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Last year, 2025, marked three decades of building premium sleeper cab air-conditioning units for Icepack, with more than 23,800 units keeping drivers cool across Australia’s highways.

In 2026, we aim to continue manufacturing world-class, Australian-built sleeper cab air-conditioning systems that set the benchmark for performance and reliability.

Right from the very beginning, the company’s mission has been to pursue perfection. Working hand in hand with long-time customers, Icepack’s dedicated research and development (R&D) team continually refines every aspect of its products.

Today’s Icepack systems are generations ahead of their 1990s counterparts in quality, appearance, functionality, reliability, and ease of service.

Founders and directors Charles and Sam have always believed that the best way to ensure excellence is to manufacture as much as possible in-house.

At the Wacol head office and manufacturing facility, skilled technicians handle everything from fabricating frames and lids to producing rubber mounting bushes, electrical wiring looms, and control boards. They also CNC machine oil and fuel fittings and drive pulleys before moving to assembly, testing, and rigorous quality checks. Nearly every component of an Icepack unit is designed, manufactured, and assembled on site, allowing the team to assess and implement upgrades in real time.

Working closely with customers, drivers, service technicians, and component suppliers, Icepack ensures the use of the most durable and reliable parts in their air conditioner units.

The original Icepack 2000 was a straightforward and robust diesel-powered sleeper cab air conditioner, featuring key start, a 100-hour service interval, and a wiring harness that could be repaired on the roadside with just a pair of side cutters. And for those who prefer the classic design, the Icepack 2000 continues to be manufactured today to meet ongoing demand. Icepack – proudly Australian-made since 1995.

In contrast, the latest generation Icepack ES can cool, heat, and automatically start to maintain truck battery voltage. It can be remotely started and features a basic primary wiring harness, 1000-hour service interval, and no electric fans. It delivers a 40 per cent increased cooling capacity while using 40 per cent less fuel.

Given modern operating conditions where many operators experience 2000 to 3000 hours of runtime each year, the long service interval and low fuel consumption of the Icepack ES make it the preferred choice for fleet operators and owner-drivers alike.

The cost savings from reduced servicing and lower fuel consumption have made the Icepack ES comprise nearly 70 per cent of Icepack’s sales.

Finding an Icepack unit or spare part is easy thanks to a streamlined national distribution network, covering Australia through Icepack’s offices in Brisbane, Perth, and Melbourne, along with Toowoomba Truck Specialist Centre in Toowoomba. These locations are supported by a nationwide network of Authorised Agents and Service Centres for all your Icepack sales, service, and installation needs.

Whether serving owner-drivers or large fleets, Icepack delivers comfort, reliability, and value built for Australian conditions.

For more information, visit icepack.com.au or call 1800 625 746.

The post Icepack: 30 years of cooling expertise appeared first on Big Rigs.

The supply chain that services the Port of Fremantle faces significant disruption.

This follows the closure of the Fremantle Traffic Bridge on 1 February 2026.

Freight & Trade Alliance (FTA), Container Transport Alliance Australia (CTAA) and the Western Roads Federation (WRF) have formed an industry group bringing together container terminals, road and rail operators, empty container parks, exporters, shipping lines and freight forwarders.

The group is focused on managing the freight task once traffic is diverted onto the Stirling Bridge and surrounding road network.

The closure is expected to place additional pressure on already constrained infrastructure, particularly during peak commuter periods, with impacts extending beyond freight to the wider community.

FTA Head of Business Operations, John Park, who has been nominated to chair the industry group, said the onus was on industry to act.

“It is up to industry to find solutions that lessen likely impacts of congestion on freight costs and delays,” said Park.

“Big infrastructure changes like this don’t just impact trucks, they impact commuters, local businesses and supply chains. Without sensible planning, congestion will increase across the network.”

The group has urged the Government of Western Australia not to restrict truck access to the Port during peak periods as a congestion management tool. Industry warned such measures would simply shift the problem elsewhere.

