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Christmas crackdown on fatigue
BY KAYLA WALSH
THE NHVR is teaming up with police to carry out a fatigue blitz across New South Wales, Queensland, Victoria, South Australia and Tasmania this Christmas.
Operation Omega will see hundreds of o cers on the ground, conducting inspections and ensuring truck drivers are complying with work and rest requirements.
NHVR CEO Sal Petroccitto said the operation comes in response to unacceptably high rates of fatal heavy vehicle crashes and fatigue non-compliance.
“ is year, we have sadly already seen 120 fatal crashes involving heavy vehicles across Australia and 135 lives lost,” he said.
“Fatigue remains one of the deadliest risks on our roads – which is why we are doing everything in our power to ensure all road users get home safe this Christmas.
“O cers will conduct roadside checks, inspect logbooks and monitor driving behaviour to identify and prevent fatigue-related incidents occurring.”
Petroccitto said Operation Omega will see o cers focus their e orts across high-risk areas where driver fatigue poses “signi cant danger”.
He continued: “We are partnering with police across the country, increasing our pa-
trols at identi ed high crash risk areas, during high fatigue risk hours.
“As part of the NHVR’s inform, educate and enforce approach, our o cers will continue to work with industry to raise better awareness of the extreme risk that fatigue presents.”
From January to October this year, the NHVR recorded more than 1750 fatigue-related o ences across NSW, including heavy vehicle drivers exceeding their permitted work hours, or failing to record work and rest hours.
“While we understand the pressures and deadlines drivers may face during the busy festive period, cutting corners
on rest is simply not an option,” Petroccitto added.
e NHVR declined to con rm the dates of Operation Omega, only saying that it will take place “over the holiday period” and more information will be provided later in December.
When we rst posted the news online, Big Rigs readers were unimpressed and shared their thoughts on our Facebook page.
“In the 30 years I’ve been driving I’ve never seen such a high level of harassment by authorities, but the road toll/accidents continue to go through the roof. It obviously isn’t working,” wrote Justin Pereira.
“ e pressures and deadlines come from over-regulation and the cameras in our faces everywhere,” Keith Morrell chimed in. “ ese blitzes don’t fucking work! Focus on education and training, focus on the COR. Let the drivers spend more time concentrating on actual safety and physical fatigue management, instead of BS compliance requirements.”
Meanwhile Graeme Kelly pointed out the unfairness of a fatigue blitz when there is a severe lack of infrastructure for truckies.
“We need more parking bays and rest areas to accommodate at minimum 20 road trains,” he commented. “Re-
ally all the blitzes are achieving is nothing but money raising and drivers leaving the transport industry. It’s time they got a reality check –nes and court cases won’t x problems.”
Others asked why car and caravan drivers weren’t subject to the same fatigue rules.
“Caravaners and holidaymakers can drive tired and overload their vehicles this Christmas and nothing will be done,” said Luke Pearson.
“What about these caravans and Winnebagos?” asked Lou Marinos. “All these people driving all hours of the night after a full day’s work, are they exempt for some reason? Fucking revenue raising at its nest.”
Richard Anderson, on the other hand, agreed with the importance of being strict on fatigue.
“Professional drivers and companies do the right thing and follow the rules,” he argued. “If we all did that there’d be no alleged harassment. Remember, some of the legal weights now are around 90 tonnes. What could possibly happen if it all goes pearshaped?”
Heavy vehicle drivers who feel pressured by their employer to drive while fatigued can call the NHVR’s Heavy Vehicle Con dential Reporting Hotline on 1800 931 785.
CHRISTMAS TRADING HOURS
Normal Trading Hours Monday 16th December to 6 Saturday 21st December 2024. Open on Monday 23rd December 2024. Closed from Tuesday 24th December to Wednesday 26th December 2024. Re-open on Thursday 27th December to Tuesday 31st December 2024. Closed on Wednesday 1st January 2025.
Normal Trading Resume on Thursday 2nd January2025.
Operation Omega will see hundreds of officers on the ground, inspecting logbooks, monitoring driver behaviour and conducting roadside checks. Image: NHVR
Truck drivers snubbed on core skills list
BY DANIELLE GULLACI
THE Australian Government released its new Core Skills Occupation List (CSOL) on December 3 and despite the industry being in the midst of a driver shortage, truck driv ers have been overlooked yet again.
CSOL provides access to temporary skilled migration for 456 in-demand occupations, applying to the Core Skills stream of the new Skills in Demand visa.
e new classi cation adds a new occupation, articulated truck driver, which is classed as skill level 3 – the same as a trade quali ed electrician or
It includes everything from aeroplane pilots to ower growers and hairdressers.
Warren Clark, CEO of the National Road Transport Association (NatRoad) commented, “You’ve got occupations like hairdressing on that skilled list, but then you’ve got a profession that could literally stop the country and we can’t get them on the skilled occupation list. Truck drivers provide an essential service for the economy.”
He said NatRoad is 100 per cent behind including truck drivers on the CSOL.
“ ere is no set visa for truck drivers, so instead the truck drivers coming into Australia aren’t coming in on a designated visa.
“ e problem is that it takes a considerable amount of time to make change happen. At NatRoad, we’re still hopeful that this will change and we won’t stop putting our case forward.”
ven’t been included on the CSOL, those looking for skilled trades in the workshop may be in better luck, with jobs such as diesel motor mechanics, panel beaters, vehicle painters, vehicle body builders and automotive electricians all included on the list; as well as eet managers.
However, there has also been some good news for the recognition of truck drivers, with the profession bumped up to a higher classi cation on a separate list, released just three days later.
e Australian Bureau of Statistics (ABS) released its new classi cation of occupations earlier this month – known as the Occupation Standard Classi cation for Australia or OSCA.
e classi cation assigns occupations to ve skill levels, ranging from skill level 1 (tertiary quali cations) to skill level 5 (you need to have nished high school).
Truck driving was previously classed as skill level 4, equivalent to a Certi cate II or III, or one year of experience.
e ABS describes the occupation as someone who drives an articulated truck, requiring a specially endorsed class of licence, to transport goods, often over long-haul distances; with listed specialisations including linehaul driver, livestock transporter, logging truck driver, road train driver, semi trailer driver and vehicle haulage driver.
Tanker drivers are also now recognised as skill level 3, with specialisations listed as milk tanker drivers, petrol tanker drivers and water tanker drivers.
Skill level 3 recognises the job as including at least two years of on-the-job training or at least three years of relevant experience.
Rigid and tow truck drivers are excluded from this classication.
e Australian Trucking Association (ATA) has been lobbying for this change in skill level recognition for truck drivers and was thrilled to see it has nally been actioned.
ATA CEO Mathew Munro said, “Our industry has always maintained that articulated truck driving is a skilled trade.
e ABS’s decision has conrmed that view.”
ough Munro also ex-
that truck drivers were once again excluded from the CSOL.
“ e Government must now go back and address this glar ing omission on the core skilled occupation list,” he said.
“Australia’s truck drivers de liver every item on the shelves of every supermarket, and we have a serious driver shortage right now. We simply cannot wait until the next scheduled revision of the list.
needs to be done too.
“Having said that, the ATA welcomes the inclusion of truck workshop sta like diesel mechanics and vehicle body builders in the list.”
Clark added that at present, the industry is in need of approximately 26,000 truck drivers. While NatRoad is highly supportive of adding truck drivers to the CSOL, he
“ is is a pretty urgent problem,” said Clark. “In Europe alone, they’re about 3 million truck drivers short, so even with changes to visa requirements, where are all these truck drivers going to come from?
“I think the driver shortage has to be looked at domestically because there is also a massive shortage of truck drivers across the world – this is not unique to Australia, it’s happening everywhere. We need
to be building pipelines for Australian people to come into the industry and be trained as truck drivers.”
According to Clark, a big part of the issue is that there is no recognised training, we have an outdated licensing system and the industry doesn’t promote itself well enough.
“What a lot of people don’t realise is that trucking can be very exible – whether you’re young or old, looking to work full time or part time. Not all truck driving work is going to mean you’re away for two or three weeks at a time, that’s a very specialised job. Around 80 per cent of truck drivers in Australia work in metropolitan areas,” he said.
“ e real opportunity for growth comes from young people looking at career paths to get into trucking.”
Licensing overhaul must be nationwide
BY JAMES GRAHAM
GRIEVING truckie’s wife
Delphine Mugridge has vowed to keep ghting for nationwide adoption of South Australia’s groundbreaking changes to the heavy vehicle licensing of drivers from overseas.
e widow of Slim Mu gridge, one of three drivers killed in a triple-fatality at Yalata on April 4, was along side SA Transport Minister Tom Koutsantonis and South Australian Road Trans port Association (SARTA)
Executive O cer Steve Shearer to announce the re forms in the South Australian Parliament late last month.
She also handed over a copy of the petition she started to lobby for changes that is now backed by more than 20,000 supporters.
“I think Slim would be surprised I’ve done this, but proud as well,” Mugridge, 74, told Big Rigs.
“Hopefully other states will come on board now once they see it’s working.
“I don’t want Slim’s memory to die – and I don’t want him to have died in vain.”
Under the changes, which take e ect in February, the state government will establish an ongoing Multi-Combination (MC) Licence Program for drivers to obtain a licence allowing them to drive all heavy vehicles. Drivers will need to apply for the program with
support of their employer, and complete a competency-based training course before logging a minimum number of hours and learning components with a quali ed supervisor.
Heavy Rigid licence holders will be required to complete a minimum of 60 hours of logged supervised driving and additional learning while those with an existing licence will need to complete at least 50 hours.
Overseas heavy vehicle driving experience will no longer be recognised for those pursuing an MC licence, with the exception of New Zealand.
Drivers from overseas countries will be required to hold a South Australian HR or Heavy Combination licence for a minimum of 12 months, or complete the MC Licence Program before obtaining a MC licence.
“ is is all about making sure everyone can get home safe after their shifts and not be worried about them dying,” Mugridge said. Mugridge reiterated that she started the petition to have the same rules adopted right across Australia. She’s planning to relocate back to her home state of Queensland next year and
petition the state government there to take the same hardline approach as South Australia.
“ ere’s a lot of accidents happening on the Bruce Highway every day,” she said.
“I’ll check how many people have signed my petition from Queensland and use that to lobby the Queensland Government.”
Shearer is also going to do everything he can to bring pressure to bare to have other jurisdictions follow SA’s lead.
He knows his colleagues in other states have been watching SA closely and said the Australian Trucking Association is “fully on board”.
“I can’t imagine anyone is going to get their nose out of joint over this because it’s such an obviously sensible thing to do, and it doesn’t cut across anything that anybody else is thinking about in other states that I know of.
“You wouldn’t want to be the minister in a state who’s observed what South Australia has done, and not long afterwards that state su ers a horrendous fatality, and they are not seen to have been picking it up.”
Shearer said he was grateful for the political impetus that Delphine Mugridge’s petition triggered.
SARTA had pushed for changes to the licensing of HV drivers from overseas for some 15 years.
“But we were always met
with arguments from o cials that nothing can be done be cause of the 1939 Geneva Convention on Land Transport, under the control of the Department for Foreign A airs, which allows overseas drivers to use their overseas licences here,” Shearer said.
“As usual SARTA did not give up and we kept pushing the issue at every opportunity within SA and nationally. In recent years the changing dynamic on the roads has increased the need and the pressure for change. But why the hell does it take the death of three people to make something like this happen?”
Shearer realises that until other states follow suit, drivers can still take shortcuts in other jurisdictions.
“But to not do it for that reason, would have been irresponsible. Koutsantonis has made the right decision to step up to the plate and essentially eyeball his colleagues and say, ‘Well, are you going to get on board, or not?’”
Koutsantonis said everyone has the right to go to work and return home safely.
“We owe it to families like the Mugridges and to all road users to make our roads as safe as possible,” Koutsantonis said. “ ese new standards not
[L-R] Steve Shearer, Delphine Mugridge and Tom Koutsantonis address the media about the law changes in SA. Image: Tom Koutsantonis
Slim pictured at his favourite truck wash, The Kleening Zone, in Perth. Image: The Kleening Zone
of support.
“Why? Because Nev should have gone home to his family, and I shouldn’t need to be standing here today making these changes.”
How the changes will work
1. The overseas experience of HV drivers will not be recognised in SA (except for drivers from New Zealand) and they will all have to undergo the full training and assessment before gaining an MC licence in SA; and
Readers’ reaction
Doug Tandberg
Heavy licence testing should be done in a manual Road Ranger transmission.
only honour Neville’s memory but respond to the needs of the industry and the calls for change from many who work on our roads daily. is is a critical step in ensuring that those behind the wheel of the heaviest and most complex vehicles on our roads have the necessary training and experience to drive them safely.
“ e reforms ensure drivers meet the highest standards of competency while providing clearer pathways for achieving the required quali cations.”
Koutsantonis said he’s now urging other ministers to fol low SA’s lead.
“ e power of the argument I believe will carry the day,” he told media on the day of the announcement.
SYDNEY
Koutsantonis said Delphine Mugridge’s petition is one of the largest he’s tabled in the SA Parliament in his 27 years in state politics. “It is a remarkable e ort; it’s been a whole movement and I want to thank her for the work she’s done, not only in Nev’s memory but to make sure there are no other people who have to start a petition,” he said. “It is very brave of Delphine to be here today and to do this and talk publicly about it, but I think she’s a hero.
“I think the work she has done will change the country and the way we do licensing in this country - and it will save lives.”
2. Adoption of the highly effective three-year pilot (run by the South Australian Road Transport Association (SARTA) and one of its members with the Department) to progress HC drivers to MC. Instead of just holding, but not having to use, an HC licence for 12 months before going for an MC licence, there will now be an alternative option that will ensure better-trained and competent drivers. This will involve on the job buddy training within their employer’s operations.
HR licence holders will also be required to complete a minimum of 60 hours of logged supervised driving and additional learning components.
Drivers with a HC licence will need to complete at least 50 hours of logged supervised driving with additional learning components.
These are minimum periods, said SARTA Executive Officer Steve Shearer.
“Some drivers will require 80 or 100 or more hours of training before they achieve the necessary competency,” Shearer said.
and Delphine. Image:
“They’ll all have to undergo at least the above minimum hours of in-truck logged training on the job with the employer under the guidance of an experienced supervising driver who is sitting right next to them the whole time, doing real work.”
“When and only when, the driver is considered ready, they will then have to undergo a practical driving assessment in an MC vehicle with an Authorised Examiner to obtain the MC licence. If they don’t pass the MC Licence assessment, they won’t get an MC licence.”
They would have to have a number of hours learning the gears before being able to get out of the depot, let alone down the road. Learn how to do the double shuffle down the box and learn how to tackle a steep hill, up and down.
Anyone can get behind the wheel of an auto truck and drive it. No experience necessary, as we’re seeing now.
Let’s get serious about safety. We only want drivers who know how to drive to be the drivers coming towards us. At the moment it’s Russian Roulette.
John Charles
My question is who is going to be classed as an experienced driver buddy?
Sixty hours is two weeks work and if they are put in with another driver that can’t actually drive nothing is gained. They buy the trucks then employ their own and with the everrevolving roundabout of having to go home because the visa has run out, the cycle is never ending, having to induct these drivers as part of my job - it’s out of control.
My take would be that they have to pass a test for car licence then go through the same training with a registered training organisation to gain there HV licences and include fatigue regulations as well.
This is a national issue and needs to be addressed nationally but welcome any change to the process there is now.
Jodie Broadbent
The only issue with this is that those who want to take the easy way out will just go interstate to get their licence. Hopefully other states follow suit asap.
Leanne Kelly Fantastic news. Great work SARTA and SA Transport Minister Tom Koutsantonis, at last some action, Now for it to be rolled out in all the other states and to actually start saving lives! So sad though the loss of Slim and the other drivers, had to have been the final straw that pushed this action though. Deepest condolences to the families, colleagues and friends of all involved.
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Our April cover tribute amid an outpouring
Delphine Mugridge
NSW leads charge with solar
BY JAMES GRAHAM
CEMENT
Australia’s NSW Logistics Manager Phil Young was quick to endorse the opening of the rst solar-powered Charge and Change Station for battery-electric trucks at the Moorebank Intermodal Precinct in Sydney this month.
Young’s company has three retro tted Kenworths – two 403s and a 410 – using Janus Electric’s cutting-edge facility with a fourth on its way, and a similar-sized eet running out of Port of Melbourne.
e Janus-converted trucks use two 620kW batteries that slot into cavities behind the cab and each set can be changed for fully-charged batteries in just four minutes. Depending on the load, each truck gets up to 500km on a fresh battery set over a 12hour shift.
e rst of the Clydebased Cement Australia trucks have been running on the 2m x 1.2m batteries since April and Young has been impressed with the results.
“ e drivers are really happy with them,” Young said.
“ ey’re a lot quieter, a lot more relaxing to drive – you just don’t get the noise and vibration.
“You also don’t use the braking as much because of the regenerative side of the electrical. So, they’re reading the road better, backing o more, putting more regen back into the batteries.”
“To start with, it was a slight change in driving style, but now you won’t get them out of the trucks.”
Cement Australia truckie Julian Petrovic backed Young’s assessment, citing the regenerative braking bene ts as the major plus for drivers whose trucks are now able to run heavier due to a special exemption from the NSW Government.
“You feel less fatigued driving them – it’s quieter and there are less vibrations – and you don’t have to brake much
because it regenerates itself,” said Petrovic, a truckie for more than 20 years.
“ ey’re the main di erences to driving a diesel.”
Petrovic said the changeover of the batteries is a breeze. e drivers now pick up the trucks each day from the Moorebank precinct, with all the batteries ready to go for their shifts.
With the driver training and the on-board displays giving constant feedback to drivers, Petrovic also said he always feels safe and has total con dence in the technology.
“If there is a problem with the batteries, there is a notication.”
Young said Cement Australia is currently building its own Janus Electric Charge and Change Station at the company’s nearby Clyde depot and there are also plans to have one at its Glebe Island base utilising the 100 per recent renewable shore power for shipping.
“We’ve currently got eight trucks down there and we’d like all eight to be EV.”
It was one of Cement Australia’s converted trucks that caught re on the West Gate Freeway in Melbourne in November 2023, due to an internal short of a single and now defunct battery cell, but Young has no qualms about safety.
“People forget there was a [diesel] truck re on the M5 tunnel on ursday last week [November 28] to do with brakes,” Young said.
“We’ve had these running around since April with no issues. ere are a number of alarms and codes that can warn us ahead of time if there are any problems, and the drivers have been well trained. If anything happens, they know the process.
“But touch wood – battery technology keeps improving. It gets better and better every year.
“It’s a very low risk at the moment and we’re going to see that risk diminish further. We wouldn’t put our
drivers in a high-risk situation and if these were that type of risk, we wouldn’t be using them.”
Andy Divall of Goulburn-based Divall’s Earthmoving and Bulk Haulage was another operator watching on with interest at the o cial launch at Moorebank earlier this month.
