THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA
WA
ISSN 2202-6193
100007516 May 2019 | price $6.95
TRANSPORT magazine
Page 12
HEAVY VEHICLE TIPS FOR TRIP PLANNING Whether you are a sole operator, employee-driver, or sub-contractor, developing a trip plan is a good way of providing yourself with sufficient time to enable you to safely complete the journey and tasks required
IN THIS ISSUE:
• Major Accident Investigation Report • Freeway to Freeway interchange open • Avoiding tanker incidents • Take control of your future WATM • May 2019
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Department of Mines, Industry Regulation and Safety
WATM • May 2019 @DMIRS_WA
1
Profile
Major Accident Investigation Report FATIGUE INCIDENTS AS LARGE
FATIGUE INCIDENTS AS PROPORTION PROPORTION OF OF ALL ALL LARGE LOSSES LOSSES FATIGUE INCIDENTS AS PROPORTION OF ALL LARGE LOSSES
ROLL OVER WHILE TIPPING 9.8% 2017
2017 2015
12.8% 12.2% 2015 2013
2011
2007
2009
2007
11.9% 2013 2011
10%
2005
20%
2009
Roll overs which occur while unloading tippers have consistently represented 27% 20% 10% 11.9% 12.8% 12.2% 9.8% around one in every twenty large losses. It is important to highlight that tipping losses which occurred as the result of FATIGUE INCIDENTS BY STATE another identifiable cause, such as where FATIGUE INCIDENTS BY STATE FATIGUE INCIDENTS BY STATE 45.0% a structural failure triggers (rather than 40.0% results from) a rollover, are categorised 35.0% as such. As such, these 5% of losses only 30.0% capture where there was no identifiable 25.0% driver behaviour or other factors 20.0% contributing to the incident and, as such, 15.0% RIGID TRUCK CLAIMS BY CAUSATION the event took place: 10.0% 27%
2005
N
TI's National Truck Accident Research Centre releases Major Accident Investigation Report's regularly. This latest report is the eighth in the series that began in 2002 with the issue of the Australian Transport Safety Bureau Annual Review. The report details research undertaken into major truck crash incidents in Australia where National Transport Insurance (NTI) was the insurance underwriter. It reviews heavy vehicle accidents in the ‘hire and reward’ freight sector where the commercial vehicle’s payload exceeds five tonnes. In the transport industry, in 2017 (the data examined in this report) saw a stagnation in the overall safety performance of the heavy vehicle fleet, with around one heavy vehicle involved fatal crash per billion tonne kilometres of freight. This measure of safety performance consistently improved from 1.85 in 2004 to just over 1 in 2015, however remained essentially static at that level through 2016 and 2017. Between 2015 and 2017, the number of heavy motor vehicles insured by NTI increased by 10%.
environment, however this needs to be balanced by the fact that they are no more or less likely than the overall average to be involved in a not at fault incident. This suggests there may be room for improvement in rigid truck driver behaviour. By contrast, when you look at the truck and dog category (which are overwhelmingly tippers operating in urban / metropolitan environments) you see there has been a sharp increase in the proportion of not at fault crashes. Although, the reversal of the improvement in inappropriate speed losses, which occurred in 2015, is of some concern.
45.0%
40.0% 35.0%
30.0% 25.0%
20.0% 15.0%
10.0% 5.0%
45% 5.0%
0.0%
40% 0.0% 35%
QLD
VIC
QLD
2009
30%
WA
SA
VIC
2011
2009
2011
NSW
WA
2013
SA
2015
2017
2013
2015
TAS
NSW
• On substantially flat, firm and level NT ground;
NT
TAS
Freight Percentage
2017
Freight Percentage
25% 20%
FATIGUE
RIGID TRUCK CLAIMS BY CAUSATION RIGID TRUCK CLAIMS BY CAUSATION 15%
In 2017, there was a decline in the proportion of all large losses caused by fatigue, dropping by around two percentage points when compared to 2013/2015. At 9.8% of losses, this is the lowest proportion recorded since the inception of this report series. Looking at the geographical distribution of the fatigue losses, and after a spike in fatigue incidents in Victoria in 2015, there has been a sharp decline. Conversely, Western Australia has seen a sharp increase back to levels similar to that seen in 2009-2011, following its second lowest proportion of fatigue losses in 2015.
10% 45% 5% 40% 0% 35% 30%
Inappropriate Speed
25% 2009 20% 15%
Fatigue
2011
Mechanical
2013
Theft
2015
Driver Error
Not at Fault
Contributory Negligence
Rolled while tipping
Other
Not at Fault
Contributory Negligence
Rolled while tipping
Other
2017
10% 5% 0%
Inappropriate Speed
2009
Fatigue
2011
Mechanical
2013
Theft
2015
Driver Error
2017
RIGID TRUCK AND DOGDOG TRAILER CLAIMSCLAIMS BY CAUSATION RIGID TRUCK AND TRAILER BY CAUSATION 40%
RIGID TRUCKS
35%
Examining the results for rigid trucks showed limited changes. There has been a small reduction in the proportion of losses resulting from theft and a sharp increase in the number of mechanical failure incidents. Of some concern is the ongoing high proportion of driver error losses; to some degree this reflects the typically urban
30% 25% 20% 15% RIGID TRUCK AND DOG TRAILER CLAIMS BY CAUSATION 10% 40% 5% 35% 0% 30%
Inappropriate Speed
Fatigue
Mechanical
Theft
Driver Error
Not at Fault
Contributory Negligence
Rolled while tipping
Other
Not at Fault
Contributory
Rolled while
Other
25% 20% 2009
2011
2013
2015
2017
15% 10%
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WATM • May 2019
5% 0% Inappropriate
Fatigue
Mechanical
Theft
Driver Error
VEHICLE CONFIGURATION 50%
ROLLOVER ROLLOVER BY WHILE TIPPINGTIPPING
45% ROLLED BY TIPPING LOSSESLOSSES BY STATEBY STATE ROLLED WHILE TIPPING 40%
5.0%
5.3%
5.8%
5.2%
5.4%
35% 30%
2009
25%
4.0%
26% 20%
21%
3%
5%
5%
39% 2011 2013
15% 10% 5% 0%
2015 QLD
NSW
VIC
B-Double
Semi-trailer
SA
TAS
Roadtrain
WA
2017
Rigid Truck
VEHICLE CONFIGURATION VEHICLE CONFIGURATION 50% 2017
2015
2013
2011
2009
2007
45% 40% 35% 30%
• In the absence of excessively high wind; and • Without any driver error, such as backing over already tipped material.
It is not often that the data supports focussing in on an issue down to a specific task in a specific region, however in examining rolled while tipping losses a particular issue rapidly became apparent. 40% of these losses occurred in Western Australia and the vast majority of these occurred in a radius of between 50 and 350km around Perth. These losses all involved multicombination tippers carrying fertilisers PPING LOSSES BY STATE / soil conditioners for agricultural use, predominantly lime sand. Lime sand is used to increase the pH of soil, particularly % 3% 5% 5% 39% in wheat growing areas. The combination of a dense, ‘sticky’ load, the length of tipping W VIC bodies on semi-trailer SA TAS WA lack tippers, and the of torsional coupling between units due to the 50mm pin type coupling on dollies, resulted in somewhat of a perfect storm for tipping losses.
