WA Transport Magazine March 2019 edition

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

WA

ISSN 2202-6193 100007516 March 2019 | price $6.95

TRANSPORT magazine

PAGE 2

DELIVERING HOPE The NSW Hay Run In a mammoth logistical exercise 48 trucks, 35 support workers, six support vehicles and over 100 volunteers set out on their 3,700 kilometre journey from Esperance meeting up in Norseman on the 22nd January to form the full contingent, aiming to arrive in Cobar on Australia Day.

IN THIS ISSUE:

• How WA forced the east to review HVNL • Reporting incidents to Main Roads • No blame safety investigations • NorthLink WA roadworks progress WATM • March 2019

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WATM • March 2019 @DMIRS_WA

1

Over to you LRTAWA by Andy Jacob, President, Livestock and Rural Transport Association of Western Australia (Inc) Unloading north west of Bourke

Delivering Hope – the Hay Run to NSW

D

elivering hope is how most of the drivers described their trek from Western Australia to drought ravaged farms around Cobar in New South Wales with 3,500 bales of hay worth an estimated $4 million on board.

In a mammoth logistical exercise 48 trucks, 35 support workers, six support

vehicles and over 100 volunteers set out on their 3,700 kilometre journey from Esperance meeting up in Norseman on the 22nd January to form the full contingent, aiming to arrive in Cobar on Australia Day. Full of excitement and enthusiasm, the convoy suffered the usual breakdowns and obstacles that are typical of driving loaded

Like a modern-day camel train – parked up at Old Telegraph Station Access Road, Eucla. Parked nose to tail – 2.1 km long.

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WATM • March 2019

vehicles through seering temperatures across the Nullabor where the mercury reached 50 degrees on some days. Nightime brought little relief with a stubborn 44 degrees well into the night at Eucla. Little dampened the spirits however of this intrepid troupe of West Aussies determined to bring relief to farmers doing it tough in Victoria.

From Norseman the convoy’s next stop was Eucla followed by Wudinna in South Australia, then Broken Hill and on to Cobar for a very welcome reception on our national Day. Cobar Shire is situated in the centre of New South Wales at the crossroads of the Barrier Highway and the Kidman Way. With an area of 45,609 square kilometres, the Shire is approximately two-thirds the size of Tasmania and is home to approximately 4,647 people. In NSW, 100% of the state is drought declared but the area around Cobar is declared as being in ‘intense drought’.

From Cobar the hay was dispersed within a 500 km radius to farmers in need.

The Western Australians who delivered the feed were confronted with the amazing resilience of our proud farmers but also the harsh reality of the toll drought takes on farming families. They enjoyed meeting the farmers and the children and took great pleasure in being able to lift the gloom for a short while.

Whilst some families were clearly delighted to see a load of hay coming their way, there were others where the burden was etched on their faces and surroundings.

Even the prospect of short- term relief from the strain of worrying about feeding stock, was not enough to put a smile on their

face. There were more than a few tears and cheers as the hay was unloaded and drivers enjoyed a well-earned drink and rest after an emotional journey.

Breakdowns were expected along the way. Worn wheel bearings, malfunctioning air bags, overheating cooling systems, flat tyres and over-taxed air conditioners were just some of the equipment that buckled under pressure and needed to be fixed.

As is often the case, Aussie spirit and generosity were proudly on display. When the convoy arrived in Cobar the local auto electrician checked and fixed all the air conditioners in the trucks. Understandably the air conditioners had been working overtime on the way over. The local tyre fitter came and fixed all the punctures - all very generous offers given businesses in the town are suffering from the drought, along with the farmers.

In another example, when one of the trucks broke down in Port Augusta, a plea was made on Facebook for someone to come half way with the parts. A couple saw the post, picked up the parts and started an 800km round trip from Adelaide to deliver them. Another truck broke down in Eucla and the driver’s daughter undertook a 2,800 km round trip from Ballidu to drop off the parts.

There were reports that the NSW Police had fined drivers for parking their trucks illegally whilst having their 24 hour rest however the drivers were not fined and the organisers of the convoy have emphasised the help they received from local governments, the Police and the NHVR. Farmers Across Borders - Hay from WA, who organised the convoy, is a group of farmers from Western Australia aiming to help farmers in the eastern states who have

been severely affected by drought. Hay was donated from north, south and east of the WA. We are proud that many LRTAWA members gave their time and equipment to be part of this run as indeed they have for other hay runs from WA in the last few months.

One of our members lost his trailers and load of hay when it caught fire but fortunately the driver and his partner managed to escape injury and save the prime mover.

Full credit must go to everyone who has had a hand in any of the programs so far. It makes you proud to be a Western Australian and is a timely reminder of the generosity and kindness that surrounds us. ■

There were reports that the NSW Police had fined drivers for parking their trucks illegally whilst having their 24 hour rest however the drivers were ‘not’ fined

More LRTAWA members

WATM • March 2019

3

WA

TRANSPORT

magazine

FROM THE PUBLISHER

VOLUME 25 | NUMBER 2 Angry Chicken Publishing Pty Ltd Telephone 0430 153 273 www.angrychicken.com.au ABN: 35 486 530 095

PUBLISHER / COMMISSIONING EDITOR Karen-Maree’ Kaye T: 08 9296 4488 Email: karen@angrychicken.com.au WRITERS Russell McKinnon CONTRIBUTORS Jan Cooper, Cam Dumesny, Carol Messenger, John Milner, Ray Pratt, Peter Swift, Vince Ziino.

ADVERTISING ENQUIRIES Angry Chicken Head Office T: 0430 153 273 E: karen@angrychicken.com.au DESIGN / PREPRESS Cally Browning | Bare Creative ACCOUNTS T: 08 9296 4488 Email: accounts@angrychicken.com.au PRINTER Daniels Printing Craftsmen

I

hope it has been a good start to the New Year for you all. Since late November last year I have been working frantically on getting the magazine published digitally. The printed / posted editions remain of course as it is very clear to me now that I have two types of readers. Those who prefer to hold the magazine and read it at their leisure and others who for a number of reasons including working away from home and preferring paperless prefer the digital editions.

Everyone that receives the printed / posted editions will also receive the digital ones (via email) and I have a lady busy calling all the readers to obtain your email addresses. Please feel free to add your workers, sub-contractors, contractors etc. as the more people that read the magazine the more we can do to ‘create’ a unity in this industry and get everyone of the same page…or at least the same book.

Please go to Page 9 of this edition and

SUBSCRIPTIONS Subscriptions available directly from the Publisher.

T: 08 9296 4488 E: karen@angrychicken.com.au Australia: 1 year $65.95 (inc GST) 2 years $127.55 (inc GST) Overseas subscribers: Airmail postage will be added to subscription rate.

Editorial Submissions: The Publisher welcomes editorial submissions. Once received they will become the property of the Publisher who reserves the right to edit the or adjust the content to fit with the format of our publication.

add yourself to the ‘free’ digital service and anyone else you want to receive the magazine. Having it in digital format, especially that it is ‘interactive’ means you can go directly to all the links and emails as well as forward it on to other people.

With the digital move, I had to make a Facebook page for WA Transport Magazine. I am not really a fan of social media, sometimes the bad outweighs the good but there are some great groups on there for transport operators and drivers in this state. As the magazine’s facebook page is ‘new’ I really need your ‘likes’ so if you can visit; www.facebook.com/ angrychickenpublishing/ and leave a message that would be greatly appreciated.