He’ll soon be using the Charge and Change station for his company’s rst Janus-converted diesel truck, a Kenworth 403 in a tipper application running two trips a day out of Marulan into Liverpool, a 350km round trip.
Divall hopes to have the electric truck up and running by early March.
“I just want to try and make a di erence in our carbon footprint, and try and make a di erence for our kids,” said Divall, who plans to eventually have his own charge and change infrastructure at Goulburn or Marulan.
“ e fact is, we’ve got 150 years’ worth of fossil fuel left so we’re a sel sh race if we don’t do something now.”
Janus Electric CEO and co-founder Lex Forsyth is hoping to have as many as 10 trucks using the Moorebank station - one of nine in Australia - in the “not too distant future”.
“We’ll see this site probably double in size over the next six months, so we’ll have anywhere between eight to 10 batteries on charge here at one time,” Forsyth said.
So far Janus has had to stump up almost $300,000 for the solar-powered Moorebank facility and connection – the company is hoping for funding help from ARENA in the near future – with individual users paying around $250 a day for a fully-charged and installed battery.
e Janus software platform allows operators to see when the next solar-charged battery is available for installing.
“We’re in the process of being able to let the driver
select a battery that is ready to go for them in advance. But the beauty of it is, we’re monitoring the data from everyone of these trucks and we understand when they’re going to need a battery.”
NSW Transport Minis ter Jo Haylen, who cut the ribbon at the o cial launch event, said the solar-powered station is a crucial step to wards a “cleaner, greener fu ture” for Australia’s transport sector.
Haylen also outlined what the NSW Government was doing to help pave the way for operators to make more use of greener technology.
“ ere are a range of dif ferent incentives available,” Haylen told Big Rigs.
“Firstly, we’re removing as much regulation as we can to make this possible, but also working with our di erent government partners – the federal government and ARENA and other grants they provide in the clean en ergy space. As well as making sure we’re working with local government because the road network is owned by all levels of government, and we need to work together on that.”
Kenworth extends heavy-duty sales lead
KENWORTH comfortably held its perch at the top of the heavy-duty sales table with another solid month in November.
In the latest new truck sales gures by the Truck Industry Council (TIC), Kenworth handed over 338 sets of keys, good enough for a 24.4 per cent market share so far in 2024.
e Bayswater badge is now 512 clear of nearest rival Volvo in the year-to-date totals (YTD) – 3416 against 2904. Volvo lost ground after a relatively modest 215 sales in November, a total that was beaten by Isuzu for the rst time this year.
Isuzu notched 225 for November and now sits on 2261
YTD in a sector in which
it doesn’t yet have a prime mover.
Overall, the heavy-duty segment continued to slow after a whirlwind start to the year. e 1387 heavies delivered in November was down 13.7 per cent, or 220 trucks, on the same month last year. But the YTD numbers are only down 0.3 per cent, or 46 less trucks.
Overall, a total of 4322 trucks and vans above 3.5 tonne GVM were sold last month, up 2.3 per cent over 2023 sales.
However, those numbers are slightly skewed this year because for the rst time the TIC data is capturing two new van brands, the LDV Deliver 9 and Peugeot Boxer. Exclude those and the
month is down 3.1 per cent. e new numbers are also distorting YTD comparisons overall, said TIC.
Year-to-date sales are 47,101 and that represents a 7.9 per cent increase compared to the end of November 2023.
However, 6.4 per cent of that market growth has come from the inclusion of LDV and Peugeot sales in 2024.
Comparing the total market without LDV and Peugeot sales the numbers are, 44,287 heavy vehicles in 2024, verses 43,646 this time in 2023. A 1.5 per cent increase over 2023 sales.
Hence, the market is actually only tracking just above 2023 levels.
TIC CEO Tony McMullan said light-duty sales continue
to slow noticeably over 2023 results, but heavy and medi um truck sales remain solid.
“With just December sales remaining, we are looking at potentially breaking the 50,000 mark for new heavy vehicle sales in Australia for the rst time ever,” McMul lan said.
“Of course, this will include the sales for LDV and Peugeot brands that TIC has not had access to in previous years. However, even if these brands are excluded from the tally, the market is tracking 1.5 per cent above 2023 results at the end of November.
“ ere is the real possibility that the all-time sales record set in 2023 will be broken this year, irrespective of the inclusion of these two brands.”
NSW Logistics Manager Phil Young at the launch event at ESR’s Moorebank Intermodal Precinct.
Images: Prime Creative Media
Morgan’s Long Distance Transport celebrated the arrival of this power pair, a T909 and K220. Image: Brown and Hurley.
Cement Australia truckie Julian Petrovic has total confidence
Janus CEO Lex Forsyth and NSW Transport Minister Jo Haylen officially open the new charge and change station.
Sleeper Cab Cooling and Heating
In your
EDITOR JAMES GRAHAM
our last issue for the year, we hope you can take some comfort in knowing we’ll be in your corner again in 2025, and beyond. We’re here to hold those in power accountable and put the spotlight on issues that impact you most.
And with your continued support, those messages are getting through, rest assured.
Collectively, we have the biggest voice in the industry and that continues to grow louder – this year we surpassed 10 million annual page views at bigrigs.com.au for the rst time.
We look forward to picking up where we left o with our rst issue for 2025, out on January 17.
Meanwhile, the sta at Big Rigs – pictured on the right in another ripper toon from Ryan Lee-Taylor – wish you a safe and very Merry Christmas.
HOT WEB TOPICS
Freight
industry not being heardAmenities
IN a recent column by Vic torian Transport Association
CEO Peter Anderson, he asked ‘Why isn’t the freight industry being heard?’ e piece drew a great amount of response online from our readers, with many sharing their frustrations.
Sloane Korach wrote: “Be cause far as the world is con cerned we’re in the way of every car on the highway and we’re just the fairies that get the work done while everyone sleeps.”
Glenn Piper said, “Because the government has made it so we can’t be heard. Simple as that.”
Phill Westbury commented, “Because we won’t stand to-
gether. If drivers stood as one as they did in the past, we’d be heard overnight… Imagine if we stop. We’d have the country’s attention in a day.”
While Marty Phillips add-
Peter Anderson says the industry struggles to get decision-makers to actually listen. Image: jovannig/ stock.adobe. com
LONG-TIME interstate truckie Keven Mitchell described the stench of urine wafting from the toilets of the busy BP Eastern Creek truck stop in Sydney, as he tried to enjoy a meal recently.
Numerous truckies also shared their experiences at this site and others.
ed: “Too many di erent areas of the industry with too many head people. Need one body to take control and approach the government with solutions not just problems.”
Watching video while driving truck
A truck driver caught watching a video while behind the wheel of a truck generated heavy criticism from many readers.
Rhys Sargeant commented: “I couldn’t count how many trucks I’ve passed, drivers watching videos on the phone.”
David Crane says he sees this multiple times a night, “Watched one going through the hills of Adelaide. Feet up-on the dash. Back against driver’s window and watching movie on his dash!” Nathan Duck added this problem isn’t just with truck drivers, “ is isn’t good, but the amount of car drivers I see doing the same thing and even doing video calls is shocking.”
And Trevor Warner spoke of other distractions in the cab.
Wayne Rogerson shared this dash cam footage of a truckie appearing to watch a video while driving. Image: Wayne Rogerson
Wayne Rogerson agreed with Keven’s comments: “ at site is one of the worst. I refuse to go anywhere near that place now,” he said. “ ere are some good sites but the bad ones are stand outs.”
Mark Paisley said, “ is is one of the main reasons I gave up linehaul. e lack of
AN Adelaide-based truck driver contacted Big Rigs to share his frustration about the quality of written work diaries, with numerous truckies sharing they were experiencing similar problems.
clean, easily accessible amenities on the road. I used to carry my own shower cleaner/sanitiser but even that wouldn’t cut it in the end. Hard to be positive about the industry when you’re treated like a second class citizen.”
a
“As opposed to digital dashes, steering wheels with more buttons than a Sony PlayStation controller,” he said. “ e new Volvo requires you to scroll through a digital screen to view your gauges. All of which takes your eyes o the road. Maybe this driver was listening to music on YouTube. So what’s the di erence from scrolling through Spotify?...
“Even though my book is kept in a protective cover, it still manages to break apart. For a book we pay $30 for and purchase multiple times a year, it’s ridiculous,” he said.
While some readers agreed, others said they hadn’t experienced any issues.
I am not condoning this behaviour just providing comparable actions when behind the wheel.”
Brandon Reeve said, “My last two books bought in SA keep falling apart, the staples keep coming loose.”
Andrew Martin added, “Just had mine do the same thing only 30 pages in. Was in a logbook cover too.”
Tim Eddy wrote: “ ese new ones do fall apart. I’m halfway through mine and all the staples are standing up
Brett Robert Johnstone added, “It’s a combination of people being lthy and then no-one cleaning up said lth either. A busy facility needs at least one dedicated cleaner the whole day, we all know this doesn’t happen.” and the pages fall out. Never happened before in 25 years of driving so there’s de nitely a problem.”
Chris Mo tt added, “Mine did that and it was in a cover, now gone to EWD, less hassle than carrying a log book.”
At $30
pop, this truckie says he’s sick of work diaries that keep falling apart. Image: Jay Diesel. Inset image: NHVR
Online call to host a truckie at Christmas
BY KAYLA WALSH
CHRISTMAS can be a lonely time to be a truckie.
While most people are with their families, celebrating and making memories, the freight task never ends – so truck drivers often have to spend the day on their own, hours away from home.
With this in mind, one kind-hearted truckie’s wife is urging members of the community to “adopt a truckie” this Christmas.
Julie Duncan, who is married to Murrell Freight Lines truck driver Ron Duncan, said she rst came up with the idea about four years ago, after a truckie friend of the couple said he was going to be spending Christmas alone on the side of the road.
“He wasn’t going to be anywhere near us, so we couldn’t take him in,” explained Duncan.
“So I thought – what if there was a Facebook group where people could post if they were willing to host a truck driver for Christmas?
“Whether the driver is living in their truck or they have to work, I thought there might be people out there who would welcome them into their homes for dinner or a couple of beers.
“I know from a mental health side of things, it’s a terrible time to be on your own.” us, the group “Adopt a Truckie” was born, with many generous people reaching out to drivers over the years.
is year, members have already o ered up everything
from cold drinks to homecooked dinners.
Jodi Ferris, who is based in the Hawkesbury area of Sydney, commented on the page: “Always a big feed, cold drinks, shower and washing machine facilities.
“Please don’t be too shy and don’t stay alone for Christmas.
“My hubby and my dad are both truck drivers and I’d hope someone would o er them the same.”
John Grant has o ered a free lunch or two to truckies who will be based near Melbourne Bowling Club in Windsor, with parking on Dandenong Road a ve-minute walk away.
Meanwhile Nikita Pearson, on the northside of Brisbane, can deliver breakfast near Narangbah exit, or truckies can join her and her family for
lunch in Dayboro.
Duncan said that while truckies might not always take up people on these o ers, it makes a di erence to know that someone cares.
“A lot of truckies are quite solitary and they don’t want to impose to impose on strangers at this time of year,” she said.
“But we get comments all the time saying they’re so appreciative that people think about them.”
Duncan is also encouraging any caravanners who come across truckies on Christmas day to say hello.
“If you’re a caravanner having breakfast in some parking bay somewhere and you see a truckie getting out of the truck and kicking his tyres or whatever, o er him a cuppa and a biscuit.
“If you’re travelling with kids, maybe ask if the kids can have a look in the truck.
“Most truckies are really proud of their trucks and want
to show them o . It’s just a bit of interaction.
“Truckies are delivering your fuel, your food, everything –so it’s nice to reach out.”
Free Christmas dinner for busy truckies
IF you’re one of the many truckies that has to work this festive season, it’s not all bad news – as BP has again teamed up with Healthy Heads in Trucks and Sheds to o er free Christmas dinners to people in the road transport, warehousing and logistics industries.
As a way to say thank you to those hard-working people keeping Australia moving on December 25, truckies can call into one of 18 participating BP truck stops around the country for a meal and dessert on the house.
Options include roast pork with roasted vegetables, steamed greens, apple sauce and gravy, or roast turkey with roasted vegetables, steamed greens, cranberry sauce and gravy.
For dessert, you can choose between plum pudding or apple pie, both of which come with custard and icecream.
e o er is available from 11am to 8pm on Wednesday
December 25, while stocks last.
To claim your free meal, you must be working on the day and show sta at partic ipating BP outlets that you have downloaded the Healthy Heads App on your mobile device.
Naomi Frauenfelder, CEO of Healthy Heads in Trucks and Sheds, said the organisation is “thrilled” to once again partner with BP on this initiative.
“ e free Christmas Day meal is our way of thanking those in our industry who support Australians year-round and sacri ce their holidays to keep the country moving,” she said.
“ is is a small but important gesture, and I sincerely hope many transport and logistics team members are able to take advantage of this o er.”
Tanya Ghosn, vice president of BP Australia & New Zealand, Fleet, Dealer, Electrication and Payments, added: “Together with Healthy
BP has teamed up with Healthy Heads as a way to say thank you to workers in the transport, warehousing and logistics industries.
Image: BP
Heads, we want to make Christmas Day a little brighter for those who are working and on the road.
“Whether it’s a long-haul truck driver stopping for a rest or a logistics worker on their way to a shift, we’ll be o ering them a free Christmas meal to help lighten the mental load of being away from their families and friends.”
PARTICIPATING BP LOCATIONS
New South Wales
BP Beresfield - Lot 201, JohnRenshaw Drive, Beresfield
BP Eastern Creek - 1 Old Wallgrove Road, Eastern Creek
BP Marulan Northbound - 15666 Hume Highway, Marulan North
BP Marulan Southbound - 15597 Hume Highway, Marualn South
BP Nambucca Heads - 2 Corkwood Road, Valla
BP North Albury – 3 Travelstop Way, Livington
Victoria
BP Northpoint - 1 Scanlon Drive, Epping
BP Rockbank Inbound - 2540 Western Highway, Rockbank
BP Rockbank Truckstop - 1789 Western Highway, Rockbank
BP Truganina - 3 Paraweena Drive, Truganina
Queensland
BP Archerfield - Corner Randolph Street & Boundary Road, Archerfield
BP Bridge Garage Truckstop - Lot 11 Cunningham Highway, Goondiwindi
BP Paget - 124 Diesel Drive, Paget
BP Toowoomba Westbound - 10783 Warrego Highway, Charlton
BP Townsville - Corner Racecourse Road & Lakeside Drive, Idalia
South Australia
BP Wingfield - Corner Grand Junction & Dunstan Streets, Wingfield
Western Australia
BP Kewdale - 549 Abernethy Road, Kewdale
BP Muchea - Great Northern Highway, Muchea
Parking blitz at Eastern Creek in Sydney
BY KAYLA WALSH
BP is now towing unhitched trailers and illegally parked vehicles from its Eastern Creek service station in Sydney – and Wing eld in Adelaide is next on the hit list.
In a statement shared with BP Plus customers in reference to the Eastern Creek site, the company said: “We understand the frustrations around parking availability and want to assure you that we’re committed to resolving this issue.
“We are actively working to ensure that our valued BP Plus customers have reliable parking options.
“We apologise for the inconvenience caused and thank you for your continued support.”
omas Gilmour, Dealer & Truckstop Key Account Lead at BP, previously told Big Rigs that Eastern Creek is one of its most challenging sites when it
comes to parking availability.
“Eastern Creek is particularly bad from ursday to Monday,” he said. “ e problem with that site is that it is so busy, and it’s in Sydney so space is at a premium.”
Meanwhile at Wing eld, a tow truck was recently spotted on site – with the driver “checking on trucks that have been parked for weeks”, according to truckie Kurtis Mans eld.
Mans eld also snapped some pictures of a warning written in the window of one such truck – not owned by himself – which reads: “If this truck is left overnight, it will be towed. Also your cars are marked for towing! You have been warned!”
Eastern Creek and Wingeld’s parking blitzes come after BP Archer eld began towing back in October.
One Big Rigs reader, who wished to remain anonymous,
said it has been much easier to get a park at Archer eld ever since.
“I’m a regular there,” he said. “I only go in there to fuel up, but there are always lots of empty spots now. It’s not packed like before.”
e truckie also informed us that there is now an unhitched trailer log at the front counter of the servo.
“All details must be lled out and time in and time of removal too,” he said. “If it’s not on the list, it’s gone.
“ ey’re coming down hard on the few rigids that still park there.
“Most of the rigids now are getting parked at the United around the corner.”
omas Gilmour told Big Rigs that the top priority for BP is preventing non-customers from using its sites as depots or storage yards for equipment and trailers.
“We work really closely with our partners to make sure we
have great facilities inside our stores, from the showers to the food,” he said.
“If truck drivers can’t park at the servo, they can’t access any of those things and it makes those facilities pointless.
“If an interstate truck driver is running out of time in their logbook, we want them to know that they can pull into Archer eld and have a hot shower and a feed and they’ll be looked after.
“We want to give truck drivers a safe place to rest, but we can’t do it if half the truck parking is taken by unhitched trailers.”
While many truck drivers have reacted positively to the news of towing at Eastern Creek and Wing eld, others have said this won’t solve the wider problem of the lack of truck parking in Australia’s major cities.
“Won’t solve a thing,” said Bruce Skelton. “More decent parking in every capital
city is needed.
“Transport companies use these facilities as depos over night and drivers try to sleep there during the day because they drive for companies that won’t supply them with de cent accommodation.
“Get on to local council and state government and tell them, and keep the pressure on them to build and main tain heaven vehicle rest areas.
“ ese service stations are private and for customers, not freeloaders who buy a Cherry Ripe once a week.”
Reader Matthew Reichelt agreed that the lack of park ing areas in capital cities is “ridiculous” and said it should be a requirement for state governments to provide suit able parking for truck drivers to have their mandatory rest breaks.
“Even most of the parking areas south of Sydney, like Pheasants Nest and Sutton Forest, are still not su cient further comment.
Julie’s husband Ron Duncan works for Murrells Freight Lines, so she has a lot of friends who are truckies and understands how lonely it can be at Christmas. Image: Lenny Turner
Truckie’s heartfelt message
BY DANIELLE GULLACI
A long-time truckie, who also spent several years working as a re ghter, is pleading with other road users to take more care around trucks, following a recent near-miss.
Recently while travelling along the Great Northern Highway at Dalwallinu, in Western Australia’s Wheatbelt region, Travis Duncan had a silver Commodore come out in front of his truck, giving him very little time to react.
Luckily no one was injured, thanks to his quick-thinking actions.
Travis was behind the wheel of a Volvo FH17, heading northbound through Dalwallinu, when the car ran through a stop sign, right into his path.
“It happened at around 10.30am. e road was quiet at the time which is what prevented it from being a worse incident,” said Travis.
“ e second I saw that car, I could see nothing was coming up ahead of me so I could go to the right. Once I lost sight of the vehicle, I actually thought he was underneath me.”
As can be heard in the video he shared with Big Rigs, a crashing sound immediately follows. “I thought I hit him but it was just everything in
my cupboards bouncing forward. e car never touched the truck but was very freaking lucky.