VEHICLE CONFIGURATION Large combinations improved their performance in 2017 with a greater proportion of losses attributed to rigid trucks, while road trains and, in particular B-doubles, saw reduced proportions of large claims.
DISTANCE FROM POINT OF DEPARTURE The distribution of losses by distance from their base remained absolutely stable with the results from 2015.
SUMMARY OF FINDINGS In 2017, most categories of incident cause remained generally consistent with previous reports, with some exceptions. These are the key findings: • Mechanical failure losses increased from
2009
25%
2011
20%
2013
15% 10%
2015
5% 0%
2017 B-Double
Semi-trailer
Roadtrain
Rigid Truck
DISTANCE FROM BASE DISTANCE FROM BASE 80% 70% 60% 50%
2009
40%
2011
30%
2013
20%
2015
INCIDENTS BY CAUSE AND YEAR
10% 0%
2017 0 - 100km
101 - 250km
251 - 500km
501 - 750km
751 - 1000km
Over 1000km
Within 250km
DISTANCE FROM BASE
INCIDENTS CAUSE AND YEAR INCIDENTSBYBY CAUSE AND YEAR
80%
2009
reduction in fatigue losses in Victoria. • Losses arising from the actions/ 2011 behaviour of drivers (fatigue, 2009 50% 2009 inappropriate speed and driver error) 40% 2011 30% continue to represent the majority of2013 20% losses, remaining steady at around 54% 2013 2011 2015 10% of all losses since 2009. 2017 0% • The trend of an increasing proportion of 0 - 100km 101 - 250km 251 - 500km 501 - 750km 751 - 1000km Over 1000km Within 250km 2015 not at fault claims has continued, but at 2013 a lesser rate (5.9% increase, compared with 21.8% between 2013 and 2015). • Roll over while tipping accidents remain 2017 2015 around 5% of all large losses with incidents in Western Australia making up 40% of losses in this category. 2017 Roll over while tipping • The proportion of large losses involving Fatigue Not at Fault multiple vehicles has continued to grow, Driver Error* increasing by 12% over the 2015 data to Theft Roll over while tipping Mechanical Failure now constitute 37% of losses. Fatigue Fire • For fatal multi-vehicle incidents, the Not at Fault Inappropriate Speed* Driver Error* Contributory Negligence third party vehicle was at fault 83% of Theft the time. NTI has been reporting on this Mechanical Failure Fire figure for a decade and the statistic has Inappropriate Speed* 3.5% to 6.5% of all losses an increase of never been outside of the band between Contributory Negligence over 80% - with steer tyre failures being 80 and 100%. the predominant underlying cause. To download the 2019 report visit: www. • The proportion of losses attributed to nationaltransportinsurance.com.au/ fatigue decreased from 21.4% in 2015 supporting-trucking/2019-ntarc-report to 14.8% in 2017%, driven by a sharp 70%
60%
WATM • May 2019
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WA
TRANSPORT
magazine
VOLUME 25 | NUMBER 4 Angry Chicken Publishing Pty Ltd Telephone 0430 153 273 www.angrychicken.com.au
FROM THE PUBLISHER
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
T
hank you to everyone who lets me know that you have changed address or have closed down your Post Office Box. When I don’t know you have changed address Australia Post return your magazine to me and charge me the postage to do so – usually $3.00 per magazine. When you close down your Post Office Box, Australia Post do not let me know for up to sometimes 10 editions then I receive all of these magazines back in one bunch and have to pay return postage on all of them. Can you tell that Australia Post is not my favourite supplier? However, I have
no other choice with the exception of the interactive digital version to get your magazines to you. So two things, email me at karen@angrychicken.com.au if you want to have the interactive digital version or if you change your address on the posted version please let me know. Much appreciated :o) Last thing on that subject, I have myself decided to close down my Post Office Box and will be making changes to address on everything to do with magazine from this edition forwards. Hope you all had a great Easter and ate lots of chocolate. Best,
PRINTER Daniels Printing Craftsmen 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.
Karen
CONTENTS 2...............................NTI Major Accident Investigation Report 6...............................Letters to Editor 11...............................WA’s biggest free-flowing freeway interchange open 12..............................Heavy Vehicle trip planning 14..............................Western Roads Federation – Substance over selfies 18..............................Road safety boost welcomed
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 • May 2019
19..............................WA Hall of Fame Inductee – Peter (Pancho) Parkinson 20............................LRTAWA – Take control of your future 20............................Upgrade flagged for bridge strike hotspot
Every Month 7................................Questions to Minister 8...............................Fair Go for Owner Drivers 10..............................Bird’s Eye View 16..............................Dangerous Goods 18..............................The Lone Wolf 22............................HCVC 23............................WA Transport History 24 ...........................Model Trucks
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Over to you YOUR SAY
Letters to the editor
Dear Karen At the Australian Trucking Association (ATA) Conference in Perth in early April this year, it was pointed out repeatedly in discussions and by audience questions that the industry nationally needs to come together - to be more united. I agree. There is no argument that nationally, our industry is fragmented into multiple groups ‘all with their own agendas’. Uniting the industry nationally is going to be a massive challenge. However, the proof is in the pudding that if the ATA or any other group wants to bring the transport industry together on to a national platform then a good starting place for them to look is how industry groups in Western Australia operate and conduct themselves. I will give you an example. Just prior to the ATA conference, Western Roads Federation organised a ‘West Australian Transport Industry Briefing’. The briefing included the Director General of Transport, Managing Director of Main Roads (who due to late issues sent along the HVS Director) and the Chair of the Freight and Logistics Council of WA –each of whom updated the attendees on WA key transport issues. 6
WATM • May 2019
Additionally, Western Roads Federation also invited Livestock and Rural Transporters WA and TransafeWA to the briefing as well. We could have been selfish and hogged the event to ourselves. However, that is ‘not’ how WA works or acts. Why, because not only do we respect and have a good working relationship the other WA industry bodies but we see the ‘big picture’ which is about improving conditions for the WA Transport Industry. The WA Industry Groups don’t always agree with each other but we do try and collaborate as best as we can to present a common position for the good of the entire industry. What we also do is to try and support each other. So, if one Association has a really important issue specific to them; then we try to assist them. The feedback from the Eastern States Government representatives at the briefing as well as the NT (whom we have a close working relationship with), NSW and Queensland Associations was that they were genuinely taken aback at just how well WA industry works together. This type of industry ‘unity’ does not happen in the East. Cam Dumesny, CEO Western Roads Federation
Hi Karen I was very interested to read a recent article about how the NHVR has warned heavy vehicle operators to be aware of their responsibilities under the changed Chain of Responsibility laws after reports of pressure to disclose additional information from larger customers. The supposedly CoR requirements larger companies are requiring from smaller operators is in my experience becoming quite a problem with West Australian operators. In my job as an Auditor, as I travel around and speak to many smaller operators working for larger companies, the amount of information that these larger companies are now requiring is putting a lot of pressure both in time and cost on the smaller operators. The information they tell me is what they are required to produce seems to be more ‘butt covering’ than a legal requirement. All my operators and most others, are WA HVA approved and this on its own provides the larger organisations with the evidence that Fatigue, Maintenance and Dimension and Load Management systems are in place and are being regularly audited for compliance. A lot of the information required is what is required under the audit process. It would be interested to hear what the industry and in particular smaller operators have to say on this subject. Name and Address supplied
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: When you need to book a Police Traffic Escort you have to book and pay 30 days in advance. If it is cancelled or amended even seven days before you lose most of that money. Why should we have to pay 30 days in advance for this? The government takes 30 to 60 days to pay us for jobs we do for them yet we have to pay them 30 days in advance. Due to the massive sums of money that the Police Traffic Escorts cost – often in excess of $5000, I think it is a huge imposition on operators. What are your thoughts on this Minister? Answer: There is currently a requirement to pay for a Traffic Escort booking two-months in advance of the date of the move, and if the booking is made more than two months prior to the date of the move, evidence must be provided by the consigner to confirm the transport operator making the booking is contracted to move the load.