To date the magazine has increased readership in one month by over 700 readers. The printed copies reaches 12,000 readers per month and the digital edition 1400 which is increasing daily.

Thank you all for your support Best,

Karen

CONTENTS 2............................................... LRTAWA: Delivering Hope – the hay run to NSW 6............................................... Reporting incidents to Main Roads 10............................................ Transport industry plagued by financial stress 12............................................ Western Roads Federation: How WA forced the east to review HVNL 14............................................ Letters to the Editor

West Australian Transport Magazine (WATM) is published by Angry Chicken Publishing Pty Ltd ABN: 35 486 530 095 All rights reserved. No part of this publication may be reproduced, adapted or transmitted in any form by any process (graphic, electronic, mechanical or storage and retrieval system) or sold, resold or otherwise exploited for any purpose without consent of the Publisher.

The publisher, contributors, editors and consultants disclaim any and all liability and responsibility to any person or party, be they a purchaser, reader, advertiser or consumer of this publication in regards to consequences and outcomes of anything done or omitted, or being in reliance whether partly or solely on the contents of this publication. No person, organization or party should rely on or on any way act upon any part of the contents of this magazine without first obtaining the advice of a fully qualified person. The Publisher shall have no responsibility for any action or omission by contributor, consultant, editor or related party for content within WATM. The opinions and content within WATM does not necessarily reflect those of the Publisher, editor or their agents. No responsibility is accepted for damage or loss of material supplied to the publisher.

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WATM • March 2019

15............................................ Government action needed on heavy vehicle rest areas 19............................................ Promote small business and reduce road freight inefficiencies 21............................................ South Coast Highway safety improvements 22.......................................... Toll Driver Reviver

Every Month 7................................................ Questions to the Minister 8............................................... Fair Go for Owner Drivers 16............................................ Dangerous Goods 18............................................ HCVC 20.......................................... The Lone Wolf 23.......................................... WA Transport History 24.......................................... Model Trucks

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135

News

Reporting incidents to Main Roads

M

ain Roads is committed to providing a safe, sustainable and efficient freight network.

To ensure timely and positive responses to heavy vehicle incidents on the road network, Main Roads has introduced the Incident Reporting Scheme.

The Scheme requires that all on-road incidents involving a Restricted Access Vehicle (RAV) operating under a Permit or Order, be reported to Heavy Vehicle Services (HVS) within 48 hours of the incident occurring.

The Scheme focuses on on-road incidents that impact the road network and/or road safety and helps Main Roads: • Identify potential problem areas on the road network, particularly if incidents or near misses continue to occur at the same location.

• Ensure that Transport Operators thoroughly investigate the incidents and take appropriate action to prevent a recurrence.

• Ensure Transport Operators are complying with the Western Australian Heavy Vehicle Accreditation (WAHVA) standards by ensuring they have a safe system to protect their drivers and other road users.

• Address any compliance issues as a result of the incident.

Incidents that must be reported include: • Rollovers • Crashes • Vehicle separation • Animal strikes, particularly cattle • Near misses (ie one of the above incidents almost occurring) • Vehicle failures, such as a prime mover break-down If you are operating a RAV and are involved in an incident, you must complete the HVS Incident Reporting Form and email it to Main Roads.

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WATM • March 2019

To download go to: www.mainroads. wa.gov.au/UsingRoads/HVS/Permits/Pages/ default.aspx The Incident Reporting page also contains useful information including definitions of the most common incident types, and how Main Roads uses the information that has been provided.

It is important to note however, that even after you report a heavy vehicle incident to HVS, you still have a legal responsibility to report crashes to WA Police, as required under road law.

For more information on Incident Reporting please visit the link above, contact the HVS helpdesk on 138 486 or email hvs@mainroads. wa.gov.au

The Scheme focuses on onroad incidents that impact the road network and/or road safety

HVS Updates Subscripting Did you know that Main Roads Heavy Vehicle Services provides updates by emailing subscribed Transport Industry operators a HVS Update straight into their inbox?

HVS Updates are a brief document, usually one page that advises of information relating to changes in policy, public holiday curfews, and changes to permit products.

If you would you like to receive these all you need do is follow the steps below to subscribe.

STEP 1 – click on the link or navigate to this address http://webcd. mainroads.wa.gov.au/cn/azvoz/hvs STEP 2 – Complete your name and email details STEP 3 – Select your subscription preference and click submit.

If at any time you wish to unsubscribe simply click on the link at the bottom of the last email that you received from us and update your subscription preferences.

Over to you QUESTIONS TO THE MINISTER with Hon. Rita Saffioti | B Bus MLA | Minister of Transport Our West Australian Minister for Transport has kindly agreed to answer your most pressing questions for publication in the WA Transport Magazine. Our thanks go to the Minister for her time and we hope you will take advantage of this opportunity. Please send your questions to the publisher at karen@angrychicken.com.au

Minister: Most analysts agree transportation will be one of the sectors most dramatically affected by coming waves of innovation and automation. What is the state government doing to prepare for the future of driverless vehicles?

Answer from Department of Transport: Australian governments have recognised that a nationally consistent regulatory framework which embraces innovation and ensures automated vehicles are safe is required.

In 2017, the Federal Government endorsed having a regulatory system in place to support the safe, commercial deployment of automated vehicles at all levels. The NTC has been tasked with delivering the roadmap of reform to achieve this goal by 2020.

The Transport Portfolio – which includes the Department of Transport, the Public Transport Authority and Main Roads – is setting a leading example

of whole of government collaboration, through the Connected and Automated Vehicle Advisory Committee (CAVAC), to ensure automated vehicle activities are strategically coordinated across all sectors with the information shared, and key issues identified and addressed.

CAVAC is developing a work plan prioritising activities for the next two to three years. It will consider all of the legislative and regulatory aspects required to safely bring automated vehicles onto WA roads. Membership also includes the WA Police, Insurance Commission of WA, Road Safety Commission, Department of Mines, Industry Regulation and Safety and the Office of the Government Chief Information Officer.

To ensure our state gets real data and experience in trialling AVs, we have already supported two trials - RAC Intellibus and Curtin University ‘Kip” autonomous shuttle. There are additional proposals

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We are also building our expertise and preparing for AVs thought a collaboration

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Overall, our government has recognised the significance of the changes that technology, and driverless vehicles, are likely to have on transportation. We are taking a proactive, collaborative and innovative approach to ensure that WA can take advantage of the benefits this innovation can offer to business, community and individuals; and to effectively pre-empt and manage any risks that may arise.

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Over to you A FAIR GO FOR OWNER DRIVERS by Ray Pratt

Chain of Responsibility Laws –

Good for Drivers

C

hain of Responsibility Laws were introduced in Western Australia way back in 2015 and at the end of 2018, the eastern states followed suit. I think we should welcome these laws as they are designed to help and protect us as transport operators.

For too long, drivers have been the first in the firing line for any heavy vehicle offences and we were always the ones who copped any penalties. Now, anyone who has control in the transport chain can be held legally accountable; if by action, inaction or demand, they cause or contribute to road safety breaches.

It looks good on paper but I wonder in the ‘real world’ if it will make much difference. Truck drivers and transport companies are very good at ‘working the system’ by ticking all the boxes when it comes to paperwork.