“He came within inches of missing my drive tyres.”
Based in Perth, Travis does heavy haulage work throughout Western Australia, as well as interstate. At the time, he revealed he was loaded with a roller because the 4.5 metre wide load he was supposed to pick up got cancelled.
After narrowly avoiding the Commodore, the driver actually decided to give Travis the nger and hurl abuse his way.
“He wasn’t very happy so he was yelling at me. I wish I was quick enough to get out and say you’re lucky to be alive.” anks to Travis’ dash cam
vision, he was able to zoom in and get the car’s rego. He contacted Dalwallinu Police Station and has praised the actions of the young constable he spoke with.
Police were able to track down the dangerous driver and charge him with a string of o ences.
“ e o cer called me and said the driver has been charged with running a stop sign, with dangerous and reckless driving, for not displaying red P plates and he was given a yellow sticker for having the vehicle lower than street legal,” Travis explained.
“I’ve sent an email through to their o cer in charge there to let them know how happy I am with how they handled
HALVE WASH TIMES
the situation – the way they just jumped on it.
“I do hope that the driver of that car has learned his lesson and is thankful that he’s not in a box under the ground.”
A second generation truck driver, following in the footsteps of his father, Travis explained he’s been in and around trucks since he was only eight-years-old, driving around on the family farm.
But he believes this sort of dangerous behaviour is getting worse. “I’m seeing it more and more,” he said.
As with any truck driver on our roads, Travis says he just wants to be able to do his job and come home safely.
“Like many of us, we all just want to go home to our fami-
lies. Enough is enough.”
users is simple: “Us truck drivers, we have families too and we want to come home to them – so please take that extra time and keep an eye out. We’re not arseholes and we will try to help get people around when it’s safe.”
As Travis explained, “I come from a background as a rie so I have seen things no human should ever see. I have a daughter who is eight and a son who is about to turn 10.
“I showed them the video because they need to know what’s dangerous and what’s not. Every time people get in the car, they need to understand it’s a privilege and not a right to be behind the wheel.
“As truck drivers, I think it’s important we share this education. I’ve even spoken about it at my kids’ school and they’ve said they’d like me to come back and speak to the older kids there too.”
When they saw that video, they said dad, I don’t want
The incident occurred on the Great Northern Highway, Dalwallinu. Images: Travis Duncan
“Like many of us, we all just want to go home to our families,” said the long-time truckie and former firefighter.
The P should be for Perfect
Our writer takes the new Scania 500 P Super for a spin and comes back a convert.
BY GRAHAM HARSANT
I’VE driven three Scania Prime mover models over the years – the P, G and R Series. I reckon P could easily stand for Perfect, G for Great and the R – well the R should probably be renamed the KR, because those models really are Kick Rs, especially the 770 with its humdinger V8 throbbing away beneath you.
e P cabs are the second smallest in the range, with only two steps up to enter a world of Scandinavian elegance. Interestingly, unless you place them against their two bigger brothers, I reckon they don’t look that small.
Inside it is more obvious as the engine hump protrudes more into the cab. A smaller hump is in the mid-range G models and of course the Papa Bear R model’s oor is at.
I always look forward to an invitation from Scania to jump behind the wheel – even if it means leaving home at 6am after three hectic days at the Castlemaine Truck Show to get to Laverton for the drive.
is time around it was to do a back-to-back comparison of the latest P model – driving one way with a single trailer with a GCM of 36,560kg and the other with a b-double set up and a GCM of 56,160kg.
Like the other models in the Scania line up, the P Series comes in a range of con gurations and engine sizes of varying power.
But now they’ve shoehorned the 500hp ‘Super’ engine into
the truck, making it the most powerful in the range. And this is what I was to drive.
e 500 P Super, to give it the correct title, has a 12.7 litre inline DOHC 6 cylinder putting out 500 horses at 1800rpm and 2650Nm all the way from 900 through to 1320rpm.
It is mated to Scania’s latest Opticruise overdrive 14 speed fully automated gearbox, which you can change up and down manually if so desired.
e R4700D retarder incorporates an engine exhaust brake (200kW) and compression release brake (at 350kW), o ers 5 stages of retardation – and it is the best in the business!
e trucks ride on steel leaf spring front suspension (air can be speci ed) and air suspended rears.
ere are all the safety features including ESB, Traction Control, Lane Departure Warning, Blind Spot Warning, Auto Hill Hold and Adaptive Cruise Control.
ere’s also side-mounted short-range radar which looks both forward and backwards for vulnerable road users, so you shouldn’t collect the local pushbike club as you go about your work.
If you somehow manage to override all these safety features and roll the truck, it comes standard with rollover protecting side curtain airbags tted above each door, so you should survive long enough for the boss to give you the sack. Seriously though, these have saved a number of lives and
I FIND A POTHOLE –NOT DIFFICULT – AND AIM A STEER TYRE OVER IT. NO KICKBACK THROUGH THE WHEEL, NO GETTING OUT OF SHAPE IN ANY WAY. THE TRUCK JUST KEEPS GOING STRAIGHT AND TRUE.”
reduced injury and should be mandatory on every truck on the market.
Scania don’t ‘build to a price’. By that I mean that, for example, the Opticruise ‘box is exactly the same as you’ll nd in the much larger and heavier R Series.
Same goes for chassis strength and other components of the truck. So the P Series is e ectively over-engineered, which can only lead to longevity of the product.
My rst stint from Laverton to Torquay is behind the wheel of a B-double with the base model cab in the P Series line-up. Its low, two step entry point will nd favour with those entering and exiting the vehicle multiple times per day.
“So, this is the Poverty Pack?” I quip as I climb in. My Scania companion scowled at me in return. “We prefer the word ‘base’ thank you.”
spend your days. e interior is Scania Scandie-inviting in its functional layout, with superb t and nish.
e steering wheel, whilst not leather-bound is comfort able in the hands, the 800mm bunk bed is thick and very, very comfortable (Yes, I tried it) and there is a shallow slide out fridge beneath it.
e centre hump is covered in rubber to stop stu sliding around, there is a heap of stor age and enough headroom for most if not all.
With 56 tonnes GCM we head o down the Geelong Road and I’m yet again impressed with Scania’s ability to make leaf springs feel like air ride.
is is a beautifully riding truck which you simply point and go. I’ve driven just about every new truck on the market over the past 17 odd years, and this is as good as any for ride and handling.
I’m so impressed, I comment a couple of minutes after takeo that my Ford Territory re quires more e ort.
I nd a pothole – not di cult – and aim a steer tyre over it. No kickback through the wheel, no getting out of shape in any way. e truck just keeps going straight and true.
is is a wonderful setup.
For a ‘base’ model this is still a very nice o ce in which to
Uphill and down dale, the 500P Super keeps pace with, and often passes other doubles and singles along the way, sitting at just under 1200rpm at 100km/h.
Gear changes are literally imperceptible, the balance between power and torque and the way the trucks electronics handle them is as good, if not better than any other truck brand I’ve driven – and there’ve been plenty.
Vision is superb and the mirrors with the convex ones on top are to my liking. Around suburban areas and through tight roundabouts the truck is a piece of cake to place. I’m forgetting that I have two trailers behind me.
On the run down, the B-dub returned a very credit-
able 2.3km/litre and I wasn’t being light-footed. All too soon we’re at Torquay and after a lunch break it’s time to get into the single and head back to town.
is time I’m spoiled even more by Scania’s Premium Pack interior with its twotone dash, more metallic highlights, ashier seat coverings and leather-wrapped, at-bottomed wheel. ere’s also a skylight/escape hatch in the roof so you can get out and face the boss should you do the unforgivable.
is time there’s 36.5 tonne GCM, so of course the truck is going to make even lighter work of its load, which was re ected in the excellent fuel consumption of 3.21km/litre.
Curiously, I didn’t feel any di erence between pulling the single and the double. Now, I’ve no doubt that the single went up hills more quickly than the double as it’s a simple case of mass, but I couldn’t discern it. And this is where the Scania P500 Super shines. It just makes you feel loved whatever you are hauling. Ben Nye, Scania’s Sales Director commented that the 500 P is like adding a GTI to the company’s regional and urban delivery truck line up. I can’t disagree. Around town, intrastate or interstate – I’d happily drive this truck to anywhere in Australia. And I’d happily do it in their poverty…. sorry, base model. P really is pretty Perfect.
Our test driver didn’t feel any difference between pulling the single and the double. Images: Scania Australia
The B-double is a beautifully riding truck which you simply point and go.
The truck makes light work of hills, be it with one trailer or two.
Bunk is ultra comfy and the slide-out fridge sits underneath.
Controls are intuitive, the dash easy to read with all the info needed.
Operators break silence after long battle
After a four-year legal fight to clear their name, high-profile fleet owners Sharon and Bob Middleton share their story in the hope it will help others.
BY JAMES GRAHAM
IN many ways it would be easier for Sharon and Bob Middleton to stay under the radar and quietly get back on with the job at Whiteline Transport in Adelaide.
Perhaps they could just shrug o a four-year legal battle with South Australian Police (SAPOL) and the National Heavy Vehicle Regulator (NHVR) like it was a bump in the road, but that’s not the Middletons’ style.
e couple will not go away meekly without saying their piece after the regulator withdrew all charges against Whiteline, its directors Sharon and Bob Middleton and 23 of its drivers.
e Middletons didn’t build up a thriving east-towest transport business from scratch four decades ago without facing adversity head on and standing up for what they believe in.
By sharing the lessons learned from their e orts to quash a raft of alleged fatigue-related breaches and clear their name, Sharon Middleton hopes that their story will help others caught in a similar legal bind who feel they have nowhere to turn and importantly stop this from happening to others.
Speaking out is not about vengeance, Sharon, the President of the South Australian Road Transport Association (SARTA), stresses during a lengthy interview alongside SARTA Executive O cer Steve Shearer on October 8.
She says she’d hate anyone else to go through what her, Bob and the entire Whiteline ‘family’ have had to endure these past few years.
ere are lessons to be learned and systemic procedural failures to be addressed, she believes, that can bring about lasting change for the good of everyone in the industry.
“We chose the harder road; to ght and not just clear our name but to prevent SAPOL doing the same thing to others,” Sharon Middleton said shortly after all charges were
withdrawn.
“To be so quiet throughout this ordeal has been really, really di cult too, especially as I’ve watched di erent dialogue going on. I’ve thought, ‘I’d really love to correct this, and have my two bob’s worth to say’, but I had to think about the end game.”
Long fight mired in tragedy
e Middletons’ legal ordeal was triggered by a tragic fatality involving one of Whiteline’s most revered drivers, Kingsley ‘Kingy’ Bowley, on December 27, 2020.
e 18-year Whiteline veteran was on his usual run from Adelaide to Perth when his truck collided with a car in the smoke from an adjoining grass re just two hours out of the depot at Redhill on Princes Highway.
“As he approached the smoke drifting across the highway, it was clear from the dashcam footage from Kingy’s truck, which we have watched several times, that for 10.5 minutes before he entered the smoke there was no sign of the car he eventually struck,” Sharon Middleton says.
“It just appeared right in front of him seconds after he entered the smoke that had suddenly become thick. At the scene Kingy was told by o cers that he had nothing to worry about, although he was obviously shocked and distraught.”
On March 1 the following year, Middleton says Kingy, who had long since gone back to work, was asked to report to the Elizabeth police station where he had his shoes removed, DNA taken and was charged with aggravated driving and dangerous driving causing death.
Less than a week later Bowley died in his truck at the Whiteline depot from a heart attack, immediately after returning from a run to Perth.
“Losing Kingy, losing a Whiteline family member, losing that huge character that was Kingy, his laughter, his wit, was, and remains, deeply painful. For his family it was
much worse,” Middleton says.
“Kingy was a classic case of don’t judge a book by its cover. He had a big bushy beard, but Kingy was a man of huge heart, a husband who daily missed his beloved Pauline who had died of cancer some years earlier.
“Kingy took months o to nurse Pauline in her nal months of illness, he was a son, brother, father and very proud grandad taking enormous pride watching them grow and evolve with school and sport. He was a Whiteliner and we loved him.”
Middleton says that from her perspective, Kingy’s treatment by SAPOL in the three months after the tragic death of the motorist was appalling.
e Middletons arranged a meeting with the Assistant Commissioner of SA Police to discuss their concerns, but Sharon Middleton says it was cancelled the day prior without explanation.
“ e very next day SAPOL raided Whiteline Transport’s o ce and treated us all like criminals,” Middleton says.
“One o cer even said they were surprised we were all there because they thought Kingy’s funeral was on that day.”
Middleton said when she and the distraught sta questioned why they were being herded into the boardroom, the sergeant told her it was to prevent them from covering records with insecticide or shredding documents.
“ at was an outrageous and unjusti ed slander completely at odds with Whiteline’s well-deserved and proven reputation as a responsible and professional organisation.
“We would co-operate, because we had done so openly when they came to us following Kingy’s incident. at stupid comment e ectively said to us that as far as SAPOL was concerned, we were criminals who would obstruct them, and they would treat us as such; again displaying their con rmation bias and destroying any prospect of a professional approach.”
Whiteline’s National Opera-
nie said he was appalled by the attitude of police during the raid.
“ ey wonder why people don’t want to interact with them or talk to them, the way they treat you, the way they went about the whole thing,” Cushnie says.
“It was just shocking. You would have thought that Wh iteline Transport were the big gest criminals Australia’s ever had.”
Almost four years later, Sha ron Middleton says she is still waiting for that meeting with the Assistant Commission er to discuss their concerns about Kingy’s treatment.
“For Kingy to go to his grave with these charges unresolved is di cult to comprehend and I’m so sad about this. Kingy knew we were alongside him,” Middleton says.
SAPOL’s alleged aggressive and adversarial behaviour was just the start, according to Middleton.
“ ey leapt at what they ob viously saw as an opportunity to go after a high-pro le HV operator and launched an allout investigation into White line, on the false premise that the tragic fatality involving Kingy was fatigue-related.”
Kingy’s framed tribute takes pride of place in the Whiteline office for Bob and Sharon Middleton. Main images: Down the White Lines Photography
The long legal case took its toll on the proud Whiteline fleet, but the Middletons are determined to share the lessons learned.
ful and ethical requirements when undertaking any investigation.”
Target on their backs e next sign a possible legal case against the Middletons and Whiteline was brewing came in June 2021 when a urry of ‘notice to produce’ emails began landing in Sharon Middleton’s inbox from the NHVR.
Middleton says she decided to get on the front foot and tackle the alleged issues head on, suggesting a meeting to identify whatever the NHVR and SAPOL thought was a problem and discuss a resolution. She says that meeting didn’t happen.
On this point, SARTA Executive O cer Steve Shearer sees an issue that is in desperate need of xing.
“As I discussed with Sal Petroccitto [NHVR CEO] during our reside chat session at the SARTA Conference in August, if enforcement agencies believe there is
a safety problem with a heavy vehicle operation, they ought to engage with the operator to endeavour to resolve the alleged safety issue, as their rst priority,” Shearer said.
“To refuse to do so and instead focus on building a case, without attempting to resolve the alleged safety issue, is unacceptable and it’s poor regulatory practise.
“Without e ective engagement with the operator, the enforcement agencies can’t have a thorough understanding of the operator’s procedures and practices and therefore run the risk of basing their case on misunderstandings and false assumptions.
“ is failure to engage is one of the key lessons from this case and one of the things which must change.”
roughout August and September of 2021, Sharon Middleton says the screws were also beginning to tighten on Whiteline drivers.
Middleton says she received multiple reports from sta of
troubling confrontations with police, both on the road and
Middleton says many sta reported having three to ve o cers show up at their doors unannounced, threatening charges and nes so big they’d lose their homes if they didn’t supply evidence Whiteline was pushing them too hard.
She says the intimidation continued on the road and that while the police knew they could not interview any Whiteline drivers without a lawyer present, they still
“Clearly without any thought to the obvious safety implications, SAPOL proceeded to intercept drivers, mid-trip, to serve them with documents, knowing the drivers still had days ahead of them sharing the road with thousands of other road-users while they worried about what the police had just served on them,” Middleton says.
She says drivers from other companies were also telling her sta that SAPOL o cers had said Whiteline was the reason there was a heightened level of police focus and blitzes on the highways.
“One of our drivers was intercepted at Ceduna and told by a local o cer, ‘You have a target on your back working at Whiteline. If I were you, I’d work anywhere else than Whiteline’,” she says. “Others were told they were too old. ese comments incited a sense of hatred and distrust towards the police.”
Fleet pulled from road
On Saturday, August 28, 2021, Sharon Middleton says SAPOL demanded to meet with her at Whiteline’s Adelaide depot.
She says that after 44 years of safe operation she was told they were shutting her down, claiming Whiteline was an “immediate and imminent risk” to the community.
e Prohibition Notice presented to Middleton required that Whiteline send all the trucks closest to Perth back to the WA capital and all those nearest Adelaide back to the SA HQ.
Middleton suspects this was purposely done on a Saturday because police knew it was impossible to take e ective legal action to counter the notice until the following Monday.
“As they left the building, the constable wrapped his arm around the shoulders of
the sergeant and congratulated him, just like you see footy mates do so as they leave the eld,” Middleton says.
“If we were such an imminent and immediate risk to the community, why did they let us carry on operating [after the June raid on the o ce]?”
Bob and Sharon were so distraught by the notice, they were forced to cancel plans to attend Sharon’s goddaughter’s 21st birthday party that same night, where they were expected to turn up in fancy dress and Sharon was to give a speech.
“No level of compensation will ever get us that moment back in life,” Sharon Middleton says.
Middleton says six days later, the Supreme Court stayed the Prohibition Notice, nding it was unjusti ed, and SAPOL withdrew it soon after. Middleton says it took a further three days before the NHVR reinstated the company’s AFM accreditation.
She says that as the Whiteline team was leaving the Supreme Court on September 3, SAPOL immediately requested a meeting.
“At that meeting we discussed what would satisfy SAPOL to enable our trucks to get back on the road.
“We agreed on several measures, despite them making no sense and SAPOL agreed that after a period of time, they would come and see how we were going. ey never showed up. All meetings we requested with SAPOL were refused.
“A meeting was of huge importance and signi cance to us, as there were issues from that post-court meeting that demonstrated why SAPOL’s suggested x was not workable or e ective.”
Middleton now believes SAPOL never intended to return because they were work ing on their own investigation to belatedly try to establish evidence Whiteline was oper ating unsafely.
“So, they got on with their ‘investigations’ conducted by a team of o cers in SAPOL’s Heavy Vehicle Enforcement Unit and they eventually dropped a major set of pro posed charges and brief in the lap of the NHVR,” Middle ton says.
Case details SAPOL’s investigations and subsequent charges were fo cused on two areas of the Heavy Vehicle National Law (HVNL): the alleged falsi ca tion of work diary entries by Whiteline drivers and its di rectors, and an alleged breach by Sharon Middleton of her Primary Duty as a director to
quired for it to be admissible as evidence.