If a booking is cancelled more than two months prior to the date of the move, there is no cancellation fee. If the booking is cancelled within two months, and prior to 72 hours of the date of the move, a $550 cancellation fee is payable. If a booking is cancelled within 72 hours of the date of the move, the entire fee is forfeited. These requirements were introduced in mid-2018 at the request of transport industry representatives, in an effort to reduce the number of “non-genuine” bookings that were being made. Prior to the requirements being introduced, there were a large number of Traffic Escort bookings being made by transport operators who did not actually have a load to move and they simply cancelled the booking last minute without any consequence. This resulted in other transport operators, who genuinely needed a Traffic Escort to move a load, not being able to secure a Traffic Escort on their desired date. Introducing these requirements significantly improved the situation and reduced delays with transport operators securing a Traffic Escort for genuine moves.
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Over to you A FAIR GO FOR OWNER DRIVERS by Ray Pratt
INDUSTRY IN CRISIS
O
wner Drivers play an important part in the transport industry but we are a dying breed as we slowly are being forced out of the market. The industry ‘is’ in crisis and has been calling out for help for many years now but no one listens. For too long, transport operators have worked on tight margins and those operators that can, are exiting the industry. Work is unprofitable and many of us go years without rate increases. Many of us have been calling for a safe minimum rate to be introduced but for every one of us that wants a safe rate there are people and organisations that say we are a small business and that we should be subject to market forces. In an ideal world I would agree with this but sadly we are not in an ideal world. There is nothing fair or safe about being forced to operate at a rate that is not sustainable. There is nothing fair or safe about having heavy haulage trucks on public roads mixing with the general motoring public when our safety and the public’s safety and truck maintenance is compromised by low rates. Our trucks are sharing the roads with families and the general public and some of these trucks and drivers should not be on the road. As far as I am concerned it is a no
8
WATM • May 2019
brainer and anyone who thinks differently is away with the fairies. Look at it this way. If Company A takes a trailer load of freight from Perth to Karratha and charges $2000 and if Company B does the same trip and charges $3000 per trailer then it would be fair to accept that company B would be in a position to have a better maintained truck and the driver would be paid properly.
For every one of us that wants a safe rate there are people and organisations that say we are a small business and that we should be subject to market forces In Company B scenario financial pressure is relieved for proper maintenance of the truck and better still it allows time for the driver to have quality time away from the truck because he / she is paid well. However, because Company A is working so cheaply, then they are forced to keep their wheels turning just to try and survive. We Owner Drivers must, if we wish to
change the transport industry; stop trying to work for next to nothing and start getting paid for every single thing that we do. No other industry expects people to work for nothing so why should we be any different. If we have to wait to get loaded then we must be paid. As we load we must be paid. As we unload we must be paid. If all Owner Drivers took this stand point with our customers we would all be in a better place financially. The big multinational companies have forced us into this position of low rates and working conditions and its time we stopped and said enough is enough. Don’t tell me that we should be dictated to by these big multinational companies and let market forces set our rates because it is obviously not working. Owner Drivers make up a large part of our transport industry and it’s due to our hard work and professionalism that helps keep the country moving. But we are also to blame for the predicament we find ourselves in, as we should say no more often and demand proper recovery for our costs. If enough people turned the truck key off it would not take long for the penny to drop. I have said this enough times that the freight has to be carted so let’s get the proper remuneration for a job well done. Keep it safe, Ray Pratt.
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• May 2018 2019 WATMWATM • December
139
Over to you BIRDS EYE VIEW by Carol Messenger
THE CAPTIVE TRANSPORT SECTOR -
A gold mine for Roadhouses
T
he torrential rains and subsequent flooding following recent cyclone Veronica that hit between Karratha and Port Hedland late March caused massive damage to our road system and saw many vehicles in the North West of Western Australia stranded. The Pilbara region and beyond, ground to a stop with no vehicles, light or heavy - able to get in or out or through. At one stage, Police and Main Roads vehicles escorted trucks into Port Hedland and Broome, but these were only what was deemed to be 'essential services' i.e.; food trucks for the communities that were running low. For the rest of the poor buggers caught out on the road, it was just sit and wait and wait and wait. Magnet, Meekatharra, Kumarina, Cappy and Auski were all packed to the rafters and all parking areas were full to capacity. An absolute goldmine for roadhouses that had a captive audience that had no choice but to buy their meals from them whilst waiting for the roads to reopen. Whilst I understand that ‘business is business’, surely in times like this roadhouses could be a little more understanding and look after the truckies
10
WATM • May 2019
instead of charging like wounded bulls. Being charged $10 - $15 for breakfast, similar for lunch and $25 - $30 for dinner makes for an expensive day when you are sitting around not being paid. And by the time you are stuck there for a week, with nothing to do but eat, smoke and chat, you tend to spend even more... maybe a few coldies after dinner. Truckies are the backbone of this country and without us the place comes to a standstill very quickly. People tend to forget that when they have a chance to reap a benefit. Wouldn't it have been nice if a few of these communities decided to offer a bit of
Whilst I understand that ‘business is business’, surely in times like this roadhouses could be a little more understanding and look after the truckies instead of charging like wounded bulls
hospitality - offer to take in a truckie for a few days, or the scouts or local community group put on a free or cheap sausage sizzle of hamburgers to help look after these ladies and gents that have been stranded whilst they are just doing their jobs. Or maybe roadhouses could put aside their 'gold counting' for a few days and provide fair cost meals to truck drivers. Many of these drivers are paid by the kilometre or straight trip money so if you aren't making the miles, you aren't making the dollars. Same with Owner Drivers. No-one wants to be parked up for ‘any’ reason because without the wheels turning there is no money coming in. But sometimes there just is no choice and it is just a waiting game. When the roads finally opened up on April 1st you might have thought at first it was an April fool’s joke, until the drivers witnessed the massive amount of damage to the roads. Damage that will take months and months of disruptions and many billions of dollars to fix and that will affect driver’s schedules for months on end. Aaaah, I guess that all part of a Transport Operator’s life - the fun, the games, the delays, the costs.