We have a fatigue system that is great but it’s not hard to manipulate the hours to keep the transport companies happy and get the job done. What no one really thinks about is if we have an accident, then it’s not too hard for the authorities to go back in time and put together a picture that will reveal our actual working hours. It is then that everyone tries to duck for cover as the law finally catches up with them and their misdemeanours.

It’s the same with our Accreditation

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WATM • March 2019

System as it also works well on paper; but does not always reveal what is actually happening in reality.

The Chain of Responsibility Laws is a great idea and I believe that they will work to the advantage of truck drivers and for once we have a law that is in favour of the drivers.

Finally, the transport industry will need to get its act together and everyone in the chain of transport can now be held accountable.

The Transport Managers will need to become accountable for their actions and loading practices.

There will be companies that will ignore

unnecessary pressure and accidents to drivers in our transport industry - so why shouldn’t they be made accountable under the Chain of Responsibility Laws to pay a more sustainable rate. It seems logical to me.

Then what about our inadequate truck bays? We do not have enough of them and the condition of many is poor. If we are to adequately manage our fatigue then how about more stopping bays with at least some basic facilities such as toilets and shaded areas and bins that get emptied more often.

Next we could target our roads. Roads are our workplace and they should be kept in a good state of repair. Generally

What no one really thinks about is if we have an accident, then it’s not too hard for the authorities to go back in time and put together a picture that will reveal our actual working hours these laws so let’s hope that we can have some high profile convictions to help educate those that do not wish to comply.

Hopefully, this law will promote a level playing field for the transport industry.

To my way of thinking, this law could encompass more than we could imagine.

We are already aware of how big companies use their size and power to drive down the transport prices and we know that these practices contribute to fatigue and

speaking I think we have great roads but there are plenty of sub-standard sections of road that need attention.

The list is endless as to what could come under the Chain of Responsibility Laws, but I believe we have here a Law that will benefit truck drivers more than anyone else in the transport industry. It’s up to us to help make it work.

Keep it safe, Ray Pratt.

To receive your FREE digital copy of WA Transport Magazine please fill in the form below and return to us ASAP.

T

o meet the needs of our readers who are requesting for their convenience that the magazine to be ‘also’ available in digital format - we will add this FREE service as of January 2019 edition.

The digital version of WATM will be ‘interactive’ so you will receive a higher level of information by simply clicking on stories and advertising. You will also receive a free App to view it on your selected device.

Over 25 years, WATM has remained the highest reach to the WA Transport Industry and has given

‘industry’ a place to have ‘your say’ as well as a direct link to have your questions and concerned addressed

by WA policy makers .

With the expansion to digital we will be able to further assist you by helping educate and inform your drivers and sub-contractors on regulation changes and safety and more… as well as bringing a ‘unity’ to this industry between all facets of operation.

The digital version will allow me to make the magazine available to ‘more’ people within your business including management, staff and contractors.

Please add me to the mailing list to receive the WA Transport Magazine in digital format.

Your name: Company name: Your email address: I wish to add the following to receive the magazine: Name: Email Address: Name: Email Address: Name: Email Address: Name: Email Address: Name: Email Address: Name: Email Address: Name: Email Address:

Return form to karen@angrychicken.com.au or mail to: Angry Chicken Publishing Pty Ltd, PO Box 1387, Morley WA 6943 Don’t forget to add angrychicken.com.au to your safe senders list WATM • March 2019

9

News

IMPROVING INNER-CITY ROADS The State Government is undertaking a range of upgrades to some of the city's busiest roads in order to reduce congestion, and improve traffic flow and safety.

The notorious Wanneroo Road, Green Street and Walcott Street intersection has been allocated $2.5 million for upgrades through the Road Trauma Trust Account.

Early works, including service relocations, are currently underway with roadworks expected to commence in the second half of this year.

The upgrade to the congestion hotspot will create new safety features, with the removal of the right-turn filter movements for vehicles turning right from Charles Street into Walcott Street and Green Street. A dedicated green arrow will also be affixed as part of the road upgrades.

A traffic signal mast-arm will be installed at Wiluna Street to improve visibility of the signals and mitigate certain types of crashes.

Meanwhile, early planning is underway to design improvements to the intersection of Morley Drive and Wanneroo Road. Potential improvements include a shared bus queue jump to the left lanes on Morley Drive east and west approaches and departures along with additional through lanes on Wanneroo Road north and south approaches and departures.

NorthLink WA roadworks progress Traffic on Beechboro Road North has now been transferred onto an isolated five-kilometre section of the new Tonkin Highway (NorthLink WA) between Hepburn Avenue and Gnangara Road.

The portion of Beechboro Road North in Whiteman, north of Jules Steiner Memorial Drive, will permanently close.

From now on, motorists will use the parallel section of Tonkin Highway making it the first section of the NorthLink WA project (north of Reid Highway) to open to traffic.

This arrangement will remain in place until construction of the new Gnangara Road interchange is complete, towards the middle of 2019.

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WATM • March 2019

Transport industry plagued by financial stress

AMP’S FINANCIAL WELLNESS report has found the transport and logistics industry is the hardest hit by financial stress, impacting one-in-four workers.

According to the report, there are currently 2.44 million Australians suffering from financial stress and this is having a significant impact on the economy, costing Australian businesses an estimated $31.1 billion per year in lost revenue.

Financial stress impacts one-infour of Australia’s transport, postal and warehousing employees (25%).

Employees troubled by their financial circumstances take an extra 2.4 sick days per year and spend almost an hour per week dealing with money problems at work.

AMP Director of Workplace Super Ilaine Anderson said the transport and logistics industry’s rising financial stress levels are a particular cause for concern.

“Workforces in most industries across Australia have become less financially stressed since 2016. The fact that Transport, Postal and Warehousing is one of the few areas that has become more stressed indicates a need for more support from employers,” said Ms Anderson.

“While many people think money worries are a personal issue, our research shows being financially stressed spills into your working life, increasing absenteeism and impacting productivity,” she said.

The value of goal setting Ms Anderson added, “The research shows

if people have well-defined goals and a plan in place to achieve them, they have greater peace of mind. Goals help lift people above the day-to-day expense cycle, allowing a more ‘in-control’, longer-term view.

“People don’t wake up and think ‘I’m going to get a home loan’ – it starts with the desire, or a goal, to buy a house.

Connecting finances with goals help us engage with our finances, and then having a plan to achieve these goals can significantly ease stress.”

How employers can help “The research found flexible working hours and the ability to work from home improved employee performance, engagement and financial wellness.

Reducing the stigma around financial stress is also important, as many of those surveyed cited embarrassment and guilt as a major reason for not tackling their financial woes.

“We need to make sure talking money isn’t seen as taboo and implement financial literacy campaigns within our businesses to help employees achieve their financial goals,” said Ms Anderson.

The research showed no income group is immune from financial stress.

Those earning between $50,000 – $74,999 reported the highest level of financial stress (26 per cent), followed by $25,000 – $49,999 (24 per cent), $75,000 – $99,999 (16 per cent), $100,000 – $149,99 (12 per cent) and $150,000 and above (11 per cent).

Activ Property Care team’s vehicles of choice

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We provide individualised services for people living with disability and their families.

Services we offer include accommodation, employment, training and education, respite, and community.

Activ was founded in 1951 by a group of families who wanted more for their children who lived with disability and had become marginalised by society.

Today, we support more than 2000 individuals and their families across WA. Activ is passionate about supporting people living with a disability to find employment opportunities.