He also found the way in which much of the evidence had been gathered, through the use of speci c Notices issued to telemetry providers involved in the case under Section 507A of the HVNL, would not stand up in Court.
Of the six Notices SAPOL had relied upon to gather information, Magistrate Nitschke ruled four were unlawful and therefore any information gathered by them would be inadmissible.
ensure safety under Section 26 of the HVNL.
SAPOL presented the NHVR with a brief of evidence for their case against Whiteline and its drivers and the NHVR set about prosecuting fatigue-related charges against 23 drivers and also against company directors Sharon and Bob Middleton for alleged false work diary entries.
e regulator also laid further charges against the company and against the Middletons under Section 26 of the HVNL, alleging failures of primary duties, based on the fatigue-related charges against their drivers.
e court began the process by using one driver, Damien Tsouris, as a test, in what is known as a voir dire, or pre-trial proceeding to decide whether the evidence would be admissible in a trial proper.
e rst of 12 hearing dates listed against the NHVR v Tsouris case, was August 26, 2022.
Court documents show SAPOL’s investigations relied upon cross-referencing GPS data from the trucks with Safe-T-Cam data and hard copy work diaries in a bid to recreate the trips taken by Whiteline trucks and drivers to identify discrepancies in times recorded for rest and work.
e defence team questioned the validity of the data extraction and extrapolation process, the modelling used, and the way in which the data itself was requested in the rst place.
Magistrate Brian Nitschke, in handing down his rulings on this test case on May 15, 2024, found much of the information the SAPOL investigation had relied upon, and the processes involved in gathering that information,
Following the handing down of Magistrate Nitschke’s rulings, the NHVR withdrew all charges against Whiteline Transport, its drivers and Sharon and Bob Middleton and Steve Shearer said: “My impression is the matter is resolved between Whiteline and the NHVR”.
In a written statement to Big Rigs, an NHVR spokesperson con rmed that the decision to discontinue proceedings with this matter was in-line with the NHVR’s Prosecutions Policy.
An NHVR spokesperson said the matter arose from a SAPOL investigation in 2020 involving a heavy vehicle fatality and several hundred alleged breaches of the Heavy Vehicle National Law.
“ e NHVR responded to the matter in accordance with our prosecution policy,” the spokesperson said.
“ e NHVR engaged with the company throughout the prosecution — a routine and legitimate process.
“ e NHVR is unable to comment further on the resolution of this matter.”
Push for change
In the wake of this case, Shearer says two critical changes should be implemented to protect heavy vehicle operators from further damaging and unjusti ed cases.
First, he says, enforcement agencies seeking to use GPS data to prosecute criminal cases, such as the Whiteline case, should be restricted to the use of data from telemetry systems certi ed by Transport Certi cation Australia.
Secondly, he says, analysis of that data should only be undertaken by o cers who have been formally trained and appropriately quali ed in understanding and analysing GPS data.
Bob Middleton started the company as an owner-driver behind the wheel of a White 4000 in 1977.
The Whiteline Transport HQ in Adelaide.
Whiteline’s National Operations Manager George Cushnie.
Compliance Cordinator Murray O’Neill and Sharon Middleton.
From page 15
For example, he says, in this case, the truck GPS system started a ‘trip’ record when a driver turned the ignition on and ended the ‘trip’ record when a driver turned it o .
Some of those unbroken ‘trips’, from ignition on to ignition o , ran for eight or more hours.
“SAPOL incorrectly interpreted this, regardless of whether or not the data showed the truck was moving, as meaning the driver was working for that entire time, even when they weren’t and the truck was not moving,” Shearer says.
Sharon Middleton says the SAPOL analysis of one set of data showed one of Whiteline’s trucks to have allegedly travelled 279km in 10 minutes. Another truck was supposedly stopped and fuelling, but also doing 90km/h at the same time.
She says it should have been obvious to SAPOL that their analysis was wrong.
Whiteline’s Compliance Coordinator Murray O’Neill, however, spent up to 30 hours a week over 18 months to refute the police claims using the Safe-T-Cam system data access he had through the thousands of records SAPOL had to provide as part of the court discovery process.
“Once we had a known time from the Safe-T-Cam data, we could look at the SAPOL reconstructions of the diaries and look at the GPS from there and that’s where the aws became evident,” O’Neill says.
If Whiteline had been given the opportunity to show SAPOL where they had got it wrong, Shearer says the company would have been able to prove very early on that what SAPOL was claiming was false. But Shearer says he believes that getting anyone to listen would have been a di erent story.
“Because the police were refusing to engage and discuss, the company would have had to ght that ght on the actual data evidence in Court, but the Court declined to admit the evidence, so it didn’t come to that,” he says.
Shearer says it all came down to vertical lines in the work diaries.
“You’re saying you started a rest here and stopped a rest here, whereas the SAPOL analysis of GPS data says it was a di erent time frame.
“ ere was very little argument coming from the police or prosecutors that Whiteline drivers are fatigued and not getting the appropriate rest. It was about false and misleading
work diary entries, not systemic fatigue breaches.”
Shearer says the prosecution also accused Whiteline, in the company charges, of not having a safety culture.
“If things had proceeded, they would have had to run that case in court,” he says.
“ ere’s no doubt that part of their evidence would have been: ‘Well your drivers are getting it wrong in the work diary you’re not adequately checking so you don’t have a safety culture’.
“But Whiteline has had cops come for years, participating in the company’s toolbox meetings and SAPOL even referred other companies to come and have a look at how good it is, and looking at all the safety stu .
“ e trucks are properly maintained, they’ve got their AFM (Advanced Fatigue Management) and BFM (Basic Fatigue Management) accreditations, all of that’s ne.
“ is was all about an opportunity to say, based on these lines, we reckon you don’t have a safety culture, but I can tell you the lawyers, when they saw those charges, just laughed at the absurdity of it.
“Whiteline is a safety model,” Shearer says.
Harrowing fight takes toll
Sharon Middleton estimates the ght to clear their name cost the business as much as $1.5 million in legal costs and lost revenue – and the physical and mental costs are immeasurable.
At her lowest ebb, the hits were coming from every angle, from crippling stomach ulcers to stints in hospital for pneumonia. Bob was also hospitalised due to back, heart and lung issues.
Sharon Middleton turned 60 on September 25, 2021, but with so much uncertainty ahead, celebrating one of life’s biggest milestones was the last thing on her mind.
For the rst time in her life, the woman who co-founded Foundation Shine in 2008 and raised $400,000 to help people battling with mental health issues, was struggling to cope herself and admits to seeking professional help.
“It’s not normal to sit in your car sobbing uncontrollably, dialling numbers for a safe, trusted and settling voice on the other end of the phone, or totally paralysed unable to leave home to be social – it was all about, get up, go to work, come home and try to survive,” Middleton says.
One of the lowest points came just last year when she had her invitation to attend a
I HAD GREAT SUPPORT FROM CUSTOMERS AND SUPPLIERS, AND I JUST FELT THIS ENORMOUS RESPONSIBILITY TO DO WHATEVER I COULD TO FIGHT WHAT I BELIEVED TO BE A MASSIVE INJUSTICE.”
SHARON
MIDDLETON
federal government roundtable on the environment rescinded due to “information” about her and the company that had “come to hand”.
“I can’t explain to you how devastated I was,” says Middleton, who was awarded a Member of the Order of Australia for her services to road transport and is a current Australian Trucking Association board member.
“I felt like a leper.”
Drivers also left the business, the industry or moved interstate, fearful that the relentless police campaign could jeopardise their entitlements.
“ is meant for a time we had trucks parked up with no drivers in them, but we still had the nance payments on the trucks, the rego and the insurances,” Middleton says.
Customers and suppliers stuck with Whiteline, but the Middletons were stretched to the limit trying to balance the books.
Sharon Middleton, who even dipped into her inheritance from her mum at one stage, felt like a juggler in a circus trying to stay a oat and most importantly, stay in the ght.
“We weren’t going to abandon our drivers and just leave them to their own devices,” she says.
“I had good days and bad days with it, I’m not going to lie, but I think knowing that I had a team of people who were relying on me and needed me to be the strong and resilient one and get them through it, your survival instincts kick in, and your protection instincts.
“I always laugh at George, our national ops manager. He calls me Mother Hubbard because of the way I worry about my ock.
“If you become a Whiteliner, you’re always a Whiteliner, even the ones who have left.”
“I knew they needed me to ght. I knew it was wrong. I knew I needed things to change.
“I had great support from customers and suppliers, and I just felt this enormous responsibility to do whatever I could
to ght what I believed to be a massive injustice.”
Call for collaboration
Steve Shearer says the industry owes Sharon and Bob Middleton a huge debt for staying in the ght for so long.
“ ey stood up and fought for what they knew was right and the court’s judgements have fully vindicated them,” he says.
“In doing so, they have drawn an important line in the sand for the rest of the industry with this watershed case.
“ ere is a need for enforcement agencies to review their approach.
“ ey can’t keep trying to build cases on data which comes from GPS systems that aren’t certi ed by Transport Certi cation Australia (TCA) and which they don’t fully understand and don’t know how to analyse.”
Shearer says there are many other lessons from this case which point to important and fundamental changes that must be made to the way police and the NHVR go about their investigations and enforcing the law.
“It’s not about vengeance, it’s about working out what needs to be done to guard against this happening again and make things better.
“We need an e ective heavy vehicle regulator - it’s got to work fairly and responsibly.
“ ere is no way that either the police or the NHVR can achieve the best safety and
compliance outcomes if they don’t collaboratively work with industry.
“ ey can get some outcomes, but they’ll never get the best outcomes.”
Sharon Middleton says there needs to be a formal system set up for operators to discuss allegations with authorities before they get to the prosecution stage.
“So, they have an opportunity to explain and show the authorities where they have got it wrong or misunderstood what they are looking at,” Middleton says.
“Assumptions made by investigators about procedures within a trucking business or misunderstandings about how a GPS system actually works and what its limitations are, can make all the di erence.
“Instead of authorities only nding those things out in very expensive court proceedings, surely it would be better to enable the HV operator, or driver, to discuss and explain, through proper engagement, and stop court cases proceeding unnecessarily.
“ is would also be much fairer, especially for the smaller operators and individuals who genuinely believe the authorities have got it wrong
“As we know our great industry is made up of some 75 per cent of small to medium family businesses.
“When you are faced with ghting, despite being innocent until proven guilty, it feels the opposite because you have to do so much work to
prove your innocence.
“We all do millions of kilometres every year, and it doesn’t matter how good your systems are, how good your safety record is, at some point, unfortunately, you are going to be in the wrong place, wrong day, wrong time.
“It’s just how it is, and if something terrible happens, you need to be able to work with the authorities in a controlled and proper fashion to get the facts to get to the bottom of it. But instead, we were just being treated like we were criminals.”
Although still healing from the impacts of the last four years, a more guarded, but far from defeated Middleton, is now looking forward to getting back out on the frontline with her high-level campaigning and advocacy.
Her passion for the industry, she says, still burns just as strong.
“Amongst all the dark stu there is a lot of good people achieving fantastic things.
“I’m watching some young people come up through some of the organisations around the country and I think ‘great, there are people to continue, they’re stepping up and grabbing the baton’.
“And as long as the people around me want to keep playing in the sandpit, I’m going to be there with them supporting them and making it happen.
“But I do want change –there’s no way we can carry on like this.”
‘Mother Hubbard’ Middleton knew her Whiteline ‘family’ needed her to stay in the fight. Image: Down the White Lines Photography
Middleton addresses attendees at the 2019 Technology and Maintenance Conference. Image: ATA
Sharon Middleton, pictured above at a safety trailer launch in Canberra in 2019, is looking foward to resuming her many industry advocacy duties. Image: James Graham
Celebrating special milestone
Shepparton legend Ken Keating reflects on his most memorable moments as the iconic family-run operation marks 100 years on the road in 2024.
BY GRAHAM HARSANT
KEN Keating has been around the trucking industry for quite a while – 88 years in fact.
A part of the Shepparton landscape, the business actually began in Bendigo where younger brother, Brian’s family still conduct business under the Keating name.
Bendigo, 1924, and Bill Keating left Buckle & Je rey, where he worked in the furniture removal division, and struck out on his own. A 1.5 tonne Chevrolet van replaced the horse and cart in 1927 and Keating Transport was born.
Oldest son, Ray joined Bill in the business, while young Ken headed o to Marist Brothers at Macedon where he excelled in Aussie Rules Football, although not so much academically by his own admission.
Returning to Bendigo for medical reasons, Ken got a job with John Brown Industries, making socks and, after recovering, continued to play footy for YCW Association Football and Sandhurst in the Bendigo Football League. Socks, however, were not going to make him his fortune, so Ken joined Ray in working for their father, Bill.
In the late 1940s and without a licence, Ken would accompany Ray on trips to Melbourne and share the driving.
With Ken behind the wheel one time, the Transport Regulation Board (TRB) waves them down. Ken shakes a dozing Ray, moves forward in the seat while Ray slides in behind him and takes over. e TRB don’t believe it for a second but let the boys o .
After getting hauled up three
lice haul Ken into the police station and issue him a licence because, “It’s obvious you’re not going to do what you’re told!”
In those days, any crated goods (furniture, whitegoods, etc.) had to be transported by rail and a permit was required to cart any freight that the rail could not handle.
Of course, most stu was crated so Ken got creative, delivering new furniture to the Bendigo shops at 6am to beat the TRB Inspectors trying to catch o enders such as him.
Of course he was always going to be caught. His argument that the furniture was second-hand didn’t hold much sway, so a battle then ensued with young Ken starting at 5am, and then 4am to evade one particular inspector hellbent on ‘throwing the book’ at him.
Having been caught with a new combustion stove that he’d loaded opposite the Transport Regulation Board (TRB) o ce in Bendigo, the o cer threatened Ken with a hefty ne.
“You’d be the biggest pommy bastard in Bendigo if you booked me,” exclaimed Ken.
Getting dragged to the TRB o ce, Ken stuck to his story that the stove was second-hand and, to his relief got o with a warning after being made to apologise profusely to his antagonist.
e next time he was pulled up, Ken – whose family were known for being good Catholics - declared that his load was “for the nuns and I’m not being paid,” which apparently got him o a ne. ereafter he did a lot of ‘deliveries’ to the
TO MAKE MONEY, RAY AND I WERE SWEEPING UP CHOOK MANURE, PUTTING IT INTO BAGS, LOADING THEM ONTO A SEMI AND SELLING IT IN MELBOURNE. WE HAD TO DO SOMETHING IN THOSE DAYS BECAUSE THINGS WERE PRETTY BAD.”
Also being a good Catholic lad, Ken would pick up the old nuns and take them to Sacred Heart Cathedral at Bendigo in the back of the furniture van with benches installed down each side, ‘Installed’ meaning shoved in.
We’re guessing the Almighty forgave Ken’s bs to the TRB in return for his good deeds for the nuns.
Working under the philosophy of ‘anything that will pay a quid’, one of Ken’s regular jobs was to transport co ns. Luckily, they were empty cofns, so Ken lled them and the wardrobes he transported with tins of biscuits: “Seemed like a waste of a lot of empty space, and there was no income from empty space.”
It also hid those ‘mandated by rail’ biscuits from the authorities. Anything that could be stored inside wardrobes and co ns was. Again, making use of ‘space’, Ken would stack wardrobes on top of each other.
We presume he was good at lashing his cargo down. He added a baby Quinn trailer to
people moved home, the cargo could be as diverse as cows and chickens.
At one time he worked for Millikin’s in Bendigo who were egg collectors for the Egg Board, carting them to Melbourne. Returning from Melbourne one day, Ken found no-one in the yard. He hunted them down at the Egg Board O ce to nd that they were on strike.
Asking why, they replied: “Because you are working as hard as us and doing the same work so why should you get paid less because of your age?” at was a win for young Ken. He went on to work for Ray who had bought his own truck and had struck out on his own.
When dad, Bill called it a day, Ken bought his furniture truck. e business had moved on from removals and the brothers were carting chickens from Bendigo to Melbourne.
Ken tells the story of stopping at tra c lights on Flemington Rd next to a tram. e tram moves o and Ken is surprised to see several chickens sitting on its roof.
“A couple of the cage latches had vibrated loose on the trip down. I guess they made a nice dinner for someone.”
“ e credit squeeze was on,” reminisces Ken. “To make money, Ray and I were sweeping up chook manure, putting it into bags, loading them onto a semi and selling it in Melbourne. We had to do something in those days because things were pretty bad.”
In addition, he took on work wherever it became available.
“I took on livestock, driving for three companies at the
same time. I’d take an empty Rutherford’s Livestock truck [International R160s or 180s] up into the middle of New South Wales and load livestock to bring back and drop it in or outside Bendigo, or up near Inglewood. is was sheep, I didn’t like the cows.
“I’d arrive home, drop the truck and hop over the fence, climb into another Inter for O’Connell’s Transport and do the same thing. en it was ‘over the fence’ again and run a load of tomatoes to Melbourne for John Goodbody.
In 1958 Ken married Dorothy Joyce Brereton and in 1960 bought a WC White and a Fingale two-deck stock trailer, travelling throughout Victoria and outback NSW.
With son, Stephen coming along in 1960, Ken wanted a rest from the road – or at least from being away for days on end – and took up a seasonal job o er from Streets Ice Cream, driving a petrol-powered Commer with a bogey fridge van.
“ e walls were some 5” thick and there was an electric motor at the front of the van, to be plugged in overnight to freeze the brine tanks placed down the centre.
“It was all hand loading and unloading and it would take me four hours to drive from Melbourne to Bendigo. You can imagine how long it took to drive to Sydney!”
A season at Streets and Ken was back on the livestock, this time with Bill Fitzpatrick at Charlton.
e following ice-cream season, Streets again o ered him a job as assistant manager which
he refused, until two weeks later when driving to Charlton from Melbourne he instead ended up in Sunbury with no memory of having driven there. Luckily the Streets’ o er was still on the table.
“Eastoe’s would come in with the ice-cream and I’d have to be there at 4am to unload. It’s what you did back then. My manager became ill, and they o ered me his position. ‘Hang on’, I said. ‘I’m just a truck driver’. I didn’t know what paperwork was. I’d only got to Grade 8 and I’d repeated that three times! I could barely add or subtract. Stocktake and sales were foreign to me …. so of course I took the job!
“I remember sitting there day after day, pouring over the old paperwork, trying to work it out – how to reconcile the books then deliver the cash to the bank in a little bag before heading home. I sorted it out in the long run and learnt because I had to.
“After some three months the manager came good, which suited me. Streets had built a new cold store in Geelong, and they asked if I’d be interested in working there. I said to my beautiful Dorothy that I hoped I wouldn’t get it because the wind blew like hell down there.
“In the end they went with someone else, but I thanked them for considering me. A month later they suggested Ballarat, which was cold, so cold! Missed out on that too, thankfully. en, in 1964 I get a call to tell me I’m going to Shepparton [too hot?] where the manager had retired.