News
WA’s biggest free-flowing freeway-tofreeway interchange opens W
A’s biggest high-speed interchange is now open, following the completion of works on NorthLink WA’s most complex component - the intersection of Tonkin Highway and Reid Highway in Perth's north-east. The opening of all remaining ramps on the interchange means motorists can now enjoy a free-flowing journey in all directions, saving time and improving safety. Minister for Cities, Urban Infrastructure and Population Alan Tudge said NorthLink WA is a vital, state-of-the-art transport link between Morley and Muchea diverting 80 per cent of heavy vehicles away from local roads and improving amenity in the Swan Valley for residents and the 600,000 tourists visiting the area each year. “Road users travelling from Kewdale to Muchea can potentially avoid up to 16 sets
of traffic lights, two railway crossings and 21 speed limit changes,” Mr Tudge said. A new flyover will also replace the temporary roundabout that has been in place at Beechboro Road North, enabling traffic to go over Reid Highway. WA Transport and Planning Minister Rita Saffioti said this is yet another boost for north-eastern suburban residents, who have been crying out for better transport links. “We now have several transport projects nearing completion, underway or being planned,” Ms Saffioti said. “Once complete, NorthLink WA will provide much needed extra road capacity to Perth’s north-east, which is a priority for the growing community of Ellenbrook.” Motorists travelling north on Tonkin Highway will now be able to travel on the
new section of road as far as the Gnangara Road T-junction, about 7.5km north of the Reid-Tonkin interchange. Member for Pearce Christian Porter said, once the Gnangara Road intersection is completed, the journey along the new alignment will be able to continue onto Gnangara Road without the interruption of the signalised T-junction. Until the highway is open to Gnangara Road interchange, heavy vehicles will use Reid Highway and Great Northern Highway. An animated video with the additional movements has been created to help motorists navigate the changes. The NorthLink WA initiative is jointly funded by the Federal ($821m) and State ($204m) governments. Completion of the northern section to Muchea is expected by the end of 2019.
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11
Focus licences (such as Driver and Dangerous Goods) and your commercial vehicle driver’s medical certificate is current. You must also conduct a daily pre-start vehicle and trailer inspection, which meets the standards under WA Accreditation Vehicle Maintenance Management and sign your trip sheet or log book to confirm you have completed the inspection.
Heavy Vehicle Tips for Trip Planning
M
ain Roads wants everyone using our road network to arrive at their destination safely and on time. Whether you are a sole operator, employeedriver, or sub-contractor, developing a trip plan is a good way of providing yourself with sufficient time to enable you to safely complete the journey and tasks required. The following checklist may help highlight the importance of trip planning and your responsibilities in the process.
Inspect your Load Before setting off confirm that your vehicle and any trailers used in the combination comply with relevant legislation and applicable permits. Additionally, always check, confirm, and be satisfied that the load width, length, height and weight are in accordance with your Main Roads permit. Make sure the load is correctly positioned, or use additional stabilising equipment to ensure the mass is sufficiently distributed across the trailer. Remember, you are responsible for the safe and legal transportation of the load so you must conduct a load inspection to confirm the load is properly secured, restrained and/ or contained, and that the correct type of restraint method and equipment used is in good condition and sufficiently rated in accordance with the load restraint guide. Always conduct a load inspection at each stop or rest break you take too, to ensure the load remains properly secured, restrained or contained and has not moved during transport.
Fatigue Management If you are planning or scheduling your own trip you must make provision for mandatory rest stops/breaks in accordance with the Western Australian Fatigue Management for Commercial Vehicle Drivers. As the driver, you must document and record when and for how long the breaks/rest stops are taken. Consideration should also be given to potential delays when scheduling the journey. If someone else plans your trip always check that the schedule timeframe and work instruction given to you is in accordance with WA fatigue standards and other relevant legislation. If you’re not satisfied that the scheduling is in accordance with WA fatigue management standards or your Main Roads WA Permit Conditions then, in the first instance, discuss your concerns with your supervisor or employer to achieve a resolution. If necessary, contact Main Roads Heavy Vehicle Services for advice on permit related issues, or WorkSafe WA for fatigue related issues. 12
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Documentation
Check your Route Always check your intended route. If you plan to travel off the main haulage routes on to local country roads, make sure that the combination you are driving is permitted to travel on the local roads you want to use. To help, we suggest that you plan your journey using our RAV Mapping Tool, which provides an up to date map of the approved roads published in the Network Road Tables. Updates to the Network Road Tables and the RAV Mapping Tool are published every Wednesday.
Licences & Pre-Trip Checks Once you’re happy with your plan and before you commence your journey, ensure you are well rested and that you’re
Before you’re on your way, check that you have all the required documentation with you, including your driver’s licence, a current Main Roads permit relevant to the vehicle combination and load you are transporting, the Main Roads Permit Operating Conditions, local authority approval letter, and your consignment notes and weigh dockets, if applicable. These documents can be carried electronically, provided you are able to produce them in a readable format upon request. Finally, Main Roads encourages all heavy vehicle operators to observe all the road rules along your journey, and adjust your driving behaviour according to road and weather conditions. It’s important that you arrive safely at your destination, but more important that you return home, to your family and friends, safely. For further information on any Heavy Vehicle related issues please visit: www.mainroads. wa.gov.au or call the Heavy Vehicle Helpdesk on 138 486.
O
zland Drilling and Blasting Services Pty Ltd is a Western Australianowned company servicing the Australian mining and construction industries. That includes civil drilling and blasting for pipelines, roads and dams, as well as grade control. Established in 2010, Ozland has built a huge reputation with about 140 staff (has peaked at 230 in a healthier business climate) working the company’s drills around the clock in the State’s great expanses. With that reputation in production drilling comes a wealth of knowledge and experience that has helped the company achieve some high-profile projects. These include the Mount Keith Nickel Mine, Worsley Refinery and Boddington Bauxite Mine for BHP Billiton; the Cape Lambert Expansion Project for Rio Tinto Iron Ore; Samson Brooke Dam for the Water Corporation; Mt Webber/Wodgina Mine for BGC; and the Iron Valley, Jackson 4, Mount Marion mines for Mineral Resources. Such is the expertise and equipment needed to do the jobs, Ozland has a vast array of heavy equipment, including hammer drill rigs, rotary drill rigs, mobile processing units and explosive storage compounds. Vehicles play a large part in keeping the company moving from explosive transport and mine specification vehicles, to water trucks and ancillary equipment. Ozland Director Kevin Fitzgerald has been
MAJOR MOTORS
Impressed with the reliability of
buying vehicles from Peter Dewar at Major Motors’ Forrestfield headquarters because “Pete is a very experienced operator and a pleasure to deal with”. Ozland ‘s latest acquisition is a water
truck, which is set up to supply water into the drilling equipment at the Rocky’s Reward mine site. Another vehicle is being set up with a drill cabin on the rear. This is a radical new step for Ozland — state of the art — and will be of huge benefit because of the rugged location it needs to work, the different grounds it has to negotiate and because of the robustness of the Isuzu, Kevin said. He has been impressed with the reliability of the Isuzus and candidly said that the smaller Isuzu trucks have no equal. “The smaller NPS — there is nothing on the market that can challenge that. It’s the perfect size and is really good.” As with running such a large business, Kevin knows that trust is an important factor. “The main reason I deal with Major Motors is that I know the guys, trust the guys; I ring up and they just go and sort it out. It’s the personal service you get there,” he said. Ozland has many long contracts that involve round-the-clock operations. Having expensive equipment lying around is not a viable option. “The equipment only gets shut down for a change of shift and then starts up again.” On the state of business in Western Australia, he said: “It is picking up. It’s not there yet. We’ve been through the mining boom. Everyone is feeling the rumblings of things getting busy. The labour market is getting harder to find experienced people, which is going to be the next major challenge,” Kevin said. •
The smaller NPS — there is nothing on the market that can challenge that. It’s the perfect size and is really good
9365 6333 9331 9331 789 ABERNETHY ROAD, FORRESTFIELD
2 SELKIS ROAD, BIBRA LAKE
www.majormotors.com.au
@MajorMotorsISUZU WATM • May 2019
13
Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO
Substance over Selfies
A
n interesting discussion occurred during the Australian Trucking Association (ATA) Conference in Perth recently over value to members. Quite bluntly, I believe in substance over selfies. That is, I believe in doing the work behind the scenes to get results for members. As it will be shown below this approach works. Whilst other associations (not West Australian) are in the trade media every other day, (i.e. the Selfie approach) their actual delivery of real benefits to members is well, about the same as the Dockers trophy cabinet.