The Property Care division was initially created after the organisation identified a need for services, such as window-cleaning and line marking, and saw the employment opportunities this could bring its customers.

Today, the Activ Property Care team comprises more than 100 people living with disability, and provides services such as lawn mowing, grounds keeping, commercial grounds maintenance and maintenance service, to the Perth Metropolitan area and to the south-west area of WA.

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The Property Care teams consist of four to five workers, as well as a supervisor, so comfort and space to accommodate the crew, as well as the gear, are a priority

Activ has been using Isuzu trucks to ensure the Property Care teams travel to and from work sites safely and comfortably for 20 years

when selecting vehicles.

The current fleet servicing the Perth metropolitan area includes two NLS 200 crew cabs, two NPR 250 crew cabs, and three NNR 200 crew cabs. An additional eight Isuzu vehicles are also operated by the Property Care team in this area.

In the South-west the team relies on one NLS 200 crew, one NNR 45-159 AMT crew, a NPR 250 crew, as well as a fourth Isuzu vehicle.

Some of these models have been serving our crews for the last 10 years, which is very impressive.

Impressive service

It truly is the service offered by Major Motors, as well as the reliability of the vehicles they have provided, that have kept the Isuzu trucks as the Activ Property Care team’s vehicles of choice.

When it comes to selecting a vehicle for a specific job, Brent and the Major Motors team have consistently provided excellent advice and recommendations.

Its team is not only incredibly knowledgeable, but also extremely accommodating.

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11

Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO

HOW WESTERN AUSTRALIA FORCED THE EAST TO REVIEW HVNL

L

ast month, the Deputy Prime Minister announced the appointment of an expert panel for the Heavy Vehicle National Law (HVNL) review.

What was not announced was just how much influence Western Australia had in forcing the review of the Heavy Vehicle National Law. Whilst the East were quick to claim credit - the real impact came out of Western Australia.

campaign to capitulate (give in) and just sign up.

In fact, I have not forgotten my first meeting with an Australian Trucking Association Director, who before even saying hello, demanded that I make sure Western Australia sign up to HVNL. The subsequent change in the position of the ATA was also due in part to our persistent industry efforts to explain why WA didn’t join.

Quick History

WA’s Position in One Sentence

The decision by Western Australia’s not to become a signatory to the HVNL was due to a very successful campaign by our industry.

Credit in particular must go Jan Cooper, Executive Officer of the WA Livestock and Rural Transporters who helped orchestrate the state campaign at the time.

It cannot be forgotten that as a result of not agreeing to participate, the Western Australian industry and government were subjected to an incessant and on-going

To be clear, Western Australia’s position is that the HVNL needs to be able to demonstrate it will benefit WA, until then we will not be a signatory.

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WATM • March 2019

Viva the Revolution Early in 2018, the first serious shots of the revolution were rather innocently fired.

When our Western Roads Federation Heavy Haulage member group started and led a national campaign supported by the

NT and Tasmanian Associations. We took that campaign all the way to the Deputy Prime Minister who commissioned an independent review, led by Pascal Felix.

The media we generated to support the national campaign went National, with the Sydney Morning Herald, Melbourne Age amongst others picking up on the issues being raised by our West Australian members.

As the campaign progressed, issues the other states were having with the NHVR on other matters started to galvanise a ground swell across the nation clearly demonstrated that a total review was needed. The revolution had started.

Note the problem is the law and the way it was written, NHVR is really only the messenger of a badly written law. It is badly written because no one and no state trusted a national body, so they demanded all the rules be put into the Act. That is bad law, the best way is to put the key requirements in to the Act and then put the rules in to the regulations. The reason is that it is relatively

Up to this point, few if any in the East actually understood the West Australian Laws, and how they actually worked

easy to change regulations however, it is really hard and time consuming to change anything in an Act.

Fuelling the Flames Finally, in October last year, myself and Louise Bilato (NT Road Transport Association) attended a National Fatigue Summit to present on our respective systems. As usual, the attacks on WA’s fatigue system commenced before we even got the opportunity to talk.

FACT, after I had presented how WA’s system actually works and why was designed that way, the attacks stopped. It worth noting that one of the final key summary points of the summit was that fatigue laws in the East should seriously look at WA’s more flexible fatigue requirements.

Up to this point, few if any in the East actually understood the West Australian Laws, and how they actually worked. Yes, they can be improved but they do have some good elements. It certainly added a bit more fuel to the fire.

The Final Coup The review needed to be fundamental not a tinkering at the edges. Therefore, a group of state’s (with active WRF involvement) joined forces to conduct a last minute direct advocacy campaign to have the State Transport Ministers take a more active role in a review rather than leave it to the bureaucracy. That was achieved.

The Panel The appointment of the NT Road Transport

Association’s Louise Bilato to the expert panel is particularly welcomed.

Her appointment will help ensure that NT and WA have a voice. Louise’s has exceptional knowledge of remote area transport issues.

Western Roads Federation on behalf of the WA transport industry will maintain a watching brief on the review.

Western Australia’s Government and industry hold a united position that the HVNL must demonstrate that it will benefit Western Australia before it will become a signatory.

In the meantime, Western Roads Federation maintains a strong and respectful relationship with the NHVR to ensure that member’s cross border concerns are dealt with harmoniously.

WESTERN ROADS FEDERATION IS THE UNITED VOICE OF WA TRANSPORT COMPANIES Western Roads Federation has been formed to give a strong unified voice for companies who use WA roads for commercial benefit.

Western Roads Federation is a membership driven organisation. If you believe in the industry and what you do, then make sure your company is a member, and get involved.

For a membership application form Email cam.dumesny@westernroads.com.au ◆ Phone 08 9365 7799 180 Hay St, East Perth WA 6004

WATM • March 2019

13

Over to you YOUR SAY

Letters to the editor Hi Karen.

I refer to the article in your magazine January/February 2019 by Ray Pratt entitled “Truck Driving - is this an attractive career choice”.

After mentioning some valid ideas that industry advocates have put forward, I feel Ray went on to dismiss them ‘out of hand’.

Now I would hazard a guess that I have as much if not much more skin in the game than Ray. Both experience wise and capital investment. Given that the vast majority of truck drivers are not Owner Drivers and are in fact paid by the hour for every hour they work including loading and unloading, I feel some of Ray’s comments are quite misleading.

The issue's Ray is experiencing in the Owner Driver field is exactly the same as any privately-owned transport business large or small. We are at the mercy of the free market.

Most transport companies are flatly refused demurrage or paid for inefficiency’s

News 14

in the customers system when an unload or load time factored into rates of one hour blows out to three or four hours it’s just tough luck.

My company on the other hand is paid by the load or pallet not the hour and all our drivers are paid by the hour; so who is disadvantaged in this scenario. As a consequence, even, the largest transport companies do not get paid by the hour when unloading and loading.

What I find amusing with many in the Owner Driver space, is they like the prestige of owning their own rig, however, as effectively a small business owner; they still want all the rites of an employee and not be subjected to the free market.

Now to the issue of driver shortages.

It is a well-known phenomenon that the baby boomer generation is now coming to retirement age. The average age of a truck driver is now in their late 50s. This together with a more than usual rapid rate of population growth and a looming boom

GOVERNMENT ACTION NEEDED ON HEAVY VEHICLE REST AREAS

WATM • March 2019

is the crux of the driver shortage issue.