“I lasted with Streets for a
Ken Keating with sons Mark, left, and Stephen who now run the day-to-day business.
Stephen’s sons, Ross, left, a mechanic and Ashley, operations manager, far right, flank Mark, Ken and Stephen. Images: Graham Harsant
Ken bought this 1413 Mercedes-Benz from Geoffrey Thompson Fruit Packing.
year before going to work for Bill Zurcas. Bill had orchards, hotels and motels, you name it.
“He used to yell at me all the time, that’s just the way he spoke. ey had a stranglehold on business in Shepparton and still do to an extent. Like many others, they had to get the fruit to market and it was too expensive to use a contractor, so they had some ten trucks of their own, spread over their multiple orchards.
“I collected all the trucks, painted them green with a white roof and registered the company as Zurcas Trucking Company. e Streets experience had stood me in good stead.
“We started doing export fruit. All the fruit was in cases, so we’d go around to the different cold stores, load them up for Melbourne and take them down to the wharf. At least by now I didn’t have to load them myself.
“I was with Zurcas for 2.5 years, and after a short stint with Nabisco, fell in with
Geo rey ompson Fruit Packing in 1969. ey were the biggest in the southern hemisphere at the time. I bought a Mercedes-Benz 1413 from them and started running the fruit to the wharves.
Twelve months on and I needed a bigger truck, asking them if they’d help me to buy a 1418 bogey bogey.
“Old Geo rey came to the party and we formed a 50/50 partnership with four 1418s, growing to a eet of ten and running to the Sydney, Melbourne and Adelaide markets as well as the wharves.
“ e time came when Geo wanted to consolidate his myriad of subsidiary companies into the mother company, Geo rey ompson Holdings, and this included of course the depots and trucks.”
Instead of money changing hands, Ken became the third largest shareholder in ompson Holdings. He continued to run the freight operations for ompsons for the next ve years, growing the eet
to 45 trucks. In February of 1982, he bought ompson’s intra-state operations, along with one Scania 141, a MAN twin steer single drive, a Toyota Dyna tray truck and a subby, Jim Spence, and with Dorothy, formed Ken Keating Freight Lines P/L. Ken’s love a air with the Scania product had started 10 years before with ompsons and he saw no reason to change. ird son, Mark was rst to join the family business which concentrated on intrastate using single trailers.
Around this time with the company rebranded Keating Freight Lines to re ect his children’s involvement, the business also created Keating Van Lines (harking back to the furniture removals), and another half a dozen divisions, in the name of reducing payroll tax. For a bloke that only made it to Grade 8, Ken is doing well.
“It’s amazing how smart you get when it comes to minimising tax,” Ken quipped.
In succeeding years, the
Keatings bought out Midway of Benalla’s intrastate work, Tom Murray Van Lines of Shepparton who did removals. Stan Bicknells Freight, Heart of Victoria Removals, Sitelink Transport of Mooroopna and another local, Barry Adams Freight. e diversication continued. e Keating’s moved from one shed in Mitchell Street to a depot in Benalla Road which abutted a Motel.
e family bought it with a view to future expansion of the depot and Dorothy ran it for three years. ere was also the purchase of a Funeral Par-
lour at nearby Numurkah – as you do. Was this an ode back to those days of co ns loaded with biscuits?
“No, it was to help someone out,” said Ken. “We didn’t run that business ourselves.”
e company has irted with other products. “Someone wanted to drive a Kenworth K100,” said Ken, pointing to Mark - but has largely remained with Scania since those days in 1972 when Ken bought three LB80s and an LB110 – Scania’s rst trucks in the country.
ere was, however, a fracturing of the relationship at one point in time. Ken would always pay cash on the 30th day after a new truck was delivered, but this didn’t suit the (Australian) manager of Scania at the time and a barney ensued.
“I thought it was good arrangement for both sides, but they told me the ‘honeymoon’ was over. Is that right, I said. Well, I’ve got news for you too.
“Vic Sera ni was the International salesman at John Taig – a well know Shepparton dealer. John had said to Vic, “Don’t bother going to Keating’s, they are Scania though and through.” Imagine John’s surprise and Vic’s delight when we ended up with about 12 S-lines and a Transtar! We’ve also had UD, Isuzu, MAN, Iveco, ACCO, those old Benz’s and the Inter R models over the years.
“After the S-lines, Scania asked how they could get us back into the fold. ey had a new head honcho from Sweden and we were invited to their manufacturing facility in
Glenbarry Rd, Campbell eld where there was a big welcome sign put up for us. en on to the head o ce and yet another welcome sign. ‘What can we do to get your business back?’ said the new boss.
“Firstly, the best thing you could do is put a service man or shop up in Shepparton, I said, and it happened sometime later. ere were a few other things to which they agreed and then they took us to lunch in their boardroom, with a chef and everything. It was superb! I ordered four 113s that day.”
“We’ve always returned to Scania and are up to about our 70th, with 24 in the eet at the moment.”
At 88, Ken Keating has slowed down a bit, leaving the running of the business to Mark and oldest brother, Stephen. Second brother, Christopher was managing director of the company before his premature passing. Stephen’s sons, Ash and Ross are also continuing the family legacy.
“ ey won’t let me behind the wheel,” complains Ken. “Although I do hop in the R200 every now and then.” (A beautifully restored example bearing Ken and Dorothy’s names and a surprise gift from the family, for his 80th birthday).
One hundred years on and the Keating name – in the same lettering as that rst removal van – is regularly seen on the roads around Shepparton, as is the brand in Bendigo and Swan Hill where Ken’s brothers’ families reside.
Congratulations on 100 years of Keating Freight Lines, Ken.
It’s been a long love affair with the Scania product for Keatings.
Ken Keating’s trusty Bedford got the job done in the 1950s.
Ken’s classic R200, a gift from the family on his 80th, stands proudly on display at the MOVE Museum in Shepparton.
The Scania 110 Supers back in 1973.
Truckies’ toy drive helps local families
BY KAYLA WALSH
BIG-HEARTED truck drivers banded together to bring a smile to children’s faces recently at the rst annual Brisbane Truckies’ Toy Drive.
About 16 shiny rigs rolled up to the Mower Supastore in Brendale, many of them with donations in tow.
In total, three utes were lled with brand-new toys, which will go to the Caboolture Neighbourhood Centre to help families who have been impacted by domestic violence.
e event was organised by transport company Bean Express and the Mower Supastore, with the owner of both companies, Chris Doosey, telling Big Rigs that they were really happy with how the day went.
“It was a great turnout,” he said. “Santa was handing
out lollies and the kids got to climb in the trucks and have a look – it was a lot of fun.
“We’ll be delivering the toys on December 20, so we’re looking forward to that.”
Courtney Michelle Parfrement, operations manager of Bean Express, put a lot of work into organising the event and said it was wonderful to be able to give back.
“I have a personal connection with the Caboolture Neighbourhood Centre and when Chris said that he wanted to do a toy run, I suggested doing it for them,” she said.
“ e centre is amazing and I wanted to make a di erence to other families because I know how hard it is out there.”
e team at Bean Express are looking forward to doing another toy drive next year, and making it bigger and better than ever.
“I was the President for the Brisbane Convoy for Kids but now I’ve stepped away, I’ve done my 12 months – but I still want to help the com munity,” said Chris.
“So we’ll de nitely be doing another toy drive next Christ mas, and probably one in the middle of next year too.”
Chris is also hoping to or ganise a Drive for Depression next year, to help reduce the stigma around mental health issues in the transport indus try.
“One of the biggest things in the transport industry is depression – so many truck drivers su er from it,” he said.
“I want guys to be able to open up more.
“We’re hoping to get out to Willowbank Raceway, may be around August or Septem ber – we just need to sit down and work out the plan.”
About 40 trucks showed their support. Image: Tom Charlton
LocalFreight’s white rig was looking spotless. Image: Brisbane Truckies Toy Run
Wemyss Transport brought some of the fleet along. Image: Brisbane Truckies Toy Run
Special toy run tees were made up for the day. Image: Brisbane Truckies Toy Run
Three utes were packed full of presents! Image: Brisbane Truckies Toy Run
Young children weren’t the only ones happy to see Santa. Image: Tom Charlton
The Bean Express fleet represented. Image: Tom Charlton
Share your truck pics to win with Shell Rimula
SHELL Rimula has partnered with Big Rigs in a big way – so there are even more reasons to send in your best truck shots.
Each month, the Big Rigs team will choose a #PicOfTheMonth, with the lucky winner receiving a $500 Shell Coles Express Gift Card.
Keep an eye out for our regular posts on the Big Rigs National Road Transport Newspaper Facebook page, calling
for your best truck photos and add yours in the comments, or email them to kayla.walsh@ primecreative.com.au.
Don’t forget to include a brief note about the truck and where the photo was taken.
We’ll feature some of the best photos in each edition of Big Rigs Newspaper, with one winner announced each month.
Keep those amazing truck pics coming!
Bromley Nitschke took this fantastic shot showing off the generations of Nitschke Bulk Transport.
Brendan Smith took this cool snap while loading oats at Bulyee, WA. seed at Moree.
We love this pic from Jackson Wimble - loading the ‘88 beast out of Augathella, QLD.
Aaron Maher took this cool shot of Wickham Freight Lines’ K220 at Euroa, heading to Sydney.
Joel Calleja took this snap of Schaeffer Transport’s Kenworth T610SAR shining as the sun goes down on another day on the east coast.
Billie Lee showed off her photography skills with this shot - heading north across Beylando Crossing to Townsville.
When
the going gets tough, truckies keep everyone going
Shaun Wood sent us this pic he snapped while out and about in NSW.
Cheers to Steve Ayton for this lovely snap taken during the harvest at Warracknabeal, VIC.
Adrian Wynne took this pretty pic at Bowen, QLD.
Owen Weir captured this memorable moment while heading southbound on the old road at Broadwater.
Michael Roels took this ripper shot during a wet morning at Tumut, NSW.
Nathan Biddle grabbed this pic at Walsh Creek in Mutchilba, QLD.
Thanks to Brad Simmonds for this shot, taken while northbound at Gundagai.
How to win big at truck shows
When it comes to scooping up all the silverware at the popular regional events, there is one passionate family who does it better than most.
BY GRAHAM HARSANT
IF I had the time and the budget I could go to a truck show somewhere in Australia just about every weekend of the year.
Towns across the country have long known that a truck show will draw thousands of folk, eager to see the best presented trucks in the land or, as in the American Truck Historical Society and Historic Commercial Vehicle Club of Australia events, a comprehensive history of trucks and trucking through the ages.
ese events bring money into the town, they are fantastic fundraisers for many worthy causes, and they present the transport industry in the best possible light to the general populace.
For ‘Joe Public’ to meet a truckie and realise that they are not a rogue member of society, but just another good man or woman working damn hard to support their families can only do the in dustry a lot of good.
Some 20 years ago at Cas tlemaine in Victoria’s Gold elds region, I was one of those uneducated Joe Pub lic’s.
Two decades later and… well, if you’ve read my writings, you would know that I’m proud to be an ambassador in my own small way for this great industry. It was at that show that I rst met the Cornwill brothers.
my hearse – has won possibly more awards than any other truck in the country.
A decade before our meeting, Troy, Wayne and Rick Cornwill entered their rst truck, a Kenworth K125 named ‘Penthouse’ at the Castlemaine and came away with Truck of the Show.
More accurately I should say Wayne and Troy as Rick was only 11 at the time, although the older boys say he did muck in with getting it ready.
‘Penny’, as the guys fondly refer to her, was retired after a couple of years of shows. Some years later they decided to brush her o , clean her up, and she promptly won at Alexandra.
‘Paradise’ their pristine T908 – and one day to be
In 30 years the Cornwills have come away with no less than 26 Truck of the Show awards. If you add in other categories the number of trophies is more likely triple that number.
In this, their 30th year, they won at Castlemaine again with their superb Legend SAR, ‘Dynamite’, in back-toback wins.
ey also won Best Working Rig 2017-2022 for the SAR, and Best Working Rig 2011-2016 for their T409 in addition to the top gong.
So how do they do it?
While the answer is simple: hard work, the e ort put into each of their trucks shown over the years is spelt HARD WORK!
e oor of Paradise is folded stainless steel from the footwell right to the back of the cab. Dynamite’s patterned-painted steel oor panels match the dashboard and its walk plate is stainless steel polished to a mirror-like nish, and just as smooth –an incredible feat of metal fabrication.
e $10,000 custom built stainless tail light bar appears to be from a solid billet but is in fact made from 3 pieces that took a week to manufacture. e running boards are also matching stainless steel.
en there are the myriad little things that many truck show judges – short of the ilk of a Jon Kelly or Leon orpe – probably would not notice.
e lights under the bonnet, the ‘ oating’ stainless wheel arches, the 70s style fans,
When Troy brought the truck home from the Ken worth factory he took to the battery box with an angle grinder.
Dad, Kevin thought he had ‘gone in the head’, but Troy just wanted a nice straight line from the box to the back of the cab. Who else tears apart the interior as soon as they’ve bought a new truck?
e Cornwills do.
Similar work was done on Paradise and their other trucks with many parts of the trucks that the world sees, complimented by the myri ad of one percenters that the Cornwills know are there and do for their own satisfaction.
Dressing up a truck is one thing, keeping it pristine is another, and again it is the one percenters that win truck shows.
When Troy Cornwill hops into Dynamite to go to work, he puts a bathmat on the oor to protect it. Wayne does the same in Paradise.
Employee and part of the extended Cornwill family,
Hill Bill treats his drive, ‘Adversary’, a 2014 T408SAR with the same love and a ection.
eir 2008 T408, ‘Shipping Steel’ doesn’t miss out either. e trucks are washed constantly. When they go over the pit at base for servicing, the undersides are cleaned and polished with the same attention as the bodies.
I’ve never seen a truck show judge crawl under a truck (although I’m sure some do) but that’s not about winning a trophy for the Cornwills –they do it anyway.
Just as the dozens of other things a judge may miss, what the boys do to their trucks is primarily for themselves and the trophy comes second. ey were still cleaning and polishing as the awards were being announced – long after judging was completed.
Continued on page 26
Thirty years ago Russ Timmins (centre) presented the Cornwills with this, their first ever trophy.
Images: Graham Harsant
It’s all hands on deck in the lead up to judging.
Troy, Wayne, Rick, Laana, Zac and Rocco Cornwill celebrate, again. Just a few of the Cornwill’s many awards. All the result of hard work.
Could be a mirror but it’s ‘just’ the inside of the storage box.
Zac’s Dusty helping out.
Old-school trucks to draw in big crowds
THE Heritage Truck Association Australia’s (HTAA) annual Heritage Truck Show will again run alongside the Brisbane Truck Show, held o -site at the Rocklea Showgrounds, from May 17-18, with a huge array of classics on display.
After returning to its inaugural home of the Rocklea Showgrounds in 2021 – about 15 minutes’ drive from the Brisbane Convention & Exhibition Centre (BCEC) – the classic truck event has grown in size and popularity.
“We got around 160 trucks last time, with around 2000 people through the gate, which is just huge,” said HTAA President, Mark Plunkett.
“It is looking to be even bigger because we got so much positive feedback last time, with visitors coming from all over Australia and overseas.
“ ey came to the Brisbane Truck Show, but they could
jump on a bus to come out and see our show too.”
A huge drawcard at the 2023 show was the Mack display, which celebrated 60 years down under, with iconic (and rare) models from each decade on show in a tribute to the ‘Bulldog’ brand.
“ at brought a lot of Mack trucks in and the display itself got a lot of interest across the weekend – we’d certainly like to do more like that because it got a lot of attention,” Mark added.
Heritage trucks o er a fascinating look into the past, and Mark says the interest in these classics is steadily growing.
“People are taking a real interest in the older trucks because a lot of them remember either their dad driving one or their uncle driving one – they want to relive that in a lot of ways,” he said.
“So many times I hear peo-
ple say ‘I used to drive one of those’, or they take a look inside and reminisce about sleeping across the seats, or on the ground while dad slept across the seats! at’s what brings people back to these older trucks – the memories.”
Nostalgia is a major driver for people like Mark, who enjoy reliving their time on the road through old trucks – right down to the smell of the seats.
“ ere’s a lot of nostalgia, like my truck for example – a Mercedes-Benz 2233 – I bought when I had the opportunity because I loved it when I was out on the road,” he explained.
“When I hop into that truck, the smell of the interior is exactly what it was like in the one I used to drive – it’s the fabric in the seats or something, but it’s a distinctive smell and I just love it.”
“It’s been growing fairly well for the last couple of years,” he said.
“We even have people who never really had trucks but they fall in love with them. It’s
According to Mark, the HTAA is growing with more it’s showing no signs of slowing down.
have never had one but geez you want one.”
A highlight for Mark is seeing the faces of children light up as they see the old bangers re to life – particularly the old GM ‘bird scarers’!
“You should see them when you start the trucks up, particularly the old GMs, they make a lot of noise and the kids just love it.”
But Mark says it’s the camaraderie that makes the HTAA and its annual show so special, making a fantastic excuse for old mates to catch up and recount stories from their time on the highway.
“You get a lot of mates who come each year to display their vehicles from down south or up north and you all get to catch up, which is a really good thing,” he said.
Whether you know a lot or a little about old trucks,
Closest call in show’s long history
From page 24
THIS year at Castlemaine was the closest call in the show’s 35-year history, with Cesare Colli’s classic and mint 1981 White Road Boss vying for top spot. Built in August of that year, Cesare bought it brand new the following year, working it as a logger and hauling pocket road trains until 2004.
As well as runner-up to the Cornwill’s, the Road Boss also collected Best Historic Truck (pre 1994) and another award on the Saturday, making the trip over from Perth well worthwhile.
Mention must be made of third place which went to young Campbell’s Creek local, Bradley McLean in a Maloney’s Bulk Transport T900. at a young bloke driving for a company puts so much
work into his drive speaks volumes, given the intense competition at Castlemaine. Best on Ground for the Saturday went to Tony Whelan’s W model KW.
He also picked up Best Traditional Paint Work. All these drivers and/or owners put untold hours into presenting their trucks in the best possible light.
So in the closest decision ever, why did the Cornwills’ Legend SAR win?
I wasn’t privy to the conversations in the judging room which delayed the awards ceremony by a half an hour, but I’d suggest that one of the many contributing factors would be when I walked past Wayne Cornwill applying tyre black to a drive wheel on one of their trucks.
He applied it to a section, and then turned the steer
wheel, because he had it jacked up o the ground! Noone will see the tread on the ground, but he does it anyway. at’s just one of the one percenters that win awards at
truck shows.
For those of you who live interstate and have not had the privilege of seeing Cornwill trucks in the metal, their Leg end SAR will be on display
at the Brisbane Truck Show next May as part of their Best of the Best display, and they bring ‘Paradise’ along for the ride.
Mark says it won’t be hard to nd a HTAA member to talk to about a particular make or model.
“If there’s a particular truck somebody wants to look at or chat about, we’ve got people there that can do that!”