Quietly Delivering Nearly 18 months ago Western Roads Federation set out to re-establish a peak industry body for Western Australia. The vision was to create a modern and progressive voice for our industry that was respected by Government, the Business Community and above all our industry. That model has worked, some of it is public knowledge and some just limited to members, for example: • Nationally Western Roads Federation have been instrumental in leading the successful campaign all the way 14
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to the deputy Prime Minister for an independent inquiry into the Over Size Over Mass permit system. • At a State level, quietly behind the scenes Western Roads Federation have been very active in: N Successfully having the local government charges issue addressed by Government, saving the industry several million dollars in charges. N Having some North West and Northern Territory roads classified as Defence Priorities so that we can get investment in nearly 2500 km of roads to address road safety and access issues for our members. N Moving the priority from the outer harbor to inner harbor access and productivity. N Finally being able to progress a metro logistics study with UWA, now that funding has been secured. • At a member level, we have been dealing with a range of issues from gaining increased access (which saved one member’s client $23 million
per annum), road re-classification, increasing the mobile data coverage at the port etc. Currently, Western Roads Federation is actively working on progressing member solutions for the skills shortage, increased regional road investment and barriers to efficient delivery of services by road within the metropolitan area. That is just a small sample of the issues we are currently working on. The theme of our first year was ‘Establishing Credibility’ and we have definitely achieved that, for example: • The Minister has appointed Western Roads Federation as the sole road transport association representative on the Ministerial Advisory Panel, the revamped WA Freight and Logistics Council and the Road Freight Industry Council. In addition, WRF represents the industry at Main Roads group meetings on heavy vehicle issues. • The Chambers of Commerce partnered with Western Roads Federation to conduct highly successful joint Freight and Logistics events in Perth and across regional Western Australia.
• Western Roads Federation partnered with WA Business News in order to help raise our industry profile via a 22 page special feature on our industry; which received exceptional reviews from politicians and industry leaders. • Western Roads Federation was also only one of very few organisations invited to the National Fatigue summit, where we successfully argued that WA’s the flexibility inherit in the WA model should be adopted in any future revised national standard. • Telstra has appointed Western Roads Federation to their Regional Advisory Council and WA Farmers invited us to be a speaker at their conference, the
Defence and Resources sector leaders also invited us to a selected round table. This reflects well on our industry and the important role we provide. • Politically, Western Roads Federation has established good relationships with both sides of politics, whilst remaining committed to being bi-partisan in our approach. • Western Roads Federation has also established a working relationship with the Transport Workers Union. • Finally, Western Roads Federation has established great working relationships with the WA Livestock and Rural Transport Association and TransafeWA, as well as most other State Associations.
The theme this year will be sustainability, based on two objectives: 1. Establishing a financially sustainable business model 2. Creating the processes and means by which member groups can drive policy and solutions Credibility is vitally important as it gives us the influence to help deliver better outcomes to our members and the wider industry. Therefore, I ask that all members to actively encourage other transport businesses in their network to become members of Western Roads Federation, as it our effectiveness in bringing benefits to the industry depends on a united industry voice. Thank you to all members for your support.
Western Roads Federation was also only one of very few organisations invited to the National Fatigue summit, where we successfully argued that WA’s the flexibility inherit in the WA model should be adopted in any future revised national standard
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 • May 2019
15
Focus DANGEROUS GOODS By Department of Mines, Industry Regulation and Safety (DMIRS)
Turning a blind eye is risky business – Avoiding tanker incidents on public roads
O
perators must recognise the risks of the environment in which they transport dangerous goods. An inherent residual risk exists for dangerous goods carriage on public roads. In 2013, an ammonium nitrate (AN) prill driver was engulfed by fire after a head-on collision at Wubin. While this is the only fatality directly attributed to transporting dangerous goods in Western Australia in the last 10 years, there were 10 major dangerous goods transport incidents in the period February 2017 to April 2018. Eight of the incidents were on public roads and three involved evasion of livestock. The outcomes were seven losses of containment, one prime mover destroyed and one instance of cylinder load remaining intact. Driving a tanker on public roads means that your dangerous goods load is vulnerable to driver behaviour – of both the dangerous goods driver and the public – and the road environment, including road camber, animal activity and weather conditions. The consequences of tanker incidents in the public road space are: • HAZMAT response which includes DFES operational divisions, DGS officer support, WA Police and approved emergency responders • disruption of major arterial routes in both urban and rural areas • environment contamination and clean up • threats to other road users and nearby properties • considerable costs of incident response and recovery. While no events originated from the dangerous goods container; that is, there were no malfunctioning tanks or bulk solid containers, the nature of the dangerous goods demands appropriate assessment of external environment they are being transported through.
How does your company utilise appropriate hazard analysis tools? Analogous to the “Safety SAM” message – Spot the Hazard, Assess the Risk and Make the Change – there exists a need to 16
WATM • May 2019
Class or Division
Primary Hazard
Class 1
Explosive
Transport of explosives is incompatible with all other classes and/or divisions of dangerous goods once placard load thresholds of either are reached.
Division 2.1
Flammability
Leakage of gas into unventilated cargo transport unit forms flammable atmosphere with potential to contact a mobile or fixed ignition source.
Compressed gas
Stored potential energy in cylinder can lead to rapid release from valve and injure personnel or puncture adjacent packages.
FLAMMABLE GAS
Inherent chemical hazard
2
Division 2.2
Leakage of gas into unventilated cargo transport unit forms asphyxiant atmosphere.
NON-FLAMMABLE NON-TOXIC GAS
2
Division 2.3
Toxic gas
Leakage of cylinders in public places, assembly areas or depots leads to acute poisoning of workers or public fatalities.