Traditionally, a person would have to wait for two or three years after leaving the school system before they could get an expensive licence to drive a heavy rigid vehicle and a further year to gain a heavy combination licence.

A clunky licencing system is compounding the problem. A heavy vehicle licence is prohibitively expensive for individuals to justify acquiring. The licence itself has little or no competency attached to it. With no guarantee of even getting a job in transport.

Insurance providers put onerous financial restrictions on employers who employ people under the age of 25 and or who have less than 2 years’ experience.

This can be as much as $10,000.00 on top of an excess of $4000.00 or more.

So, if a transport operator employs an MC driver, who by law is deemed to be competent by virtue of the fact they have the licence, the employer can be hit with a

N

atRoad has called on the federal and state government to work with the road transport industry to solve the problem of inadequate Heavy Vehicle Rest Areas across Australia.

Reacting to the recently published Austroads Guidelines for the Provision of Rest Area Facilities NatRoad CEO, Warren Clark said, “The National Guidelines are valuable, but a similar set was issued by the National Transport Commission in 2005 and 14 years on, there are still many freight routes that don’t have an adequate number of rest areas with decent facilities.

“NatRoad has repeatedly said that there is an urgent need to build and maintain enough heavy vehicle rest areas with appropriate facilities. All too often truck stops aren’t located where they are required, and even where they do exist availability of spaces and basic amenities can be a problem.

Lack of adequate rest areas is a critical road safety issue, not just for heavy vehicle

$15,000.00 excess bill if an incident takes place. For many in our industry with tight margins, this is a risk too great to take.

So how does the licence holder gain experience?

If you think this is a ‘Catch 22’ you would be correct. As with upgrading from a Heavy Rigid to A Heavy Combination licence, the individual only has to possess the licence for one year and not actually drive in the industry. This is completely inappropriate.

The system is not only letting down drivers and the companies that employ them. The system is also letting down the general public, who place their lives at risk every day as a consequence. I am not being alarmist by saying this, it is a reality. When the public perception becomes a reality that passing a heavy combination vehicle is like playing Russian Roulette, we have not only an image problem we also have a looming safety problem.

With regard driver competence we have a safety issue. No amount of regulation or technology other than fully autonomous road trains will save us from the cost of poorly trained operators.

Combine all this with workers compensation and health related issues aging drivers quite often have. Insurance companies also preclude transport companies from employing high risk

individuals with heart problems, diabetes, obesity and other age related issues.

Insurance premiums for most transport companies can total in excess of $10,500.00 per employee per year. For a company that employs a modest number of people, this is a massive insurance premium. Insurance premiums are growing and is a cost that must be passed onto the consumer. Just another reason for our legislator’s, regulators and captains of industry to wake up.

Training as it stands is totally inadequate. Disjointed, lacking cohesive industry consistent procedure.

There is no clear pathway from the education system into the industry. For those that want the opportunity it is difficult.

Let’s face it, the industry is seen by many to be a dead-end job. We need to change this perception as it is a perception.

The reality is a transport sector job can give job security, a lifetime of reward financially and be personally fulfilling and can lead to opportunity within the industry to step up the ladder.

However, low self-esteem is reflected as a lack of professionalism by many drivers.

Some sectors of the economy have experienced job loss over the past few decades from automation and uncompetitive high cost of production

and many were unable to compete on an international level. However, the transport industry is bucking this trend and continues to grow.

The complete shutdown of the car manufacturing industry which had billions of tax payer dollars poured into it over many years; an investment by the nation that now has nothing to show for all the money spent. Yet transport is still ignored to a large degree. We have not seen these people re-trained into a growing sector like transport.

The solution to all this is not simple, but obvious.

We need to develop an apprenticeship system creating a pathway from the education system with real skill-based TAFE supported skill sets.

Not just theory-based education but real hands on practical skills. The ultimate would be a dedicated facility where all aspects of transport driving and operation skills could be taught in a controlled environment and not learned workplace by workplace on the road mixing it with the general public.

Time is running out we cannot continue to just talk about this problem.

We need action, we need investment in the future and we need it now.

Mark Mazza CEO Express Group WA

drivers but all road users. Government action is the key to solving this problem.

Local councils and governments need to acknowledge the immediate need to build heavy vehicle rest facilities that provide basic needs together with security on site, so that drivers feel comfortable and safe when on the road.

“The release of the National Guidelines presents itself as an opportunity for state and territory governments to review their plans correcting gaps between what they have and what the National Guidelines suggest they should have.”

Mr Clark concluded, “We now look to the national and local authorities to set out plans to ensure there are adequate facilities on key freight routes so that heavy vehicle drivers can effectively manage their fatigue and comply with their legal work and rest obligations in rest areas that provide them with decent levels of service.”

Meanwhile, the ATA welcomed new truck rest area guidelines and thanked

Austroads for listening to concerns and recommendations raised in consultations during the guideline drafting process.

“Moving forward, it’s important for all jurisdictions to ensure the guidelines are enforced and to spend the funds the Australian government has allocated,” said ATA CEO Ben Maguire.

The report has addressed several key issues including: • acknowledging the link between fatigue management and rest area frequency • driver security • the need for bays on level ground and separated from noisy areas to promote

sleep; and • the need for female drivers to have separate bathroom facilities Heavy vehicle rest areas across the country will be a key issue for discussion at the ATA’s Trucking Australia conference, held 3-5 April in Perth.

“We’ll be hosting an interactive workshop on rest area design and input from drivers is critical,” Mr Maguire said.

“I invite all drivers to join us in Perth and contribute to this important discussion,” he said.

To view the guidelines visit: https://austroads. com.au/publications/freight/ap-r591-19

The National Guidelines are valuable, but a similar set was issued by the National Transport Commission in 2005 and 14 years on, there are still many freight routes that don’t have an adequate number of rest areas with decent facilities WATM • March 2019

15

Focus DANGEROUS GOODS By Department of Mines, Industry Regulation and Safety (DMIRS)

DANGEROUS GOODS CAN BE SLIPPERY CUSTOMERS • Do you transport dangerous goods, such as herbicide concentrates, corrosive chemicals or flammable solvents, in composite intermediate bulk containers (IBCs) on tray-top trailers?

• Does your load plan require gaps in IBC rows to comply with maximum permitted axle loadings?

• Are IBCs restrained with webbing straps rated to 2.5 tonne?

If you answered “Yes” to any of these questions, you are probably part of the system continuously supplying chemicals to Western Australia’s agricultural and mining industries. Moreover, you have a duty to protect other public road users from your cargo.

Load restraint relies primarily on tiedown and blocking to stop cargo from moving around, falling off the truck or causing an incident. Tie-down restraint relies on sufficient tension being exerted by strapping to achieve the required frictional force between cargo and trailer surface to prevent movement. Blocking relies on a headboard to block the load from moving forwards, provided it is strong enough to withstand the forces indicated.

Composite IBCs can be difficult to restrain as the steel or aluminium tube frame – encasing a plastic bladder – tends to slide on steel truck trays (i.e. there is a low friction coefficient between frame and tray). Special attention should be given to restraining these loads.

16

WATM • March 2019

Load restraint requirements Your load must be able to resist the horizontal and lateral acceleration encountered during transport (e.g. accelerating, braking and cornering).