While he wouldn’t give too much away, Mark hinted at some recent restorations set to roll into the show, including the Mean Machine B-Model Mack drag truck from the 1970s, which has been meticulously restored by owner Bernie Tobin.
“We’ve got trucks from the 1920s all the way through to the 1990s, so there’s something for everyone,” he said.
Alongside the show at Rocklea Showgrounds, the HTAA will also have an array of its members’ trucks parked at Stanley Street Plaza as part of a truck festival that will take over Brisbane.
but I’d not bet against them. Postscript: ‘Penny’ is undergoing another ground-up restoration. Expect it to be on the winner’s podium again, in the
The last event in 2023 had 160 trucks on display. Images: Brisbane Truck Show
There will be trucks on display from the 1920s all the way through to the 1990s.
The event also offers an opportunity for old mates to catch up and reminisce.
Brad McLean looks after Moloney Transport’s T900, winning third place in Truck of the Show.
Cesare Colli’s long trip from Perth paid off with three awards, including the second spot in Truck of the Show.
Tony Whelan won Best on Ground, Saturday, and best Traditional Paint Job with his 1986 W-model Kenworth.
There’s only one way to tyre black properly. Jack the truck up. Images: Graham Harsant
Huge week for trucking fans
MAY is shaping up as arguably the biggest month on Brisbane’s 2025 events calendar, headlined by the southern hemisphere’s largest trucking event, the 2025 Brisbane Truck Show, running from May 15-18.
e show at the Brisbane Convention and Exhibition Centre will be held as part of Truck Week 25, a new weeklong festival of all things trucking.
After a record crowd in 2023, Truck Show organisers are anticipating another big turnout in 2025, fuelled by several new activations planned as part of Truck Week 25, including the Heavy Equipment and Machinery Show at the RNA Showgrounds and the Heritage Truck Show at Rocklea.
Todd Hacking, CEO of event organiser Heavy Vehicle Industry Australia (HVIA), said Truck Week 25 – to be held from May 12-18 – will feature exciting new activations, including the rst-ever National Show ‘N’ Shine Championship, with as many as 28 of Australia’s best blinged-up trucks competing for the crown of the nation’s best. e showcase will be staged at Little Stanley Street at South Bank and will be open to the general public.
An added attraction in 2025 will be the Premier Boxing Series to be staged at the South Bank Piazza on the Friday and Saturday nights of the show. Telecast on the Seven Network, the series will feature six bouts involving
elite amateur and professional boxers each night, culminating in a title bout. What’s more, in 2025 several thousand school students will ock to e Depot, a new interactive zone just outside the show at TAFE Queensland’s South Bank campus lawn which will feature interactive displays, cutting-edge simu-
lators and other engaging activities aimed at showcasing careers in the heavy vehicle industry.
Speaking at the o cial launch of Truck Week 25 (formerly Australian Heavy Vehicle Industry Week) in Brisbane, Cr Sandy Landers, Brisbane City Council’s Deputy Chair of the Economic
Development, Nighttime Economy and 2032 Olympic and Paralympic Games Committee, said the Truck Show alone is expected to attract more than 40,000 industry players to the city.
Exhibition space for the 2025 show – the only event to ll all 30,000+ square metres of the Brisbane Convention and Exhibition Centre – is already sold out.
Cr Landers said that in 2023 the show attracted 42,855 over four days, an all-time record for the 56-year-old event, with more than 36 per cent coming from interstate and nearly six per cent from overseas.
In a boon for local businesses, they generated 92,982 visitor nights in Queensland.
Brisbane Lord Mayor Adrian Schrinner said the Brisbane Truck Show would drive a massive economic boost for Brisbane. “As Australia’s lifestyle capital, our major events calendar is a great drawcard for businesses and visitors to come and invest in Brisbane,” he said.
“Year after year, the Brisbane Truck Show brings big economic bene ts to our city, with the 2023 event attracting over 42,000 people and injecting $31.5 million into the local economy.
Hacking said the response to the show’s strategic expansion into a week-long trucking festival has been fantastic.
“ e opportunity to showcase our industry in this spectacular location provides the perfect opportunity to share
our story with the community in a tangible and lasting way,” he said.
“We are extremely grateful to the Queensland Government and the City of Brisbane for coming on board to enable this initiative to come to life.
“ ey recognise that the Brisbane Truck Show is a vital Queensland business, tourism and cultural asset, recognised internationally amongst the world’s leading industry business events.”
Queensland’s Assistant Minister for Finance, Trade, Employment and Training, Amanda Stoker, said Truck Week 25 not only delivers a boost to the city’s tourism sector, but also plays a key role in promoting career opportunities in the state’s heavy vehicle industry.
“Truck Week recognises the incredible contribution the heavy vehicle industry makes to our state by connecting
all corners of Queensland,” Stoker said.
“With more than 600,000 registered trucks in Australia driven more than 250 billion tonne kilometres each year, supported by more than 70,000 heavy vehicle industry employees, it’s vital we can continue to support the industry by delivering quality training and a strong workforce.” Stocker said the Depot Careers Hub at TAFE Queensland’s South Bank campus will be a Truck Week highlight, providing cyber security, graphic design and augmented reality welding demonstrations, and an insight into exciting careers not often considered for this industry.
“With a huge line-up of trucks, trailers and technology it will no doubt encourage more jobseekers to take up a heavy vehicle driver or mechanical apprenticeship.”
Save the date for these upcoming truck shows in 2025
BY KAYLA WALSH
IT’S a wrap for truck shows in 2024, and what a great year of events it’s been – from the biggest ever Casino Truck Show to a 20th anniversary Illawarra Convoy that raised over $2.5 million for children in need.
Looking ahead to 2025, there are heaps of fantastic shows to ll your calendars – save the date for these highlights over the next few months.
JANUARY
Geelong Classic Truck and Machinery Show
January 11-12
Geelong Showgrounds, VIC 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, VIC 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, mar-
ket 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 welcome, from trucks and
cars to tractors, motorbikes, caravans and more. Public gates open Saturday 10am to 4pm, Sunday 9.30am to 2pm. Booking essential for the Saturday night dinner –contact Helen on 0437 953 304. Admission: adults $15, 12-18 years $5, exhibitors and under 12s free.
Tooradin Tractor Pull and Truck Show
February 15
Tooradin, VIC ticketebo.com.au/tooradintractor-pull-truck-show/ tooradin-tractor-pull-truckshow-2025
e Tooradin Tractor Pull
& Truck Show has been an annual event since 1998 and has grown into a fantastic family day packed with fun things to see and do. It is a non-pro t event run by a committee of locals, with all proceeds going back into local clubs, schools and various charities. As well as the vintage tractor pull and truck display, attendees can look forward to amusements, full catering, helicopter rides and more.
Angaston Truck Show N Shine 2025
February 22 Angaston, SA
Facebook: Angaston Truck Show N Shine 2025
e Angaston Show Truck Show & Shine will return next year, in conjunction with the Angaston Show. ey welcome trucks of all ages, conditions and uses. More details to follow.
Camp Quality Convoy
Geelong
February 23
Beckley Park, VIC fundraise.campquality.org. au/convoy/geelong
e Camp Quality Convoy Geelong is back, and next year it’s celebrating its 10th anniversary.
e convoy starts and nishes at Beckley Park, where an awards ceremony, free Family Fun Festival and show’n’shine complete a fantastic day out.
MARCH
Clunes Historic Vehicle Show
March 9
Clunes, VIC Facebook: Clunes Historic Vehicle Show 2025
e annual Clunes Historic Vehicle Show is brought to you by the Historic Commercial Vehicle Club of Australia’s Ballarat branch. e event has something for everyone, with a vast array of vintage and classic vehicles and motoring memorabilia. Expect food vans, photos and working displays with like-minded people displaying their vehicles, engines and collections.
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
[L-R] Cr Sandy Lander, HVIA CEO Todd Hacking and Amanda Stocker. Images: HVIA
Simon and Jamie McMahon’s T909 tribute to the Melbourne Storm made an appearance at the recent launch.
A few of the eye-catching rigs on display at the Clunes Showground in 2024. Image: Prime Creative Media
The 2024 Camp Quality Geelong Convoy raised over $200,000 for children with cancer and their families. Image: Geoff Colson Photography
It’s all about better efficiency
NOLAN’S Interstate Trans port recently took delivery of its latest quad quad refrigerat ed B-double sets, running un der Performance Based Stan dards (PBS).
is is the 30th quad quad B-double to join the Nolan’s eet, however it’s the rst to be running on Hendrickson sus pension.
Workshop manager at No lan’s, Aaron Mogg, said the company decided to trial Hen drickson’s suspension o ering due to its longer service life, attractive warranty and ease of maintenance.
Under PBS, the quad quad B-doubles can carry 42 pallets, as opposed to the company’s standard 34-pallet B-doubles.
ese innovative B-double combinations are manufactured by Fibreglass Transport Equipment (FTE), which has manufactured in excess of 180 trailers for the well known eet.
Many of the quad quad sets have been operating through North Queensland, with Nolan’s also starting to run these units on the Brisbane to Sydney, Sydney to Melbourne and Brisbane to Melbourne runs.
e latest quad quad B-double, running on Hendrickson, was delivered in late August and is based in North Queensland, carrying refrigerated produce between Brisbane and Bowen. It averages around 1265 kilometres a day, so is well and truly being put through its paces.
“At Nolan’s, we’re running a
lot of quad quad B-doubles at the moment,” revealed Aaron.
“We’re getting an extra eight pallets on these new sets. We can carry the same volume in four quad quad B-doubles as we can on ve standard B-doubles. at means one less truck, two less trailers, less registration and insurance costs, and reduced maintenance.”
Nolan’s began adding the high productivity B-doubles into the eet in 2022.
As Aaron explained, “ e main reason we’ve gone down that path is the current labour shortage. With the quad quads, it means you’re only servicing four sets of B-doubles instead of ve. And this is the same reason we decided
to trial Hendrickson.
“We’re moving more and more towards equipment that requires less maintenance and servicing. Just as we’ve done that with the quad quad B-doubles, we’re doing the same thing on the suspension side.”
Already, Hendrickson’s extended service life is proving to be a game-changer in the Nolan’s workshop. “I haven’t had to really touch the suspension on this B-double yet. When it comes in for a service, it’s just a quick check and it’s out the door again.
“ is was a trial unit for us. We’ll see the true impact of switching to this suspension in the next two years – but every-
thing is pointing in the right direction.”
e new B-double features quad axle groups comprising of INTRAAX primary suspensions paired with CONNEX ST steer axle modules. e warranty for the HXL7 wheel-end in this suspension package is ve-years/1.2 million kilometres.
INTRAAX has developed a reputation for its reduced maintenance and durability. Using a simple, functional design with fewer parts, means there are less components that can wear over time.
Marcus Reid, general manager at FTE added, “Using Hendrickson on this B-double set was an opportunity for Nolan’s to see how the product compares, running it side by side with the other trailers in the eet.
“So far they’ve purchased 184 trailers from us, with more to come. is is the rst time they’ve decided to go with Hendrickson with us.”
Marcus says these high productivity B-doubles are comprised of a 16-pallet lead and 26-pallet rear trailer (as opposed to a standard 12-pallet lead and 22-pallet rear trailer). “Nolan’s has been having great success with these units.
I don’t believe there are too many trailer manufacturers working in the 16-pallet lead space.
“In regard to payload, it’s about an extra 10 tonne on average compared to the standard B-doubles – so there are a lot of advantages for the client with these combinations.”
Along with reduced maintenance, Aaron added that Hendrickson has backed up a quality product with strong aftersales support as well. “ ey’ve come out and done workshop training with our sta too, detailing what is and isn’t required and what to look out for,” he said.
AUSTRALIAN MADE with AUSTRALIAN STEEL
Nolan’s quad quad B-doubles can carry eight pallets more than its standard B-doubles. Image: Hendrickson
The combination features INTRAAX primary suspensions paired with CONNEX ST steer axle modules. Image: FTE
Engineered for Australia and NZ
SPECIFICALLY designed for the Australian and New Zealand markets, Western Star’s 48X has quickly emerged as the most popular model in the manufacturer’s X-Series line-up – and it’s not hard to see why.
Standing alongside the 47X and 49X, the 48X is an Australasian exclusive model that boasts two engine options, various sleeper con gurations, AMT and Roadranger transmission options and multiple suspension and nal drive options, making it an exceptionally strong B-double truck, as well as suitable for various road train and heavy haulage applications.
Locally distributed by Penske Australia & New Zealand, the X-Series has been making waves since it was launched in November 2022, with the line-up crowned with the prestigious 2024 Truck of the Year Australasia title earlier this year.
e 48X is powered by the 450-525hp Detroit DD13 Gen 5 or the 500-600hp Detroit DD16, both of which comply with the upcoming ADR 80/04 emission standards. And in terms of the gearbox, operators can select from the Detroit DT12-OV and DT12-OVX automated manual transmissions, or the Eaton Fuller manual transmission – depending on their preference.
Head of Western Star at Penske Australia & New Zealand, Kurt Dein, says the 48X is truly unique and a strong player on the market.
“ e signi cance of the 48X is that it has multiple engine, driveline and cab op-
tions, making it very diverse in terms of its applications,” he explained, adding that the model has seen the highest growth of sales in the B-double segment, proving its exceptional cost of ownership.
“When B-double length laws changed to 26 metres in 2006, that was the opening for Western Star to t into the 34-pallet B-double space that the brand has become renowned for. So it was critical that when the 48X was launched, that we’d dimensionally t within the B-double envelope while o ering a driveline up to 16L and 600hp.
“What we have with the 48X is a truck that features the latest safety o erings, with multiple engine and transmission options, while still tting into the 26-metre, 34-pallet B-double space and achieving 1500 litres of
fuel storage. e 48X is the shortest dimension truck on the market with a 36-inch sleeper.”
As Kurt continued, “Because the Australian market has longer trailer dimensions and such a broad range of con gurations we need to play within, it’s all about being dimensionally t, with high horsepower ratings and high GCM o erings.
“ e 48X also complies with new ADR 80/04 legislation which means that from the 1st of November this year, under mass limit laws, it can qualify to carry an extra 500kg spread over front and rear axles.”
e 48X has four di erent sleeper options. Choose from the trench or standard day cab, or sleeper. Options available are the 36” low trench, 36”, 48” and 60”. It’s also capable of achieving a gross
combination mass (GCM) of over 130,000 tonnes. Along with driver comfort, safety was top of mind in the de sign of the 48X. It’s equipped with an enhanced safety package that includes:
• Active Brake Assist 5 (ABA 5), which detects distance and speed to moving and stationary objects in its path and determines if braking is necessary.
• Adaptive Cruise Control.
• Side Guard Assist, to detect objects on the passenger side of the truck and alert the operator.
As part of a current promotion, the X-Series has extended on its already generous warranty package.
/800,000km/400,000 litres of fuel burn or 12,000 engine hours.
“It’s about backing the brand and giving absolute con dence to the buyer. is is a class-leading warranty,” said Kurt.
To add, the Star Assist roadside assistance program is now also being o ered for 48 months, up from the usual 24 months.
Both the extended warranty and extended roadside assistance package is available for purchases made through to March 31, 2025.
“Penske has a comprehensive dealer network with demonstrator models of the 48X on hand,” added Kurt. “Come and see it, come and try it, and come and buy it. We currently have stock on hand across the various options.”
For more information on the Western Star 48X, visit
End of 3G is good news for transport
BY KAYLA WALSH
THE end of 3G might have caused a few headaches for transport operators around Australia – but it actually spells great news for the industry, according to Teletrac Navman’s Chief Product Ofcer Andrew Rossington. Australia’s 3G networks were o cially turned o on October 28, paving the way for the 4G and 5G takeover.
Although the shutdown was delayed to allow extra time for everyone to make the switch, Andrew said some transport operators were still caught o guard when their
devices suddenly stopped working.
“ e delays didn’t make a di erence to the people who hadn’t seen the news or our communications, or just hadn’t upgraded yet.
“You’ve got to remember that 3G had been around for 15 plus years, so there were a lot of devices out there that people had almost forgotten about.”
As well as personal mobile devices that suddenly stopped working, many transport businesses who hadn’t managed to move to the newer networks in time were left without function-
ing telematics systems. is would have led to a loss of real-time tracking, alerts, and eet visibility, and a return to manual timesheets and invoicing, costing time and money.
“We probably shipped out many thousands of long-life, battery-based tracking devices to people that had missed the boat and needed to track their assets and trailers.”
Teething issues aside, Andrew explained 4G and 5G represent an exciting new age in connectivity.
“ ey give you a higher bandwidth and what’s called lower latency, so it’s much quicker to connect and it’s much quicker to send and receive data, as well as sending more data at the same time,” he said.
“At Teletrac Navman, we’re now able to do services remotely that we weren’t able to do very e ectively with 3G.”
Andrew said one of the biggest growth areas in the past few years has been video telematics, and this will continue to grow as connectivity improves.
“Getting access to that in the vehicles, for all of its safety outcomes and driver safety and compliance, that’s been a real push for a lot of
companies,” he said.
“We expect roughly two in three customers who don’t already have video telematics to take it up in 2025.”
Another major growth area is low-cost asset trackers.
“People are realising that to track high-value assets like trailing equipment they might put in containers for shipping, or refridge units, through to lower-value as sets like things on pallets for example, the cost is coming way down.
“We’re getting a lot of cus tomers saying they didn’t realise it’s so much more af fordable than it was 10 years ago or whenever they last looked into it.”
Andrew pointed out that you can now have more services in a single product, which saves you money, space and time – and the move to 4G and 5G presents a great opportunity to consolidate devices.
“One of the video telematics units we have is a camera unit for safety, but it also gives you what we call core telematics, or location services, so it will replace some of the functions of what was typically a black box.
He said transport operators will be doing themselves a fa-
After 15 years, 3G is no more, with 4G and 5G taking over. Image: Rawf8/stock.adobe.com
vour by seeing the switch as a good thing and embracing the improved connectivity and telematics options now available.
“People might have to change their equipment, but there’s the opportunity to consolidate services, and there’s a much more widely available type of product that can be self-installed now. e transition is simpler.”
He added that without technology, transport operators quickly become uncompetitive.
“If you choose not to embrace some of the solutions and technology that’s there for compliance, you’re excluding yourself from certain parts of the market.
“If you think about the mass management programs in Australia and some of the bene ts that heavy access programs give you, you can’t do that without technology.
“No technology equals no ability to compete, and I don’t think that’s where anyone can a ord to be in this market.”
The 48X has been a popular choice across numerous industry sectors.
Andrew Rossington said transport operators will be doing themselves a favour by embracing the new age of network connectivity. Image: Teletrac Navman
The 48X has seen the highest growth of sales in the B-double segment.
Images: Penske Australia & New Zealand
Head of Western Star at Penske Australia & New Zealand Kurt Dein.
Scania’s critical role for ries
BY DAVID VILE
THE Sydney CBD is just about the last place you would consider when thinking trucks.