TOXIC GAS
2
Class 3
FLAMMABLE LIQUID
3
Leakage of gas into unventilated cargo transport unit forms toxic atmosphere.
Flammability
Leakage of liquid into unventilated cargo transport unit forms flammable atmosphere. Leakage of liquid onto hot exhaust, or flammable vapour contacts an ignition source leading to combustion.
minimise transport risk by: • identifying the hazard (transport documents and load type) • assessing the risk (transport mode, vulnerability, incident consequence) • applying relevant controls (vehicle, segregation, restraint, product training) Your company’s capability to deal with the aftermath of dangerous goods transport incidents with high potential for loss of containment of goods is important. You should periodically review your preparedness status and your Transport Emergency Response Plan. The duty of transport operators to minimise risk from dangerous goods is set out in section 8 of the Dangerous Goods Safety Act 2004. Expertise resides in current transport companies and risk consultancies to apply relevant hazard analyses and risk reduction methods. Here are some of the techniques available to you:
Qualitative treatment of each aspect of your transport operation • What-if? Could be applied to a pallet or cylinder loading operation. • 5-Whys. Learnings from incident analysis or near miss by drilling progressively deeper. • Risk ranking against internal criteria (familiar matrix approach). • Comparative route assessments. See the NSW Department of Planning Hazardous Industry Planning Advisory Paper No. 11 – Route Selection for details at: www.planning.nsw.gov.au/-/media/ Files/DPE/Other/hazardous-industryplanning-advisory-paper-no-11-routeselection-2011-01.pdf?la=en.
Quantitative risk assessment for specific activities with dangerous goods (e.g. transfer) • HAZID. Hazard identification is a fundamental starting point to initiate controls. • HAZOP. Line-by-line nodal assessment for tanker transfers and bulk loading activities. • LOPA. Layer of protections analysis. • Bow-tie. Graphical illustration that links preventative and mitigative controls to major incident scenarios. The Department has a number of resources to assist transport companies to meet their responsibilities when arranging for dangerous goods to be transported on public roads. Dangerous Goods Safety Matters:
TABLE 1: RECENT DANGEROUS GOODS TRANSPORT INCIDENTS IN WESTERN AUSTRALIA Incident ANSOL prime mover fire (Meekatharra, April 2018)
Observations
Consequences
Fire burnt out the prime mover and spread to front trailer holding the portable tanks, but did not impact the load.
Prime mover disconnected and burnt out safely.
Diesel tanker collision with vehicle (Bannister, March 2018)
Loss of containment resulting from rollover; transfer and clean-up roadside.
Albany Highway closed during transfer. Road repairs required by Main Roads.
Diesel tanker sideswiped by machinery (Tonkin Hwy, February 2018)
Tanker rear pierced by over width load; fuel from rear compartment lost at intersection.
Vehicles drove through diesel spill. Ignition potential high.
Bitumen trailer rollover (Wubin, February 2018)
Driver distraction; pre-dawn driving; livestock involved.
19 kL hot bitumen spilled requiring road shoulder clean up and minor road repairs.
AN prill rollover (Kumarina, January 2018)
Rear dolly LHS wheels drop-off; Catastrophic potential for oncoming trailer detached from chassis and AN vehicle collision. product dispersed. Solid clean up in remote area inconvenienced road users.
LNG tanker piercing by head-on collision (Nanutarra, January 2018)
Jack-knifing of combination after stock evasion. Collision of rear tanker with oncoming drop-deck created massive puncture; ignition of LNG.
Bush fire created by combusting LNG imperilled two drivers.
Damaged Sulphur Dioxide ISO (Fremantle Port, August 2017)
ISO offloaded at Fremantle and transported without proper load restraint.
Consignee bore brunt of repair methodology on behalf of manufacturer.
Major structural assessments required before movement to Henderson.
ANSOL unaffected and transported to mine site.
HAZMAT response and lengthy environmental fuel recovery.
Prime mover, low loader and rear LNG tanker destroyed.
Victorian wine industry bereft of antioxidant.
LPG cylinders trailer rollover (Myalup, July 2017)
Driver drifted off road into soft edge and could not correct
Cylinder intact. Emergency services and company staff spent considerable time on-site assessing and recovering.
ANE tanker rollover (Menzies, February 2017)
Livestock involved as driver of rigid tanker took evasive action.
Tanker rollover resulted in no product loss or injury. Mobile crane despatched to right vehicle.
Hypochlorite transfer to storage tank (Bassendean, February 2017)
Transfer connection malfunction; PPE inadequacy; emergency shutdown delay.
Driver affected by exposure to product spray. Transfer hoses re-assessed for compatibility.
Eight of the incidents were on public roads and three involved evasion of livestock. The outcomes were seven losses of containment, one prime mover destroyed and one instance of cylinder load remaining intact self-audit guide for prime contractors sets out a step-by-step process for evaluating your transport system. It is supported by the Six Pillars toolbox series. Visit: www.dmp.wa.gov.au/ Documents/Dangerous-goods/DGS_G_ SelfCheckGuideForPrimeContractors.pdf The Dangerous Goods Transport Hazard Overview prompts operators to consider mechanical packaging issues, inherent
chemical hazards, consignment practices and emergency preparedness. Visit: www. dmp.wa.gov.au/Documents/Dangerous-Goods/ DGS_T_TransportHazardOverview.docx The Decoder App (Dangerous Goods Road Transport Decoder) streamlines the requirements from the Australian Dangerous Goods Code into your mobile phone. Visit: www.dmp.wa.gov.au/Dangerous-GoodsRoad-Transport-23299.aspx. WATM • May 2019
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News
Federal Government's final quarter effort on transport
T
he State Government has secured additional Commonwealth funding for WA road and METRONET infrastructure in the last Budget before the Federal Election. The funding boost responds to a number of infrastructure project funding requests consistently put forward by the State Government over the last two years and they have been keen to put forward as many proposals as possible, and to develop business cases and funding submissions for projects that had previously not been on the radar. Part of the new funding will go towards topping up Commonwealth contributions or matching State funding for projects such as METRONET level crossings, Tonkin Highway upgrades in the southeastern suburbs, Mandurah train station multi-storey car park, Albany Ring Road, Karratha-Tom Price Road and Bunbury Outer Ring Road. Other funding has also been put towards projects identified by the State Government, such as replacing the Fremantle Traffic Bridge and developing the business case for the Outer Harbour through Westport.