The National Transport Commission’s Load Restraint Guide (LRG) requires a load to be restrained to resist forces equivalent to (Figure 2): • 80 % of load forwards • 50 % of load sideways • 50 % of load rearwards • 20 % of load vertically.

Elements to consider Blocking techniques Headboard rating The minimum forward blocking capacity of the headboard should be specified in the design phase for a new trailer.

The LRG gives practical solutions for increasing the forward blocking capacity of lightweight pipe-rack headboards, for example, by using chains threaded through hollow sections or around pipe sections (Figure 3).

Crossover strap blocking An alternative to using headboard blocking is crossover strap blocking, which could be used at any point across the load (Figure 4).

Webbing strap rating A common misconception in transport circles is the rated capacity of the webbing strap; for

Think carefully about how you would restrain composite IBCs

Fig 1

example, “Use a 2.5 tonne strap to restrain a 2.5 tonne load”. This is not the case.

While it is always advisable to employ rated equipment, the 2.5 tonne certification on your strap is actually a lashing capacity – the tension it can apply within its working limits. Lashing capacity is most applicable to calculating direct restraint of large freight.

Since the use of a webbing strap provides tie-down restraint through the friction obtained between the cargo and the vehicle tray, your limiting factor is the ratchet’s pre-tension capacity.

Ratchet capacity A standard ratchet system for webbing strap systems is rated to 300 kg pretension. This means that a 2.5 tonne rated strap tightened with a standard ratchet will typically achieve a 300 kg tension.

In a tie-down restraint system, the 300 kg pre-tension will compress the load onto the tray by that amount on each side of the row (i.e. provide 600 kg compression).

Larger ratchet systems rated to 600 kg pretension are available, and potentially double the applied compression to your load.

Increasing friction Inserting material with a higher co-efficient of friction, such as timber or rubber matting, between the IBC and the steel deck, will increase the effectiveness of your tie-down restraint and significantly reduce the number of straps required.

Fig 2

0.2W If relying on friction to withstand the force in other directions

0.5W Half the weight of the load sideways (cornering)

0.5W Half the weight of the load rearwards (accelerating, braking in reverse)

0.8W 80% of the weight of the load forwards (braking)

0.5W Half the weight of the load sideways (cornering) (W = weight of the load)

< Under the Load Restraint Guide a load needs to be restrained to resist forces equivalent to a percentage of the weight of the load in all directions.

Fig 3 Unrated forward blocking reinforcement

Fig 4 Fig 5

Crossover strap blocking

IBCs on plywood

Example: restraining a composite IBC load So, exactly how did you restrain your most recent load of IBCs? It may be surprising to learn the quantity and configuration of equipment required to achieve effective restraint. Let’s look at an example.

Consider a load of 24 IBCs, blocked with a standard lightweight pipe and plywood headboard. Only 50 mm, 2.5 tonne rated webbing straps are used to tie down the load.

• 1.05 tonnes per IBC • each row comprises 2 IBCs (i.e. 2.1 tonnes per row) • 12 rows yields 25.2 tonnes Step 1 – Check your headboard is rated to resist this load For blocked loads, it is assumed that 30 % of the load (i.e. 7.5 tonnes in this case) is exerted by the headboard.

Refer to tie-down tables in the LRG for relevant information.

Recommendations for transporters of composite IBCs 1. Refer to the LRG to inform yourself of suitable blocking and restraint options, and seek professional assistance where necessary.

2. Establish the level of frictional force between your composite IBC and the vehicle tray surface, and use materials to increase friction.

3. Implement an appropriate load restraint procedure for your particular load configuration.

4. Train your driver workforce to apply the required load restraint procedure and monitor it in transit.

Step 2 – How many straps do you need?

Based on a properly blocked load, your restraint system must now achieve the balance of 50 % of the load.

Assuming a low friction coefficient of 0.25, a single 50 mm webbing strap tensioned by a standard 300 kg ratchet will accommodate 570 kg load per row – as per LRG tables.

This means 2 straps are required per row.

Step 3 – Do you need to split the load?

IBC loads are often split to achieve equitable axle loads, i.e. leave a space after the sixth row. This halves the headboard blocking load, but means that the rear batch of IBCs is now unblocked.

So what to do with the rear batch?

Apply one of the following options: • use eight webbing straps per row with 300 kg pre-tension ratchets • use four webbing straps per row with 600 kg pre-tension ratchets • insert pallets between the blocks of IBCs • effect a blocking technique by using cross-over straps angled at 45 degrees maximum, and applying the same strapping as the front batch.

WATM • March 2019

17

Over to you

E

arly January, HCVC member Giulio suggested we go for a quick look at the ‘Hot Summer Nights’ event hosted by Cranksters Hot Rod and Kustom Car Club.

Perfect weather at night time for a look at the showgrounds oval ‘chock a block’ full of pre 1978 custom and unique vehicles.

“So popular is this event, the club has out grown its previous venues and I have selected a small portion of what was on offer,” says HCVC’s Kevin Toovey.

1

2

4

3 1 & 2. A custom black Holden Ute with very fancy paint, accessories and custom number plates.

3. A good range of Ford Utes in a wide range of colours 4. A very big contrast between the American and Japanese manufacturers during the same era, the Cadillac was very sleek and shiny compared to the square and rough looking Toyota Stout Ute.

5

5 & 6. Amongst the big line up of Kombis I found one that served its working days as a Chamberlain field service unit that would have looked after Chamberlain tractors and machinery.

6

18

WATM • March 2019

News

Promote small business and reduce road freight inefficiencies

N

atRoad has lodged a Pre-Budget submission with Treasury outlining eight policy priorities which focus on promoting small business and reducing road freight inefficiencies.

Warren Clark, CEO of NatRoad said “With the Budget now due to be handed down on 2 April 2019 the Government must give priority to the engine room of the Australian economy: small business.

Transport operators in this country are predominantly small businesses."

“The Government announcement that the threshold for the small business instant asset write-off has been increased to $25,000 is a very good start to assisting our sector,” he said.

“One critical element should be given immediate attention. There has been a lot of talk about moving the heavy vehicle industry to a user pays model. The ultimate

aim of heavy vehicle road reform is to change the provision of heavy vehicle road infrastructure into an economic service.

This would see a market established that links heavy vehicle user needs with the level of service they receive, the charges they pay and the investment of those charges back into heavy vehicle road services."

“But this cannot occur without an appropriate agency guiding the process.

NatRoad wants Treasury to make cost estimates and appropriate modelling for the establishment of an independent price regulator for the heavy vehicle industry.

Alternatively, additional funding should be allocated to the Australian Competition and Consumer Commission to undertake the role of the independent price regulator for Heavy Vehicle Road Reform."

“An emphasis on the industry’s human resource’s needs is also a vital component

of industry reform and improvement.

NatRoad has commenced a project designed to address current and future driver shortages. The strategy includes promoting heavy vehicle operation as a viable career choice and assisting businesses to engage and retain staff. By developing a recognised industry trade, it is intended to create a clearer career path for drivers, attract school leavers to the road transport industry and improve the image of truck driving in the community."

“NatRoad wants Government to acknowledge the heavy vehicle driver shortage and provide financial incentives for young people to become skilled heavy vehicle drivers."

To view the full submission go to: www.natroad.com.au/resources/natroadsubmission-treasury-priorities-201920budget.

