd

73 Formation St, Wacol

Easter Group, located in Wacol, provides time sensitive road transporting solutions to many companies throughout Queensland, New South Wales, South Australia and Victoria. We are a family owned business, operating since 1976. We currently have the following positions available: OPERATIONS ALLOCATORS (Brisbane based only)

You will be required to work on a rotating roster including Days-Nights-Weekends Previous Operations experience preferred.

MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED

(Brisbane, Sydney, Melbourne and Adelaide Based)

Come and work for us as we are committed to:

• Training and further education • Your safety

• Maintaining an impressive Fleet On offer 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

WORKSHOP MECHANICS & TYRE FITTERS WANTED

(Brisbane based only)

To apply for Mechanic positions please forward your resume to Workshop Manager via email to employment@kseaster.com.au

Bryn loves her job as an interstate truckie for Dyers Distribution and Logistics. Images: VTA

• Exceptional corrosion resistance

• Proven rubber and chord quality

• Lightweight high strength pistons

• Comprehensive range for truck, bus and trailer