Road Safety boost welcomed
T
he recent announcement of an additional $2.2 billion in road safety funding has been welcomed by the transport industry. The $2.2 billion will deliver $274 million for heavy vehicle safety and rest areas, an additional $1.1 billion under the Roads to Recovery program, and a further $12 million for road safety innovation. A new Office of Road Safety will be established, which will lead key road safety priorities, working closely with state, territory and local governments. An additional $571.1 million has been allocated to improve the safety and efficiency of heavy vehicle operations through the Bridges Renewal Program and Heavy Vehicle Safety and Productivity Program, including the establishment of
A new Office of Road Safety will be established, which will lead key road safety priorities, working closely with state, territory and local governments
Over to you
THE LONE WOLF by John Milner
hilst this is not about transport per say, what I would like to share with you seems to be common in our transport industry, particularly with men. We just don’t look after ourselves properly. Recently, I had to visit the doctor to get a cancer cut out of my leg. It all began a few months ago as I had a sore on my leg that had been there for a while. She took a biopsy and I was told it was melanoma and it would have
to be removed in hospital. Not knowing much about melanoma, I found out there were three types with the worse going through your skin and getting into your blood system. Fortunately for me, it turned out to be one of the lesser ones. It has made me think about a lot of health issues I have been putting off being treated, mostly for the reason I would be ‘out of action’ for too long. At the end of the day,
W
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the Office of Road Safety. This additional investment, aimed to fix black spots and improve safety in regional roads, will help enhance the safety and efficiency of heavy vehicle operations and reduce fatalities on our roads. There were 175 fatalities involving heavy vehicles and buses in 2018. While that is the lowest number ever recorded, it shows there is still a long way to go and many lives to save. Deputy Prime Minister Michael McCormack said the office would work with the states, territories and local government as well as road safety groups to prioritise ways to reduce deaths and injuries. For more information on the Heavy Vehicle Safety Initiative program visit www.nhvr.gov. au/hvsi
many of us in the transport industry do not act on our health issues. We think we are bullet proof and this is not the case especially as we get older and everything comes to a head. If you have spots on you, get them checked out and make that a priority if they get annoying, itchy or change colour. Get to your doctor and make your health a priority in your life. Take care.
News
West Australian Hall of Fame Inductee
Peter (Pancho) Parkinson
P
eter (Pancho) Parkinson was the youngest of three boys who grew up on a farm in Naracoorte. He knew from a young age he was destined to be a truck driver. His first job was driving a harvester for AJ Moore & Co before he went on to work for SF Crisp Transport driving a D-Series 20 ft tray. In 1972, Peter bought a new 1830 Acco to cart sheep and cattle but after just 18 months he sold up and went back to Crisp Transport driving a Ford F750 all over Australia, with 2½ deck sheep and 1½ deck cattle crate. After Sid Crisp stepped down, Peter went into a partnership with Sid’s son Barry, together they ran SF Crisp Transport with three Mack’s and two Louisville’s, 1985 the company went bankrupt. Peter’s next venture was driving for Peter Burns carting grain, super, wool and general in a Cabover Kenworth until 1989 when he moved to Western Australia and drove a K100 carting containers off the local rail. In 1993 he bought a B-double and went to work for Fife Distribution in Western Australia carting containers of grain, malt and barley which was used to make beer in Japan. In 1995 he sold the Kenworth and bought an LTS carting paper off the Fremantle wharf. Selling the LTS in 1998 Peter bought a 112 Freightliner with a drop deck trailer carting farm machinery interstate. In 2003 he was pulling a side loader for Sadleir’s Transport and then carting pre-
fabricated steel for Ital Steel in a Scania. In 2011 Peter headed up north to Port Hedland to drive a 904 Kenworth with four side tippers carting iron ore from Wodgina mine to Utah Point. He has seen technology change over the years, especially MT data recording all speed and time movements which also tells him when he has to have a break. Now driving a 909 Kenworth with quad side tippers for McAleese Resources on a fly in, fly out roster, he looks forward to going back home to his wife Suzanne and even after 46 years in the transport industry Peter still has a love of driving.
WATM • May 2019
19
Over to you LRTAWA by Andy Jacob, President, Livestock and Rural Transport Association of Western Australia (Inc)
TAKE CONTROL OF THE FUTURE
I
n my last column I referred to New Year’s resolutions and what the future holds for transport and I wanted to continue that theme and have a look at some of the big ticket policy ideas on the horizon that impact on us all. This is particularly relevant as we head to a federal election and we turn our attention to the transport and business policies of the major parties. There is scant detail at this point given that at the time of writing no date had been set for the election, but we assume it will be around May. It is not all about the election though as there are inquiries and reviews underway that we should all be aware of and engage with our associations to have a say. One of the more significant reviews is the NTC Review of Heavy Vehicle National Law. The aim of this review is to deliver a modern, outcome focussed law that will not be a one-size fits all approach. The review will most certainly consider how Western Australia and the Northern Territory could be included in a national law so it is important we get involved. The first discussion paper arising from
News
Upgrade flagged for notorious freeway bridge-strike hotspot
T
he State Government has announced it will be increasing clearance of the 50-year-old Hay Street Bridge over the Mitchell Freeway, following a series of traffic-stopping truck strikes in recent years. Plans to improve the vertical clearance of Hay Street Bridge over the Mitchell Freeway were announced with a call for expressions of interest to undertake the improvement works at the bridge-strike Perth hotspot. The Hay Street Bridge location has also become a priority, given the bridge’s history of strikes by unauthorised over-height vehicles. Data reveals the Hay Street Bridge
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The review will most certainly consider how Western Australia and the Northern Territory could be included in a national law so it is important we get involved the review is on risk based heavy vehicle regulation and submissions close in May. This will be followed by a discussion paper on effective fatigue management. At a state level implementation of the recommendations from the accreditation review will be ongoing for some time and will undoubtedly have an impact on how transport companies operate. Resources and stamina will be needed to keep the changes under review and to help shape the result. Unfair contracts have been in the news too with both major parties making announcements about new laws dealing with unfair contracts. Both parties plan to make unfair contracts illegal, increase the penalties and widen the scope of small businesses. Coincidentally, the ACCC has intervened in contracts between three stevedoring companies and transport businesses to ensure contract terms relating to loss and liability were balanced and fair and that the contract terms couldn’t unilaterally be changed by the prime contractor. This is an important decision as it highlights that there are provisions in the law to protect
small businesses and contractors and we should be aware of them ahead of debate on ‘safe rates’. The ALP intention to introduce some form of mandatory payment system for transport related contracts is another area where industry needs to be informed and have constructive input if it hopes to influence the result. Some of the questions to be answered about any new system include whether the system should be industrial relations based or placed in corporate regulation? Are all the contractors involved independent or are they really employees? Into what areas of transport operations will the system extend? Will fatigue be included and if so how will that impact on the WA system? How will climate policies affect our industry? Both major parties are setting targets for reducing emissions. Labor has announced a plan to reduce pollution by 45% on 2005 levels by 2030 and the Coalition has a target of between 26 – 28%. Labor wants 50% of all new car sales to be electric vehicles by 2030. If this target was to be realised there will be a marked
reduction in fuel excise income so what will that mean for heavy vehicles. The expansion of the safeguard mechanism (Cap and Trade), 25,000 tonnes down from 100,000 tonnes, will arguably bring a number of supply chain participants into the mix and increase their costs – abattoirs and fertiliser manufacturers for example and large transport companies. The quest for a level playing field is becoming more elusive and these need to be brought to the regulators attention if there is an expectation of overcoming the barriers. As you can see, there is a lot going on and this is only a small sample of the policy agenda. The point of raising these issues is to highlight the importance of individual players in our industry becoming engaged in constructive debate. Join an association and have your say. Dashing off a few ill-chosen words on social media doesn’t always show our industry in a good light but being part of a group that argues the case professionally does.