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TRUCK G ctive DRIVaIN n attra PAGE 8

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ISSUE: ners contai IN THIS ghway th fuel safe wi for Albany Hi • Stay ges ew ine r brid vi fe re Sa ore m • t time’s ri iron en de ym ai • Pa Kood Billion $ • 2.6

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THE HIDDEN CONSEQUENCES OF OVERLOADING

FREMANTLE PORTS RECOGNISED FOR INNOVATIVE SYSTEMS IN LANDSIDE LOGISTICS

If you’ve ever overloaded your truck thinking “She’ll be right, mate” – think again. An overloaded truck can cause significant damage to the State’s road network, whilst also putting your vehicle under additional pressure

IN THIS ISSUE:

IN THIS ISSUE:

• Xxx • Xxx • Xxx • Xxx

• New Muchea RTAA • Self-drive Tourists • Sticking to the rules • Putting live export into perspective

in This Issue: XXX

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T 08 9296 4488 F 08 9296 0388 www.angrychicken.com.au WATM • March 2019

1919

News

Watch out for hackers T he ACCC’s Scamwatch is warning businesses about business email compromise (BEC) scams. This year, reports to Scamwatch about these scams have grown by a third, with businesses reporting losses totalling $2.8 million – accounting for 63 per cent of all business losses reported to Scamwatch.

What are BEC scams?

This is when a hacker accesses a

No-blame safety investigations should be included in Governance Review

T

he National Road Safety Governance Review needs to consider the provision of independent, no blame safety investigations for road crashes involving heavy vehicles, the Australian Trucking Association (ATA) says.

The ATA represents the 50,000 businesses and 211,500 people in the Australian trucking industry and is calling for the Australian Government to extend the role of the Australian Transport Safety Bureau (ATSB) to include serious truck crashes where there are safety lessons to be learned.

The review’s terms of reference were unveiled by Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack.

“The ATA welcomes the terms of reference and believes Mr McCormack has demonstrated a commitment to improving road safety outcomes,” ATA CEO Ben Maguire said.

“However, in addition to improving the road safety governance structure, we believe the review should include a focus on extending the role of the ATSB and addressing this institutional capacity gap.

“Road safety is everyone’s responsibility and it’s important to ensure no stone is left unturned in reducing deaths and serious injuries on our roads,” he said.

The review process is the next step in implementing the recommendations of the National Road Safety Strategy 2011-2020

Inquiry and will include consultations with all levels of government across Australia, parties in the transport space, the private sector and community, with a draft report released in March 2019.

“In a submission to the inquiry, the ATA set out 19 recommendations, including better roads and truck rest areas, fatigue law reform and better education for learner drivers about how they can share the road safely with trucks,” Mr Maguire said.

“Until we reach a point where there are zero fatalities and injuries on our roads, the government needs to consider practical approaches to improving road safety, as we have recommended and include these in the review,” he said.

Over to you THE LONE WOLF by John Milner

T

he silly season is well and truly behind us and I hope it was a good time for you and your families. However, that time of the year is not always good for a lot of people - myself included.

The last two Christmas’s have been a pain for me. The first, my brother had a massive heart attack and there is always the inevitable family feuding.

It is such a busy time of the year. Everyone is driving around madly in the normal rush until double demerit points kick in and things slow down on our roads a bit.

Over that time I helped a mate with a

20

WATM • March 2019

Tilt Tray attend a couple of accidents. The first accident happened when a vehicle left the Brand Highway, cleaned up a sign, went through a fence and ended up among some gum trees.

When we first got there I said to my mate, ‘Where’s the car”, as it was hardly visible.

I had to walk over to barely see its back end and I can tell you lucky there was only one occupant on board as no one else would have survived.

Out came the chain saw and about an hour later the vehicle was on the back of the truck. I still to this day can’t understand

how the driver survived – all with only a bruise on the forehead.

There seem to be two types of drivers on our roads. The ones who blatantly ignore the road rules and speed limits and those who try and do the right thing.

My pet hate is when on any Highway you get drivers that sit on the inside lane. I think a lot of them are in ‘Wayne’s World’ as they sit on the speed limit with a convoy behind them and you get stuck behind the convoy or have the option of passing them at your own peril.

business’s email account or ‘spoofs’ a business's email so their emails appear to come from the company. The hacker then sends emails to customers to notify them that the business’s banking details have changed and that future invoices should be paid to a new account. These emails look legitimate as they come from one of the business’s official email accounts.

Customers then start making payments into the hacker’s account.

In other variations of the scam, the hacker will send an email internally to a business’s accounts team, pretending to be the CEO, asking for funds to be urgently

transferred to an off-shore account.

Hackers may also request salary or rental payments be directed to a new account.

Protect your small business As a first step, all small businesses should urgently review how they verify and pay accounts and invoices.

Consider a multi-person approval process for transactions over a certain dollar threshold.

Check directly with your supplier if you notice a change in account details – don’t just rely on return email, instead find older communications to ensure you have the right contact details or otherwise

independently source them.

Keep your IT security up-to-date with anti-virus and anti-spyware software and a good firewall.

If you fall victim to BEC scams, contact your financial institution immediately and consider professional IT advice to ensure your email systems and data are secure from hackers.

Businesses can report scams to www.scamwatch.gov.au and also subscribe to Scamwatch on Twitter and Scamwatch radar alerts to keep up to date with the latest scams affecting the business community.

South Coast Highway safety improvement works underway

T

he State Government has announced that local Western Australian civil construction firm, Densford Civil has been awarded a $6.4 million contract for safety improvement works along South Coast Highway in Albany.

Premier Mark McGowan and Transport Minister Rita Saffioti visited the stretch of road between Killarney Road and Montgomery's Winery, to mark the start of the $30 million election commitment to improve safety on the highway between Albany and Jerramungup.

The project involves the reconstruction

and widening of this 2.3 kilometre section of the highway, and also includes construction of a westbound passing lane and upgrades to the Mead Road intersection.

South Coast Highway is an important freight transport corridor servicing the ports at Albany and Esperance; this section carries on average 1,600 vehicles per day, of which 20.4 per cent are heavy vehicles.

Works are expected to commence in February 2019, and be completed by May 2019, under the management of Main Roads' Great Southern Region.

Locals have held concerns over the safety of South Coast Highway for a long time, and our planned upgrades will address these issues. It will also create better freight links for the region and improve connection to tourism opportunities for locals and tourists.

Transport Minister Rita Saffioti said, “These works are also a continuation of the good work Main Roads has been doing to South Coast Highway, with the recent completion of widening works from Millbrook Road to Killarney Road and the major improvement to the Cheynes Beach section in 2018."

South Coast Highway is an important freight transport corridor servicing the ports at Albany and Esperance; this section carries on average 1,600 vehicles per day, of which 20.4 per cent are heavy vehicles

But what is worse is when you get someone doing less than the speed limit and these people can evoke road rage in the calmest of us.

A few years ago I remember a lady doing well under the speed limit on the inside lane. She had truck drivers honking at her, cars honking at her and this got her to speed up by another five kph but she was still well under the speed limit. Eventually, she went into the outside lane and everyone she had been holding up passed her blowing their horns.

Are these people oblivious to what’s going on around them and the speed limit or do they just not want you to pass them?

Try as hard as you can to be a good driver you can still come undone and it is surprisingly easy to lose demerit points.

One example that happened to me was going from outside lane into one lane I indicated a bit too early and went over before the arrows. That cost me $200 and two points. The Police Officer had to look up in his book for the charge.