But if you take a walk down Castlereagh Street to the Fire Rescue New South Wales (FRNSW) City of Sydney 001 Fire Station, you will nd a highly specialised twin-steer Scania P420 providing a critical role in re and emergency response within the city area.
Commissioned in 2009, the Scania is tted out with a Bronto Skylift Ladder Platform – also known as an aerial appliance.
With the four-stage boom fully extended, the unit extends 44 metres o the ground, allowing for access to high-rise buildings for rescue along with the provision of water for re ghting operations.
Fire ghters at FR001, Brenton Paterson and Ron Rout are tasked with crewing the Scania across a 24-hour shift, with the role of operating the Bronto safely and e ectively reliant on strong teamwork and communication with each other and fellow re ghters.
“Part truck driver, part reghter and part crane operator is the best way to describe the role,” Brenton said.
“We have a HR licence for driving the truck, along with high-risk work licences to op-
erate the appliance and working at heights. It was a matter of learning the crane side of things and then the re and rescue side of it, so it took a while to get my head around it all.”
e Bronto is not always paged to every re call with other appliances responding rst, but when the call comes through the two-man crew swing into action, with the ‘driver’ and ‘o sider’ each having de ned roles in preparing to put the unit to work.
“ e driver gets to the incident and sets up to deploy the ladder. e o sider gets up in the ‘cage’ dressed, harnessed in and ready to go while the driver then works on getting water to the truck,” Brenton explained.
From arrival to full deployment the process of stabilising the truck via the outriggers and deploying the platform takes around three minutes with the driver then positioned in the ‘pulpit’ on the back and the re ghter working above.
With the monitor (water jet fed through the hose) having a maximum output of 3800 litres/minute and other factors such as obstacles at height, correct placement of the vehicle is one of the main considerations for the crew.
“Because of the weight of it as well, it’s essentially a crane so we need to make sure the ground underneath is stable,” Ron explained. “We have four hose lines in so to run water 44 metres up it’s a lot of weight.
“When we are running wa-
ter through it, we will have another pumper allocated to us and their job is to just supply water through to us.”
Along with re ghting, rescue makes up a large part of the Bronto’s workload with the cage tted with a stretcher and thermal imaging cameras.
e 15-year-old Scania is nearing the end of its working life with a larger ladder earmarked to replace the current unit. Based in Finland, Bronto Skylift engineers, manufactures and ts the platforms, with nal t out and then commissioning through local company Alexander Perrie working with FRNSW.
“A normal pumper is usually a 3-6 month build but with Aerials it’s a two-year build
process – orders out of Eu rope are tted onto the truck chassis and then sent to Al exander Perrie, so the orders placed this year will see units put into service in 2026,” said Andrew Simmonds, FRN SW eet project manager.
“Replacement cost is around $2.4 million – they are not a cheap appliance but it’s something we need for our re ghters to have that capability and to be able to service the community.”
Both Brenton and Ron reckon the Scania is well-ap pointed and set up to tackle the urban environment and has proven its ability to get the job done and will continue to do before being put into retirement.
“ is is one of the best to
drive around the city when compared to some of the other trucks – it’s a good bit of kit,” Ron said.
The highly specialised twin-steer Scania P420 plays a critical role within the city area. Images: David Vile
The unit extends 44 metres off the ground.
[L-R] Firefighters Ron Rout and Brenton Paterson with the Scania Bronto at FS001 City of Sydney Fire Station.
Game-changing truck and dog agitator
IT’S not something you’d expect to see every day, but a new truck and dog concrete agitator combination is helping this business complete jobs in rural and remote areas much more e ciently.
EXM has provided infrastructure solutions to the agricultural sector all over the Darling Downs and Central Highlands regions of Queensland and northern NSW since 2015.
Due to di culties the company experienced with concrete supply, Managing Director Evan English decided to change things up.
His idea came after visiting the World of Concrete Expo in Las Vegas to investigate mobile batching plants, and from there, he decided it was better to transport the concrete from existing xed plants.
“As most of the area we service is grain production country, we have built a lot of bases for grain silos,” said Evan.
“A typical silo needs about 15 cubic metres of concrete delivered in a timely fashion. Your typical agitator might carry somewhere between 5 and 7 cubic metres, so you can see the problem.”
rural areas at distances of up to 300 kilometres means doing a return trip simply isn’t feasible. Looking for a better way, Evan sketched out some hypothetical drawings of a truck and dog agitator combination – and now, thanks to collaborative e orts between EXM, Fleetrite and Mack, it’s come to fruition.
“We’d already bought some of our own trucks to reduce our reliance on other companies, so the next logical step
ally met our speci c requirements,” added Evan.
Evan took his idea to Ash Rowley at VCV Brisbane South to see if the truck could be feasible.
“Ash was great,” said Evan, “I gured that the Mack guys knew a lot more about trucks than me, so I just told him what we needed and gave him the exibility to work out how to do it.
“He got right onto it and came up with some brilliant
e truck and dog agitator is operated through the use of a live drive to a splitter box to seamlessly operate both bowls. Evan cites another example of Mack’s creativity was the camera on the far side of the truck.
“ ey put cameras mounted on the passenger side mirror so you can see what’s in the blind spot when you’re reversing. I never would have thought of that, it’s great,” explained Evan.
Anthem with a 500hp MP8 engine and mDRIVE automated manual transmission.
e two agitator barrels have separate hydraulic systems that are both controlled from the cab.
“I reckon the dog trailer is probably just as stable as a 10-wheeler agi truck although ultimately this comes down to driver attitude and speed,” Evan added.
EXM has also ordered two more Mack Anthems – with the shortest wheelbase Mack has ever produced.
“ ey’re about 4060mm,” said Evan. “We needed these ones because we want to tow a semi-trailer mounted agi, and the trailer doesn’t project past the turntable.”
e short wheelbase will make the combination more manoeuvrable too.
e Anthem was seen as ideal for these innovative truck and dogs because they allow EXM to keep the tare weight at around 8 tonnes.
“We’ve got a Metro-liner 10-wheeler as well,” said Evan, “but the Anthem ts the bill for these jobs, and Mack were really helpful in customising the model to suit our
From his depot in Oakey, Evan sees a lot of prospects for farms and feedlots that, up until now, have been just a bit too far away to service easily.
“Being able to deliver all the concrete we need for a job with one truck is a gamechanger for us,” he said.
“We’re a construction business, but having control over this aspect makes a huge difference, and Mack and Fleetrite have played a central part in making my rough sketches become reality.”
Vice President of Mack Trucks Australia, Tony O’Connell added that Mack is able to create vehicles that are 100 per cent customisable to the task at hand, because they are locally built in Australia.
“ is means we can meet the unique demands of customers like EXM, delivering innovative solutions that focus on application excellence,” said Tony.
“ e truck and dog agitator is a prime example of how we collaborate with our customers and suppliers to bring ideas to life, ensuring our customers can achieve their goals e ciently and ef
Mark Tobin hands over CEO reins
AFTER 12 years in the dual role of Chief Executive Ocer (CEO) and Managing Director, Mark Tobin is handing over the CEO reins to Chief Operating O cer Ross Longmire.
e move is seen as a way to free up Tobin from the dayto-day operations and allow him up to drive Followmont’s strategy further.
is will include innovation, mergers and acquisitions, embracing cutting-edge technology, and enhancing the customer experience, all while ensuring that the company remains true to its family-oriented values, the company said in a statement announcing the reshu e.
“Our customers and team members remain at the heart of everything we do, and I look forward to steering Followmont as we continue to go from strength to strength,” Tobin said.
Longmire has an extensive and successful career in transport and is highly regarded by Tobin as one of the most skilled operational leaders he has encountered.
“Ross is the ideal choice to lead Followmont,” Tobin added.
“His steady, thoughtful approach and deep care for our people will ensure we remain a company that values family and quality in everything we do.
“ is decision has been years in the making and something that we have not taken lightly.
“I identi ed Ross for the CEO role and have been working alongside him and planning for this transition.”
Longmire brings over 25 years industry experience into the CEO role, holding primarily operational management positions overseeing transport and logistics requirements in a number of
di erent states and business units.
As a board member of the Queensland Trucking Associ ation, and previous represen tative for other industry coun cils, he is deeply committed to the success of the industry.
For Longmire, the fami ly-oriented culture at Follow mont is what sets the business apart from its competitors.
“From the moment I walked through the doors, I knew this was an incredible work place,” Longmire said.
“ e sense of communi ty and genuine care here is unmatched, and I am com mitted to preserving and strengthening that as CEO.
“I want to focus on main taining the supportive envi ronment where employees care for one another and strive to succeed together.
“ is sense of belonging is what makes Followmont a truly special place to work.”
The set-up has been highly customised to suit the task at hand. Images: Mack Trucks
Ash Rowley, Retail Sales at Mack Trucks (left) hands the keys to EXM Managing Director Evan English (right).
[L-R]: Nicole Laspa, Regional Commercial Manager, Mack Trucks; Ash Rowley, Retail Sales, Mack Trucks; Evan English, Managing Director at EXM; Thomas English; EXM driver Jackson KalmanWalker; and Tony O’Connell, Vice President, Mack Trucks Australia.
New Followmont CEO Ross Longmire, left, and Managing Director Mark Tobin. Image: Followmont Transport
BOGIE ROADTRAIN DOLLY
Enjoying the new adventure
Growing up around his late father’s W-Model Kenworths, this second-generation truckie always knew he’d end up driving trucks.
BY DANIELLE GULLACI
DESPITE over a decade in the game, Owen Weir still considers himself a newcomer to the trucking scene.
“I’ve been driving trucks 11 years but that’s nothing when the person you looked up to was in trucks for over 50 years,” he said.
Owen revealed his parents ran their own transport operation for 28 years. “Dad was a driver to start with, then back in the day – before I was born – he bought his own truck, a T-Line. He had that for a few years and then bought a W-Model Kenworth, which he had for a long time.
“I grew up in a family business. My entire childhood and teenage years were spent around that truck. Dad ended up buying another W-Model and was running two trucks. at one was called ‘ e President’.”
Sadly, Owen lost his father in 2021, and his mother Kris passed away just nine months later.
But he fondly recalls the memories of growing up in the 1980s, as the son of a truck driver. “ ere’s a lot of stu I did as a kid that you’d get cruci ed for now,” he laughed. “I’d love to be able to do that with my kids, but you just can’t these days. ere are a lot of places you can’t even walk into now without an induction card.
“Back then though, as a kid, every minute of it was so much fun. I remember my rst time going to Rockhampton with Dad and seeing the big coal trains, which were kilometres long. I would have only been ve or six years old.”
Now aged 40, Owen’s career has spanned from under the bonnet to travelling the highways.
I ALWAYS WANTED TO DRIVE TRUCKS BUT DAD WOULDN’T LET ME DRIVE UNTIL I HAD A TRADE. I RESPECTED HIS WISHES AND THAT’S WHAT I DID.”
OWEN WEIR
to Schae er’s Transport. “I worked for Trent and Elena there for a short time, they were also excellent,” Owen said.
However he decided he wanted to try his hand at other adventures for a brief stint in Western Australia before returning home and starting in his current role with Nicholson & Page Transport.
was doing the general and tautliner work. Generally if they’ve ordered the product, they want it and people are there to help you when you arrive.”
Owen says it’s the people that have also helped to make the job so enjoyable.
cle mechanical side. en I nished there and did the cane trains for a season, and then I worked for Jon – and I don’t have a bad word to say about him. I was with Jon Kelly for about 12 months and he was one of the best
on local and then eventually did interstate,” he explained. But with two young kids and two step kids at home, he says it was di cult being away so much, so he ended up doing local wharf work for a while – until eventually securing a role with his current employer.
Owen has worked for Nicholson & Page Transport for about eight years, most of which was spent carting general freight – until a major change within the business occurred early last year.
“I went away to the west and played road trains for a couple of weeks with four trailers, but I found it just wasn’t the job for me. I came back and worked for another guy in Sydney. I got the dream truck I always wanted – a T908 – but then this job came up and it was too good to pass up.”
“ e people I work with, the other drivers and the team that we have, we’re all working towards the same goal. No one is better than anyone else. If you have a question, you ask it and someone is going to know the answer.
“I didn’t enjoy that side of it as much though,” Owen admitted, “but it does come in handy.
From behind the wheel of a Kenworth T610 with sleeper cab, Owen pulls up to three pneumatic tankers throughout Queensland and New South Wales.
As he explained, “I always wanted to drive trucks but Dad wouldn’t let me drive until I had a trade. I re – working for the likes of Blenners Transport in north Queensland and Jon Kelly in Brisbane.
“Blenners was my rst
Owen then got his rst driving job with Mark Menz Transport, where he got to drive a 1978 International Transtar 4200. “It’s still the coolest truck I’ve ever had. at was my way into truck driving, doing local work. I was there for about six months before going to Bondwoods Transport for about 12 months. I started
e company’s owners Graeme Nicholson and Meredith Page decided to sell half their eet, in order to scale back as they eventually transition towards retirement. With this, Nicholson & Page Transport moved away from general freight, focussing solely on its pneumatic tankers.
“ is is all new for me. I’ve been on pneumatic tankers for about six months now. I’ve turned myself into a snowman a few times,” Owen laughed, adding that he’s really enjoying it.
“With this work, you’re not working to timeslots so you don’t have the same lev-
“ ere’s two other people doing this same job. We were the three longest serving drivers when the company was restructured. Even the allocators up here are unreal too. It’s just a really great group of people, so nothing is a drama. e company is excellent – and Graeme and Meredith are great bosses too!” Owen added that he also gets to travel through some great landscapes. “Nearly everywhere we go, it’s like a postcard over the bonnet. When I went to Far North Queensland recently, it was very pretty up there. ere were a couple of big storms – and I love seeing the light-
Working for Nicholson & Page Transport, Owen Weir pulls up to three pneumatic tankers throughout Queensland and NSW. Images: Owen Weir
Truckie enjoying the reef island life
4800FX, powered by a 500hp
trailer was a giant excavator, so I asked Mark what it was used for.
and other things. It has a huge pulveriser,” he said.
A diesel tter by trade, Mark was born in England and used to work for the family company GMP Repairs on the main-
He moved to Palm Island, which is across the Paci c Ocean from Townsville.
It is a two-hour trip by ferry from Townsville for passengers and light freight.
Trucks and heavy vehicles must travel by barge from Lucinda which is near Ingham.
“I also used to drive trucks to places like Boulia, Bedourie, Karumba and others,“ he said.
With Mark was another council worker Vaughan Charles, who drives a small Hino attop carrying lots of material including recycling.
Trucking on for 30 years
BASED at Yatala in southern Queensland, Darrell Orr was parked up in his Kenworth T410 at the Frances Creek rest area on the Bruce Highway, south of Ingham, when Big Rigs saw him and stopped for a chat.
Darrell, 58, works for Fulton Hogan and was carrying asphalt for roadworks just up the highway. “I am waiting for a call to start the delivery,” he said.
ere were a lot of roadworks on that Townsville to Ingham section of the Bruce Highway.
A truckie for 30 years, Darrell says he loves the job. Asked about roadhouses, he said he doesn’t tend to stop at many. Darrell rates the worst road as the Mackay to Rockhamp ton stretch of the Bruce High way. He said the Frances Creek rest area was ideal with toilets and enough parking space for trucks.
A West Tigers supporter in the NRL, Darrell hopes they improve in the 2025 season after nishing with the dreaded wooden spoon this year.
Darrell is looking forward to time o over Christmas to spend with family before getting back on the road in the new year.
“Vaughan is a great worker and part of our team,” Mark said.
Vaughan had been a former champion rugby league play er for the Palm Island Barra cudas at Northern Allblacks carnivals. His o sider David Fulford was also with him.
Mark said the Western Star, which has an 18-speed Road Ranger gearbox, is great to drive.
“It is my pride and joy and I am the only one licenced to drive it,” he said.
So what does Mark do in his spare time on Palm Island, which has a permanent population of just 2500.
“Like everyone else I go shing and catch coral trout and red emperor. On Saturday nights I go to the Coolgaree
Bar and Grill which is run by local legend Vern Daisy. Life is good on Palm Island,” he said.
Sometimes Mark gets over to the mainland but said he
would never leave his adopted home.
“When I am away I can’t get back here quick enough,” he said.
Having a berry good time
WELL known Cairns and Atherton Tablelands driver Rob Del Manso had just pulled up in a refrigerated Hino to make deliveries at a strawberry farm when Big Rigs chatted with him recently.
A truckie for the past 15 years, Rob works for Simon George out of Cairns and loves the people he meets and the wonderful scenery. “I deliver all around the Atherton Tablelands,” he said.
e strawberry farm is located between Yungaburra and Atherton and attracts hundreds of tourists daily.
Rob gets along some notori ous roads on his travels includ ing the Kuranda range section of the Kennedy Highway, the Captain Cook Highway be tween Cairns and Mossman, and the Gillies.
Each is undergoing extensive roadworks after being dam aged severely during a tropical cyclone.
I asked Rob which was the worst to drive along and he swiftly nominated the Kuranda Range. “It is closed at night for work,” he added.
An avid Brisbane Broncos supporter in the NRL, Rob hopes they improve in 2025 and qualify for the nals series. “ ey have signed a good player in Ben Hunt,” he said.
FOR this instalment of Truckies through Ararat I’ve gone over the border to South Australia to catch up with Joely Wilkosz who has been driving trucks since he started xing them as an auto electrician at Daryl Robertson’s in Horsham back in 2008.
Joely is currently driving a Kenworth T409 for a farm in Callington to do the road train and B-double work, or a 2008 Mack Trident which is the farm truck and a L9000 Ford Louie for a bit of truck and dog stu around the smaller paddocks. He explains to me there was something about seeing a truck drive past him as a young tacker. He loved pumping his arm hoping they’d toot as they drove past that got him hooked and to this day, he does it himself to every young fella he sees. e smile on their face, and the disgust on their parent’s face, makes it all worthwhile for him, laughs Joely.
From auto electrician to a varied life on the open road
Whenever Joely heads up to the river land in the road train for a load of red gum, the Chinese shop in Nyah is unbeatable when it comes to a good feed. Park the truck, sink a few longnecks with some honey soy chicken and he’s as happy as Larry.
When I asked him for some advice for the up-and-coming drivers he said, “Start small and don’t try and tackle the big gear before you’ve mastered the smaller combinations.” He explains it took him a long time to come to terms with that.
He remembers trying to reverse an A-double in his mid20s and feeling like a complete failure when he couldn’t reverse a B-double. So, start with what you’re comfortable with rst and don’t try and swing with the big guys when you can’t throw the small hammer around.
Joely grew up on a small family farm in Jeparit, Victoria, so in his spare time he
START SMALL AND DON’T TRY AND TACKLE THE BIG GEAR BEFORE YOU’VE MASTERED THE SMALLER COMBINATIONS.”
loves growing things. Not under lights, but small garden things.
Now living in the Adelaide Hills, he loves growing a full patch of pumpkins and peas on dirt that’s only good enough for bark chips.