“Data reveals the Hay Street Bridge has been hit 20 times, with nine of these strikes occurring within the past five years” has been hit 20 times, with nine of these strikes occurring within the past five years. The most recent strike occurred in August 2018, causing safety concerns and prolonged disruption to traffic while the clean-up and engineering assessment of the bridge was undertaken. The bridge was constructed in 1968 and complied with bridge height clearance standards of the day; however, it is now considered a low height clearance structure. Once the improvement works are completed, there will be a significant reduction to the risk of vehicle strikes. Construction timing will depend on the outcome of the expressions of interest process, however, it
will likely start in late 2020. The $6 million project is being funded by the State Government. More information on the procurement process is available at: www.tenders.wa.gov.au WA Transport Minister Rita Saffioti said, “As most Perth road users would be aware, there are very significant safety risks and traffic delays caused by unauthorised over heightvehicles hitting the Hay Street Bridge when travelling southbound on Mitchell Freeway. “Lane closures are sometimes required to clean up resulting debris and to assess potential bridge damage. This leads to heavy traffic congestion for long periods of time, which causes frustration for all road users.
“The expressions of interest will help Main Roads establish an alliance contract to progress the agency’s preliminary plans for improving the bridge clearance, with a view to commence construction later this year. “Given the complex nature of these works, as well as the location, there will be substantial impacts for road users and the wider community when works are undertaken. “Main Roads and its alliance partner will explore all opportunities to minimise these impacts, and will work closely with stakeholders during the development of the design and construction. WATM • May 2019
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Over to you
Shannon’s Classic Car Show at Ascot Racecourse
(Above) The nice weather and the fact that the event is closer and easier to get to prompted many of our members to come along for a day out. We had a great line up behind our HCVC banner
T
his is an event that brings all the different cars, trucks, motorcycles and vehicle enthusiast clubs together for one big show. It started back in 1969 with five British car clubs getting together for a show and this year Shannon’s Classic Car Show celebrated its 50th anniversary with around 70 clubs and hundreds of vehicles attending. There was something for everyone to enjoy, from the Czechoslovakian Velorex that was made on a budget during a time of political and economic hardship to big flamboyant American cars from a bygone era. Also on show was the working class family cars / utes / trucks that everybody used to have thirty and forty years ago and didn’t care much about. Now they are collectors’ items.
The very large 1918 - 21 America La France drew a lot of admirers. More like a truck with its 24 inch wheels and 15 litre motor and fuel tank to match
Czechoslovakian Velorex
Bonnets Up. A good line up of mid-70s Holdens
Red Fargo Ute and caravan from the same era
“Good Dog” seen with another unusual load, this time it was Lindsay Hills Dennis Fire engine. Seen here in the early morning with the chimneys of the old heritage listed Ascot Brickworks in the background. The group of kilns, which were commonly used in Australia in the first half of the twentieth century, are thought to be the largest such group still standing in the country
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History
The History of the West Australian Road Transport Industry
By Russell McKinnon Fremantle in 1957. Until 1966, Kings Square was divided into two triangles by High Street.
Hay Street, 1957.
1957 A
t long last the Government saw sense and realised that the Transport Coordination Act had outlived its life and a motion was introduced and passed by the Parliament for the closure of 16 WA Government Railway lines, totaling 842 miles of track. Figures thrown up by the Minister of Transport, Mr Graham, were compelling with £75 million required during the next 10 years to rehabilitate existing lines, at a time when road transport was on the surge. He stated that during the previous 10 years nearly £35 million of loan money had been expended on capital works at a time when losses totalled more than £32 million, meaning a total loss to the State of more than £67 million. Liberal Party members supported the motion while Country Party members were against. The Minister stated that “it calls for efficiency by operators to show the people in those districts that road transport is the answer for still more nonpaying lines to be closed”. The Government passed a Bill creating the Metropolitan Passenger Transport Trust, which came into effect on January 1958. It gave the new trust authority to acquire all private metropolitan bus services
and all Government tram and trolley bus services, together with responsibility for providing efficient transport facilities throughout the metropolitan area. The first bus companies to be taken over were the Metro and Beam companies, followed by the Carlisle, Kalamunda, United and Emu bus companies. The WA Government and Fremantle Municipal Tramways, the Coogee-Spearwood Bus Company, the Riverton Bus Service and the North Beach Bus Company followed. It was completed with the acquisition of the Scarborough Bus Company in April, 1962. There was a motley fleet of 561 buses, some more than 30 years old. They adopted the green and cream livery of the former Metro company, as it had the largest number of vehicles. From The Transporter of January 1957: “As from July 1, 1957, it will be an offence for any driver of a vehicle to back out of laneways in the city block between the hours of 8am and 6pm weekdays and 8am and 12.30pm on Saturdays.” President H A Robinson, in his Quarterly Meeting address on March 7, 1957, noted the little increase in demand for road transport services, citing the recession in trade and commerce, “big money is not in circulation; the merchants’ shelves are full and there are no very big projects underway, which
would give any considerable work to the industry”. He heralded the closure of certain train lines as possibly heartening the industry as “a golden opportunity for the road transport industry to demonstrate the capacity of road transport, by private enterprise, to provide an efficient and economical service to the public”. South Australia imposed a vicious levy on inter-State vehicles over two and a half tons tare weight and not licensed in SA to pay a one penny per ton on the tare weight of the vehicle per mile travelled on SA roads. This money was to be paid to the Transport Board with severe penalties provided by fines and even impounding vehicles and goods where the tax is not paid by the middle of the month following the trip. There were 700,215 commercial vehicles on Australian roads by June 30, out of a total registration of 1,556,952 motor vehicles. Commonwealth Oil Refineries Ltd received 107 school bus operators for a tour of the Kwinana Oil Refinery on February 4, 1957. Zone school bus meetings were staged in the first half of the year for Narrogin, Lower Great Southern, Manjimup, Busselton, Northam, Merredin, Corrigin, Metropolitan, Wongan Hills, Geraldton and Pinjarra. Advertisements in The Transporter in May 1957 “For Sale: School Bus, 5-year contract, 55 miles per day in Great Southern. AEC, 1948 diesel, children seating 49 — Dunlopillow seats — six-roomed house in town for sale with contract.” “For Sale: School bus contract — large Great Southern town. 1955 Ford 5 ton — children seating 48 — half bitumen route — accommodation available.” The average wage for a stevedore at Fremantle was £18 7s 9d, plus 4s 11d attendance money for a 30.2-hour week. This . was £1 6s above the national average WATM • May 2019
23
Over to 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.
MACK R600 Rigid Tipper MARK CAMILLERI of South Australia built this impressive Mack R600 Rigid Tipper. The model started as a Mack R600 prime mover. Mark then converted the model to right hand drive and added an array of parts for the traditional ‘Aussie’ Mack look. The parts included stone guards, twin air cleaners , twin stacks and much more. Mark also scratch built the aluminium tipper body coupled to impressive roll tarp.
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 • May 2019
REPAIRS
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