“That would simply push congestion to other hours of the day and cause an unacceptable spike to freight operating costs,” said Park.

Industry representatives reported the Government expects freight operators to pursue solutions such as expanded night and weekend operations and greater use of rail capacity where available.

Discussions have centred on practical measures to reduce truck movements during peak times, including increased off-peak and night-time deliveries, greater utilisation of rail and improved coordination between terminals, transport operators, empty container parks and customers to smooth freight flows.

The group also renewed its call for approval of Higher Productivity Freight Vehicles (HPFVs) to and from the Port, including loaded 40’/40’ container configurations. While not currently approved, industry claims HPFVs could cut truck trips by 25 per cent or more, delivering congestion, safety and emissions benefits.

“Rightly, the Government is proud of the percentage of container freight moved to/from the Port of Fremantle by rail … it is the largest percentage in Australia,” said Park.

“However, HPFV access could be designed to not impact on the rail market share, yet deliver significant productivity, safety and environmental performance wins by reducing truck traffic by at least 25 per cent or more.”

FTA, CTAA and WRF said freight efficiency is critical to Western Australia’s economy, supporting exporters, importers and consumers, and warned congestion and delays ultimately increase costs across the supply chain.

“Industry is not waiting for problems to emerge,” said Park. “We are united, prepared to work together, and offering solutions that can help manage the impacts of the Fremantle Traffic Bridge closure for the benefit of the entire community.”

The industry group will continue assessing operational and cost impacts, with further updates expected as planning progresses.

In other news, the $225 million Reid Highway Interchanges Project aims to improve freight efficiency in Perth’s north-eastern suburbs.

The post Industry unites ahead of bridge closure appeared first on Trailer Magazine.

Hendrickson has named a new General Manager for Oceania.

Luke Callaway has accepted the role and will be taking leadership of the company’s operations in the region.

Callaway said it was an honour to be entrusted with leading the Hendrickson team and guiding the next phase of growth.

“We are building something special here, and I’m excited for the next part of the journey,” he said.

“I look forward to continuing to work in close partnership with our OEM and fleet customers, our global divisions, and our valued suppliers as we drive further value for this great industry through regionally tailored innovative solutions.”

Callaway brings extensive experience with Hendrickson, having worked across a range of senior roles that have given him deep insight into the company’s products, customers and global operations.

In other news, a hub in development in Western Australia is expected to improve road train uptime.

The post Hendrickson appoints GM appeared first on Trailer Magazine.

Major construction is underway on the $225 million Reid Highway Interchanges Project with promises of improved freight efficiency in Perth’s north-eastern suburbs.

Jointly funded by the Australian and Western Australian Governments, the project will deliver two new grade-separated interchanges to replace the existing signalised intersections at Altone Road and Drumpellier Drive/Daviot Road.

Federal Transport and Infrastructure Minister Catherine King said the changes will make it safer and faster for heavy vehicles to travel through Perth’s north east.

“Reid Highway is one of Perth’s most important east-west links, and these new interchanges will make a significant difference for residents, businesses, and freight operators moving through our northern-eastern suburbs,” King said.

“The transformation of these intersections will deliver smoother, safer journeys while improving access for cyclists and pedestrians in the area.”

Aside from the removal of two of the remaining five sets of traffic signals on Reid Highway, entry and exit ramps with connecting roundabouts will maintain access to local roads and residential areas.

The project will also improve cyclist and pedestrian access to the Swan Valley with a new uninterrupted Principal Shared Path (PSP) network from West Swan Road to Malaga.

With works taking place within a tight footprint, modifications to Reid Highway and surrounding intersections will be required while construction is underway, with measures to be put in place to keep people moving safely and efficiently.

The works also include a new bridge on Reid Highway, passing over Altone Road intersection, with connectivity between Altone Road and Reid Highway to be maintained via entry and exit ramps and roundabouts.