One of his favourite trucks he has driven was an A-double for the Furphy family farm in Pingrup in Western Australia in the great southern wheatbelt back in 2015. It was an 1985 LTL9000 Ford and even though the sound of it would drive ya deaf each day, driving it to the CBH each day for his four loads was a feeling that’s hard to beat.
Joely Wilkosz and the trusty 2008 Mack Trident he drives around the farm. Image: Darryl Edwards
FOR the past 17 years, Mark Simmons has driven trucks on the water surrounded fortress of Palm Island which is amongst the Great Barrier
motor recently On the
Darrell Orr drives a Kenworth T410 for Fulton Hogan.
Rob Del Manso makes deliveries all over the Atherton Tablelands.
Mark Simmons (right) with Vaughan Charles and the Western Star. Images: Alf Wilson
Hefty $1000 bill to cross a bridge
SMALL eet operator Jo Veneman, who is a director of North Queensland company Renewable Homes, said she was shocked to receive a $1000 bill to cross the Burdekin Bridge recently.
e Burdekin Bridge is located between Ayr and Home Hill and road users and trains have to share it due to the way the bridge was engineered.
“It doesn’t accommodate anything bigger than a garbage truck to easily cross over. It is the only bridge on the Bruce Highway that must close down entirely to allow anything bigger than a garbage truck to pass over it,” said Jo. “It is managed by Queensland Rail and Transport and Main Roads. Bridge closures occur 10-15 times every day so that road operators (anything bigger than a garbage truck) can pass over the bridge and are generally charged $66 each time – equating to approximately $361,350 per year.”
Jo revealed that when one of her trucks needed to cross the bridge with a 6-metre wide, 5.2-metre high load, Queensland Rail ordered a Track Protection O cer but couldn’t nd sta – and so it was contracted out to another service who charged her over $1000 to cross the bridge.
“I understand that Queensland Rail are having di culties managing their assets but to only have one approved contractor to have the monopoly is not on because they charge what they charge just because they can. It’s daylight robbery. And it’s not ok.”
A decade at popular SA roadhouse
For the past 37 years, Janice English has worked at road-
houses in the Northern Territory and South Australia.
For the last 10 years, she’s been at the Marla Traveller Rest Roadhouse in South Australia, where she works as manager.
Numerous truckies contacted Spy to say this roadhouse was a popular stop for them.
“It even has a great truckies’ room especially for us and has lots of parking, clean showers and toilets and friendly sta ,” one driver told me.
So I decided to phone Marla Traveller Rest Roadhouse.
I spoke to Janice about how many truckies stop there on average.
“It could be up to 40 a day but it varies. Many pull up and sleep the night across the road after they come over,”
Janice said.
I asked Janice what are the most popular meals for drivers and she said the roadhouse’s burgers were on the top of the list.
“But they also like the specials including our roast
meals,” she added.
e Marla Traveller Rest Roadhouse is open 24 hours a day and is located on the Stuart Highway, 1082km from Adelaide and 159km south of the Northern Territory border.
e busy roadhouse employs 28 sta at the moment but that increases to 35 during the tourist season.
Janice said that she had worked at several roadhouses across the Northern Territory before coming to Marla – and she says she loves it there.
With its o cial population of just over 70 people, Marla is primarily a service town. It is visited twice a week by the historic Great Southern Railway train, e Ghan, directly across the road from the roadhouse.
Detection camera not popular
A new detection camera located at the entrance to the sleepy town of Mount Molloy in far north Queensland is
about as popular with drivers as being in a lift when somebody passes wind.
Mount Molloy is located 40km from Mareeba and is a gateway to places up north such as Cooktown.
Spy was alerted about the presence of the camera by a number of irate truckies.
Some had been nabbed for o ences which carry a heavy ne and loss of demerit points.
It is understood the camera nabs anybody who is not wearing a seat or is caught on a mobile phone.
I sat on the verandah of the Mount Molloy Hotel which is about 150 metres from the camera.
In the space of an hour, I counted 30 trucks driving past.
So please beware if you are travelling through the area.
Resting at Christmas
What an apt time just before Christmas to check out a rest area which has facilities for truckies. It is at Christmas
Creek located about 35km north of Townsville and 75km south of Ingham.
I stopped there twice in late November and found there was plenty of parking for trucks, a shaded area with a table and chairs, and a top quality toilet block.
On both occasions when I stopped by there, at least one heavy vehicle was parked and the driver was enjoying a rest in his sleeper box.
A few kilometres to the south is the Bluewater shop and roadhouse.
Along the Townsville to Ingham part of the Bruce Highway, there are some pullo areas but few genuine rest areas for drivers.
So this relatively new rest area is a welcome sight for drivers, and there is also signage nearby.
over in November. e couple have come from South Australia. Following the handover, they said business will continue as normal. e former owner was popular road transport identity Spud who has been in New Zealand attending a wedding. Sta at the roadhouse include people from around the world, including Vietnamese and French couples.
Glowing praise for roadhouse
An interstate owner-operator spoke to Spy to o er praise about the BP Darlington Point Roadhouse in NSW. is lad is from Perth and was heading to Goulburn when he stopped by there. “It has amongst the cleanest facilities I have ever seen, with everything spotless. I also had a meal there and it was tasty and reasonably priced and the fuel cost was okay as well,” he
It is located along the Sturt Highway and is open 24 hours a day. Plenty of road
The truck carrying a building, which was charged a huge fee to cross the Burdekin Bridge. Images: Alf Wilson
The camera at the entrance to Mount Molloy.
Manager Janice English in the truckies’ room at the Marla Traveller Rest Roadhouse.
trains stop there too and there is ample parking for trucks.
Knickers nicked by thief
Reports nding their way to Spy indicate that a phantom thief has been stealing knickers and other clothes from truckies and van owners parked up at rest areas.
Spy was told that one truckie hand washed some of his “Reg Grundies” under a tap at a WA rest area and placed them on the bonnet of his
rig to dry. When he woke up they were missing and he has no idea why anybody would want to take used undies.
A similar incident occurred near Grafton in New South Wales. Whilst this would not be a laughing matter for the victims, Spy must admit to having a good chuckle when he heard of this.
So let’s hope that when these poor people open their Christmas gifts they may nd some new undies amongst them.
Sadness over driver reviver closures
It was with a degree of sadness when I pulled up at a rest area on the intersection of the Bruce and Palmerston Highways near Innisfail.
e building which had for decades been a driver reviver station was closed and all of the signage removed. It was just one of many such driver revivers around Queensland shut down by the former state government.
Many times I had stopped there and received a biscuit or
cuppa from the friendly face of a volunteer.
ere is no doubt these stations assisted with driver fatigue.
Booming business for livestock
Business is booming for many livestock carriers after reports Spy has heard from some.
“We have more business than we can handle at the moment with high demand from meat works and some live exports,” one veteran told me. at has been evident from
the number of cattle trucks I have seen on our highways.
But the big earnings are not going to last for much longer, another said.
“Once the meat works close soon it will all dry up and we will have to nd other markets,” he said.
Merry Christmas and thanks e year has passed so quickly with this being the last edition of 2024.
PARTS ON DEMAND
I have also met some amazing people whilst doing random interviews of drivers for the Truckin in the Tropics feature and have visited many roadhouses.
Some of the truckies I met more than two decades ago still contact me with info on the issues which a ect them at a grass roots level.
I hope all of you have a Merry Christmas and happy new year and most of all, safe driving.
I want to take this opportunity to thank all of the drivers who have provided input for Spy throughout the year.
The Innisfail driver reviver site when it was open.
The aptly named Christmas Creek rest area.
Truck, car and sleigh drivers all urged to be safe
WHEN you think of Christmas, things like colourful baubles, lled stockings or shiny presents probably come to mind.
But at the National Heavy Vehicle Regulator (NHVR), this festive season we have ‘safety’ atop our Christmas list, and we’re making it our goal to ensure all drivers take to the roads with caution and consideration front of mind.
We know the holidays means extra vehicles on Australia’s road network, and everybody - from new to the
most experienced drivers –should prioritise safety.
We’re asking motorists to revisit some simple advice, such as not overtaking a turning truck, maintaining a safe distance and avoiding a truck’s blind spots, to help all road users makes it to their destination safely.
In 2024, the NHVR has focussed on delivering our safety campaigns throughout the entire year to target road users at the best opportunities.
Our ongoing We All Need Space campaign, which seeks to educate light vehicle drivers on how to drive smarter around trucks, provides tips to help motorists understand how they can contribute to a safer holiday season.
For light vehicle drivers, heading out and about around Christmas and the New Year period can often mean travelling on roads these drivers
might not often frequent –particularly when it comes to highways or rural areas.
We All Need Space has information and advice dedicated to helping Aussies be safer throughout the festive season, and all road users are encouraged to refresh their knowledge around heavy vehicle safety.
is December, our safety and compliance o cers have also been working alongside police in participating jurisdictions to target truck driver fatigue.
Operation Omega has run across New South Wales, Queensland, Victoria, South Australia and Tasmania, with hundreds of o cers on the ground conducting inspections and ensuring heavy vehicle drivers are complying with their work and rest requirements.
Sadly, this year has seen
more than 120 fatal crashes involving heavy vehicles across Australia and the loss of 135 lives.
With the road toll already far too high and more families and holidaymakers on the road, it’s critical truck drivers focus on managing their fatigue - which means resting when necessary, taking adequate meal breaks and looking after themselves.
From January to October this year, the NHVR recorded more than 3,000 fatigue-related o ences across Australia’s heavy vehicle sector, including drivers exceeding their permitted work hours or failing to record work and rest hours.
is is a concerning gure, demonstrating that fatigue unfortunately remains as one of the deadliest risks on our roads.
In partnership with police,
Operation Omega has seen our NHVR o cers increasing their number of patrols at identi ed crash-risk areas, particularly during ‘high fatigue’ hours.
O cers have conducted roadside checks, inspected logbooks and monitored driving behaviours to identify and prevent fatigue-related incidents occurring.
Every
this Christmas is being cautious behind the wheel.
Progress and challenges for road freight and logistics
its vital contribution to the economy.
While the road ahead remains complex, our efforts this year have laid the groundwork for a stronger, more resilient sector.
AS we approach the end of 2024, it’s a tting time to re ect on the achievements and progress made by the Victorian Transport Association (VTA) in advocating for our members and the broader freight and logistics industry.
is year has been de ned by signi cant challenges, but also by critical wins that strengthen the industry and
One of our most notable achievements in 2024 has been success in advocating for increased investment in road maintenance and repair.
Victorian Government commitments to regional roads was the culmination of advocacy with policymakers. Improved road conditions not only enhance safety but also reduce operational costs for freight operators by minimising vehicle wear and tear. ese investments are essential to supporting the growing freight task and
ensuring the e cient movement of goods throughout Victoria and beyond.
Decarbonisation has been another critical area of focus for the VTA. Transitioning our industry to cleaner energy sources will take time but it is important to commence the preparatory work now.
In November, we hosted the highly successful Alternative Fuels Summit, where industry leaders gathered to explore practical and innovative solutions for reducing emissions.
From hydrogen to battery-electric vehicles, the industry is rapidly embracing alternative energy solutions.
e VTA’s Greenstar program will be instrumental in this journey, providing businesses with a practical framework
to adopt sustainable practices and reduce their environmental impact.
e VTA has also prioritised workforce development and training, recognising that a skilled and prepared workforce is the backbone of our industry.
e Driver Delivery program has continued to address the ongoing driver shortage by training and placing new entrants into the freight and logistics sector. is program, alongside partnerships with educational institutions, has opened up opportunities for upskilling and professional development, ensuring workers are equipped to meet the evolving demands of the industry.
Workforce challenges re-
main signi cant, but our efforts this year have delivered tangible results that bene t both individuals and businesses.
As we look to 2025, we are acutely aware of the new challenges ahead. e economy remains stubborn, with high interest rates and in ationary pressures creating uncertainty for businesses and households alike.
Productivity improvements will be essential for operators to maintain their margins in this tough economic environment.
e VTA will continue to advocate for reforms and initiatives that support economic growth, reduce costs, and drive innovation, ensuring the freight and logistics industry
remains a cornerstone of Australia’s economy.
As we approach the festive season, I want to take this opportunity to thank our members, partners, and the broader industry for their commitment, resilience, and collaboration throughout 2024.
Together, we have tackled challenges head-on and achieved meaningful outcomes that will bene t the industry for years to come.
From all of us at the VTA, I wish you and your families a safe, joyous Christmas and a prosperous New Year.
May this festive season bring rest, renewal, and optimism as we prepare for the opportunities and challenges that lie ahead.
Even Santa Claus has been warned to stop for milk and cookie breaks when he takes to his sleigh this Christmas Eve.
single driver plays a role in keeping Australia’s road network safe. And at the NHVR, we believe the best gift we can ALL give
The NHVR has safety atop its Christmas list. Image: NHVR
GENERAL KNOWLEDGE
Industry celebrated at HVIA Awards
THE Awards Gala Dinner celebrat ed the heavy vehicle industry’s great achievers and achieve ments over the past 12 months.
5, at the home of the Brisbane Truck Show – the Brisbane Convention and Exhibition Centre – the gala event attract ed a record crowd.
attendance, representing a cross-section of industry g ures, from key decision makers to an impressive number of upand-coming young apprentices and future industry leaders.
tralia Chief Executive O cer
Todd Hacking said the event was a tting celebration of the industry’s leading innovators and innovations in 2024.
to witness more of our members’ extraordinary innovation and ingenuity being revealed,” he said.
“ at is along with the joy it brings us to recognise some amazing young industry people at the start of what we expect to be a long and ful lling career in the heavy industry.”
During the night, awards were presented across eight categories, with the winners drawn from an impressive lineup of nalists – and Chairman of Judges Bob Martin says all of the nalists deserve recognition.
“ e judges enjoyed reviewing the impressive innovation and leadership showcased by HVIA members in their nominations for the product, safety and community awards.”
Bob paid special tribute to the nalists of the apprentice awards, which this year were expanded beyond the traditional mechanical apprenticeship to four categories.
“It was the actual Apprentice
“Being a nalist in HVIA’s prestigious national awards is a great accomplishment and to be in that position you must be really doing something right,” he said.
of the Year awards that caused the most amount of discussion and head scratching. is was due to the very high skill level of all of the apprentices and the outstanding nominations and interviews that were received,” he said.
“ e new three-step pro cess (including interview and exam) for the three new ap prentice award categories really highlighted the depth of talent coming through, all of whom will make great ambassadors for careers in the heavy vehicle industry.”
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.
3 steps to getting new employees
MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED
(Brisbane, Sydney, Melbourne and Adelaide Based)
• Training and further education
• Your safety
Come and work for us as we are committed to:
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)
• 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.
To apply for Mechanic positions please forward your resume to Workshop Manager via email to employment@kseaster.com.au
Eurocold Chief Commercial Officer Kanani Draper (second from left) accepts the Community Leadership Award. Images: Daniel Neucom
The Drake Group’s Samantha Hall with the Apprentice Trailer and Body Builder of the Year Award.
Penske Australia’s Angus McDonald accepts the Apprentice of the Year Award.
Success built on innovation
SPECIALISING in complete
uid management and land spraying, Coho Group has experienced much growth since it was rst established in Brisbane, back in 2012.
It has built up more than a decade of experience in its eld, with the business offering services that include delivering drilling uids, uid management, inspection and production services, OCTG, arti cial lift and all other facets of drilling and completions.
e team at Coho Group aim to get the job done as quickly and cost-e ciently as possible for its clients, all using the latest equipment and innovations.
Using extensive contacts and supply partners, Coho can source custom equipment in order to complete unusual
Coho Group has hubs based in Roma, Miles and Dalby.
e company works in the oil and gas sector, mostly in the Surat Basin from Dalby to Rolleston, and at times into the Northern Territory, New South Wales and South Australia too.
Coupled with a strong commitment to safety and compliance, Coho leads the way in oil and gas transport operations.
Coho Group owns and operates the largest custom eet of vacuum trucks in Australia.
e business has also pioneered oil- eld vac trucks that are t for purpose.
Using Coho Custom oileld vac units means fewer vac trucks, sumpless drilling, less water, less time spent doing the job – and as a result, more money saved.
duplicated, the Coho landspray vac trucks are an Australian rst initiative.
Coho is involved in a number of di erent operations, most of which revolve around trucking. ese include heavy vehicle support for workover, ush-by and completion rigs; vacuum tanker operations; transferring uid from/between frac tanks, mud pumps, cement bins and tankers; removing waste contaminants from tanks using vacuum tankers; driving in various environments (e.g. bitumen, gravel roads, muddy terrain, rocky terrain, bull dust etc.); and the transport of waste uid/ solids to disposal facilities for treatment.
Other areas of the business include landspray operations and ow back support trans
Australia owned and operated,
employees to join its team.
Various employment opportunities are available, with a current focus on candidates that can safely operate water and vac tankers to support drilling and completion rigs; safely operate semi and road train combinations (tankers and tautliners); haul
HEAVY VEHICLE
freight; and thrive in labour intense roles that involve manual handling and lifting. e point of hire is at Roma in Queensland. For successful applications, Coho provides on the job training, 12-hour shifts, 2/2 or 2/1 week rosters (depending on the operation), accommodation that’s based on site with meals provided and competitive hourly rates.
As many of Coho’s sta are family men and women, we understand the importance of being able to strike a work/life balance.
If you are looking for genuine work/life balance with an organisation that values its people and rewards hard work, contact Craig Davis at careers@coho-resources. com or call 0455 538 253.
DRIVER/OPERATOR POSITIONS AVAILABLE
Due to company expansion, we have multiple positions available providing heavy vehicle support to CSG field operations in South West QLD.
About the position:
•Semi, road train and truck & dog combinations
•Water and vac tanker operations e.g., dust suppression/road watering, transporting drilling fluids, water etc
•Specialised landspray operations
•Managing fluid transfer operations on the lease
•On the job training provided
•12-hour shifts
•Roster is either 2/2 or 2/1 weeks (depending on the operation)
•Meals and accom provided
•This role can be labour intense which requires applicants to be physically fit and have a sound knowledge of positive manual handling techniques
•Sign-on incentive/bonus (conditions apply)
•Above award wages, with the potential to earn up to $52/hr plus super
Requirements of the positions:
•Heavy vehicle licence required
•Min 2 years (recent) heavy vehicle driving experience
•Competently drive an 18-speed road ranger transmission
•Mandatory medical assessment and traffic history checks
•Commitment to health, safety and environmental practices and standards
•Knowledge and understanding of heavy vehicle maintenance
Please direct all applications and enquiries to: careers@coho-resources.com Craig Davis: 0455 538 253
Coho Group is currently looking for new
The indigenous artwork on this tanker represents the country and rivers of the Mandandanji; with the hands representing the ongoing partnership between the Mandandanji and Coho.
Coho Group’s flow-back operations. Images: Coho Group
PERFORMANCE ADVANTAGES
• Application specific valving for consistent performance
• High quality rubber bushings for longer life
• Premium oil provides good damping at elevated temperatures
• Tested in Australian conditions
• One year unlimited km warranty