This year I thought I would get through the Christmas period fine free, however a letter came in the mail with a $400 fine and three demerit points.

So out came the road map and it took me 10 minutes to work it out. I had been driving into the sun [sunset] on New Year’s Eve which made it difficult to see any on coming road signs / speed limit signs or the police car on the opposite side of the road and I missed the change from 80 to 60 kph.

My own fault but I hope my money goes to improving safety on our roads.

I think a lot of (drivers) are in ‘Wayne’s World’ as they sit on the speed limit with a convoy behind them and you get stuck behind the convoy or have the option of passing them at your own peril.

WATM • March 2019

21

News

TWU STIRRING THE POT, IGNORING SAFETY

T

Toll Driver Reviver calls on motorists to wake up and take a break this long weekend

O

ver the Australia Day long weekend Toll Group, in partnership with Driver Reviver, Australia’s iconic road safety program operated ‘Toll Driver Reviver’ across 80 sites nationally helping motorists avoid the risk of driving while fatigued by offering a safe place to take a break and free refreshment.

So far this summer, Toll Driver Reviver volunteers have served around 100,000 people with free tea, coffee and light snacks from around 150 sites nationally, often in extremely hot weather conditions.

Toll Driver Reviver has been operating in Australia for 28 years, and since this time has served 23 million cups of tea and coffee, and provided 27 million snacks.

“Toll is proud to be the national partner of the Toll Driver Reviver program. At Toll, we strongly believe that all injuries are preventable and everyone has the right to get home safely – and the Toll Driver Reviver program is strongly aligned to these values,” said Michael Byrne, Managing Director, Toll Group.

“It’s critical for road users to understand that driving while fatigued can be as dangerous as driving while intoxicated. It only takes a split second for a tragedy to occur.

“At Toll, our professional drivers spend more time on Australian roads than anyone else and we are acutely aware of the role fatigue plays in road safety,” Mr Byrne said.

22

WATM • March 2019

“Our volunteers symbolise what it is to be a great Australian. Each public holiday, our volunteers give up their own free time to work at a Toll Driver Reviver site, to help families arrive at their destinations safely.”

“Nothing makes volunteers happier than people who stop for a break, stretch their legs and have a chat. The volunteers know that these motorists recognise that road safety starts with them and are more likely to remain alert and arrive at home safely,” Mr McCormac said.

For more information about Toll Driver Reviver and operating sites, please visit: tollgroup.com/driverreviver

At Toll, our professional drivers spend more time on Australian roads than anyone else and we are acutely aware of the role fatigue plays in road safety

he Australian Trucking Association is disappointed, but not surprised, by recent comments from the Transport Workers’ Union claiming the ATA is unwilling to work together in improving industry safety and viability.

In the latest issue of Owner Driver magazine, TWU National Secretary Michael Kaine slams the ATA, claiming the association has no interest in increasing industry safety and sustainability. The comments follow a presentation Mr Kaine made to the ATA General Council in November 2018 about the TWU’s approach to road safety.

ATA CEO Ben Maguire said he was disappointed, but not surprised, by the TWU’s approach.

“At our council meeting, Michael Kaine admitted that he was deliberately ‘stirring the pot’ – his words – because there was no other way of achieving the results he wants. He said he would keep doing it,” Mr Maguire said.

“It’s time for the TWU to stop the silly games and make a genuine attempt to work together as we are so willing to do.

“There are many examples in the past six months where the ATA and TWU have worked together. We met with them twice in October and had the goodwill to invite them to speak at our November council meeting.

“Prior to Christmas, I also attended the ALP National Conference and was eagerly invited by Senator Glenn Sterle to join the Road Safety Remuneration Tribunal working group,” he said.

Following the November council meeting, the ATA wrote to Mr Kaine, expressing interest in continuing discussions and working together to advance the industry’s safety.

“He hasn’t bothered responding, because the TWU clearly doesn’t care about good process or the details of policy development.

“It’s time for cool heads to prevail as we get serious about safety, our industry and its economic impact on our nation.

Name calling and gamesmanship at these junctures are unhelpful to the greater cause,” Mr Maguire said.

History

The History of the West Australian Road Transport Industry

By Russell McKinnon

1954 T

he Furniture Removers’ section spent an enjoyable picnic day at Yanchep on October 24.

Members with their families made a party of 35 in all. Lunch was partaken at the McNess tearooms, afternoon tea being provided by the ladies of the gathering. In between eating, boat trips on the lake were enjoyed, also a visit to the Koala bears at their feeding time proved interesting. A nail-driving competition was conducted, our ladies proving by their skill with the hammer that they have no use for the male sex — for this job, anyway. It is strongly suspected our President belonged to the Carpenters’ Union (before becoming one of those chaps with a strange look in his eye), as despite the handicap imposed, he reefed in the stake money until the other competitors had to get an advance on their week’s spending from their better half. The first test match was commenced, but after an appeal against the light, by the wives, it was decided to wend their way home after a very enjoyable day. Special thanks to Mr Fred Ramsden for the sweets and toffee apples supplied, also to Mr Harry Fennell and Ken Bulloch for their effort.

The Association’s membership contracted to 790 from a peak of 1043 in 1953 following long distance hauliers being denied work they had carried out for five or six years previously.

This was due to government railways coming on line and taking up most of the cartage.

The discovery of oil at Exmouth Gulf, and the mining of gold and uranium gave much cause for confidence for the transport industry.

A South-West Conference was staged in

A nail-driving competition was conducted, our ladies proving by their skill with the hammer that they have no use for the male sex — for this job, anyway Bunbury in November at which concern over the type of mechanical indicating hands on doors of trucks was raised; Mornington Road sealing was not consolidated, thus waves developed reducing the speed of vehicles to 10 or 15mph; other newly sealed roads were so smooth that in wet weather, vehicles skidded; more shed space was requested at the Bunbury rail yard with more efficient mechanical equipment.

The National Safety Council made a plea to logging trucks to slow down to 15mph when travelling past East Rockingham School, which had classrooms either side of the road.

The death on August 6 of H W Sadleir was recorded. He conducted the business R C Sadleir Pty Ltd, Customs and Shipping Agents, established in 1890 by his brother.

He was part of the business since 1895 and its managing director for many years.

Looting reared its head in August when interstate transporters told of organised gangs at work lifting loads from trucks and railway wagons.

The Association denied membership to taxi operators and school bus operators (509 at the time) because the constitution only covered operators of goods vehicles.

WATM • March 2019

23

Over Over toto you you MODEL TRUCKS

WATM welcomes your submissions to our model truck section.

If you have a model truck, trailer or anything else of interest, we want to know about it. Please contact Vince Ziino on 0408 767 755 or email him at ziinos@iinet.net.au to discuss.

BLUEMACK DOMENIC ALBANESE FROM Diggers Rest in Victoria built this stunning replica model of ‘BlueMacks’ Mack Superliner.

The model started as a Italeri Mack kit and Domenic added a ton of scratch built parts including Mack sleeper, aluminium fuel tanks, Bullbar and much more.

Domenic finished the truck in Two Pak colours, lined and custom scrolled the bonnet, cab and sleeper finished the model with a coat of high gloss clear.

COMMISSION BUILDS Vince Ziino is available to do commission builds for companies or a personal model of your truck .

Please contact Vince on 0408767755 or ziinos@iinet.net.au 24

WATM • March 2019

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