Another new bridge will also connect Drumpellier Drive with Daviot Road over Reid Highway with entry and exit ramps onto Reid Highway 

“We appreciate the community’s patience as construction ramps up, and we’ll continue to work with residents to minimise the impact of roadworks on the surrounding area,” added Midland state MP Steve Catania.

“Removing signalised intersections will mean less interruptions for commuters and freight moving through this fast-growing part of Perth.”

The post Faster freight movements promised with Reid Highway upgrades appeared first on Big Rigs.

Big Rigs recently featured a story about a farmer being issued with a $398 fine for carrying 600kg of unrestrained hay bales on a public road. 

As both an ex-farmer of many years and a current transport business operator of over 40 years I would like to comment on the subject.

I am very familiar with the realities of the rural community and rural commerce as well as those of the modern-day transport arena. Among those that make up the modern rural community lie some very astute business people.

These select groups operate their businesses with professionalism second to none in this country. They also have respect and support for current Workplace Health and Safety covenants, and their workplace safety standards are a credit to them.

Yet, according to the ABC in Queensland, there has been one death and one serious injury relating from the uncontrolled movement of large hay bales.

Furthermore, Farm Safe Australia has just issued a bulletin warning of the danger of uncontrolled movement of round bales.

These recent tragic events support my point of view that the National Heavy Vehicle Regulator (NHVR) has let public safety down by the lack of follow-through of this case.

Let me assure you all that today’s farmer has it far easier than any transport operator in business in Australia today.

Let’s make a few comparisons.

1. Farmers have access to heavily subsidised road registration fees. A commercial transport operator pays up to 10 times the price of registration as that of their rural counterpart and in many cases travels less annual distance than the modern rural operator.

2. Farmers are often heavily supported in times of disaster such as flood, fire, drought, etc, with very generous government subsidies and grants. When it comes to the transport industry though we aren’t as fortunate. The transport industry is currently in serious stress with driver shortages, over regulation when balanced with the revenues available to pay for these regulation requirements, the spiralling cost and availability of spare parts (even for the major American brands), a road network in a state of very poor condition that inflicts a much higher maintenance cost to the operator verses that from 10 years ago, etc. However, despite the current crisis in the transport industry, I am not aware of any government support packages available to the transport sector. I do however read about the daily toll of transport businesses forced into liquidation.

3. On average as a farmer, it is highly likely that the prime value of their land asset has at least doubled over the last 8 years. As a comparison, the transport operator’s assets have on average devalued by at least 50 per cent over that same timeline.

4. As a farmer they are entitled to larger fuel rebates that we in the transport industry have access to.

5. As a farmer in many states, you can turn your registration on and off like a light switch. If our vehicles sit still for a month we don’t have access to these same schemes. If it were available to the transport industry it would be of enormous value to us.

6. Over the last 15 years the capital cost of transport equipment has doubled yet the current transport rates remain almost unchanged in that same period. That’s what most transport operators face at the moment. As a farmer are you getting the same price for your commodities today that you were 15 years ago?

I currently have a driver with nearly 50 years of continually licensed heavy vehicle operation with one of the cleanest heavy vehicle driving histories in the nation.

He doesn’t drink, doesn’t smoke, doesn’t use funny substances and looks after his health. He recently was guilty of making an innocent error in his logbook. Guess what the maximum fine for this error is?

The maximum fine for this logbook ERROR currently before the courts stands at $20,000!

Rural operators might be entitled to subsidised fuel, heavily subsidised and flexible registration arrangements, generous government support packages and tax-free capital gain but the law should apply equally to everyone.

All operators, including the farmers, should be subject to the same standards and the NHVR should have the conviction to support that standard. 

Currently the NHVR appears to pick on the weak muted voices and seemingly reward those who generate some uncomfortable press for them.

Bill Shannon is the Director of Compliant Transport Group, Toowoomba.

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