WA TRANSPORT MAGAZINE - AUGUST 2019 EDITION

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

WA

ISSN 2202-6193 100007516 August 2019 | price $6.95

TRANSPORT magazine

Page 2

Bruce Rock Engineering partners with Wabash National to launch new range of refrigerated trailers With a low tare weight and thermal efficiency performance that is claimed to comfortably eclipse the competition, the new Cold Core MSC refrigerated trailer range by Bruce Rock Engineering is poised to provide worthwhile efficiency gains to operators in the temperaturecontrolled transport realm.

IN THIS ISSUE:

• Agricultural Chemical Transport • Owner Drivers Act – Should be making it better • Is the HVNL Review ignoring WA? • New Office of Road Safety WATM • August 2019

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THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

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WATM • August 2019

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DELIV E HOPERING 2

It is now widely acknowledged that we have a truck driver shortage. Transport companies and the Government are concerned and are making efforts to fix the problem with talk about ways to encourage newer and younger drivers to get behind the wheel of a truck

IN THIS ISSUE:

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100007 516

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• Stay safe with fuel containers meeti t on the pport ve exercise ir 48 hicles full co ng up in No 3,700 kil and trucks, 35 • Safer bridges for Albany om nting ov Highway ent, rseman on etre jou er 100 vo suppor • Payment time’s review aiming luntee t the 22 rney fro IN TH to arr m IS IS • $2.6 Billion Koodaideri ive in nd Janua Esperan rs SU iron ry to Coba ce E: ore mine • xx for r on x Austr m the alia Da • xx x y.

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5

Over to you

Our Heavy Vehicle Helpdesk is available 7 days a week.

Talk to us about: Permits

Accreditation

OSOM movements

Route Assessments

Trafic Escort bookings

Compliance

The Heavy Vehicle Helpdesk is open from: 7am to 6.00pm Monday to Friday and 7am to 3.30pm Saturday, Sunday and WA public holidays.

Main Roads Heavy Vehicle Services 525 Great Eastern Highway REDCLIFFE 6104

Tel: 138 486 Fax: 9475 8455 Email: hvs@mainroads.wa.gov.au www.mainroads.wa.gov.au 1 WATM • August 2019

Focus

Loads must be stowed and restrained within sides and gates

Agricultural chemical transport Cultivate best practice and reap the benefits

W

inter is upon us and, in Western Australia’s wheatbelt, this means it’s time for crop consolidation, pasture rejuvenation and flock regeneration.

Many broadacre cropping ventures have an ongoing chemical application program of insecticides, herbicides and soluble fertilisers.

As a result, the logistics of accommodating on-farm delivery place a demand on agricultural chemical (agchem) suppliers.

To this end, the Department of Mines, Industry Regulation and Petroleum (the Department) regulates the safe transport of agchem materials through the enforcement of the Dangerous Goods Transport Regulations. In parallel, WorkSafe WA advocates the safe handling of hazardous chemicals in rural operations; and the industry-led, non-profit organisation, Agsafe, trains people to meet their obligations for the safe transport, handling and storage of agricultural and veterinary (agvet) chemicals.

The environmental and economic impact of transport incidents involving agchem highlights the importance of maintaining safe practices for the transport of dangerous goods throughout the supply chain.

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WATM • August 2019

The impact of transport incidents involving agricultural chemicals • A drum on a palletised gramoxone load was punctured by a protruding nail, requiring a trailer clean-up, rinsing of remaining drums and restacking for delivery.

• A combined paraquat and glyphosate load was involved in a vehicle collision, releasing a large quantity of herbicides from envirodrums and intermediate bulk containers onto the roadside.

• An 18 tonne non-placarded load of herbicide and bleach impacted a residence as a result of a road accident.

• Lack of internal load restraint and segregation of packaged corrosives led to a 36-hour closure of the Great Eastern Highway after a twotruck collision.

Regulatory requirements Western Australia’s dangerous goods transport regulations reference practical

safety measures in the Australian Dangerous Goods Code (ADG7.6) that apply to the transport of all dangerous goods, including packages of fumigants, boxes of aerosols, herbicides in envirodrums, and road tankers of formulated dangerous goods.

The load threshold at which all regulations apply is termed the “placard load quantity”. For dangerous goods of high danger (Packing Group I) such as Aluminium Phosphide fumigant, that quantity is 250 kg or litres. For medium or low danger (Packing Group II/ III) goods such as Paraquat herbicide, that quantity is 1000 kg or litres.

Key responsibilities Key responsibilities for the safe transport of placard loads of dangerous goods include: • consignment information – carry transport documents and emergency information • load arrangement – restrain loads and segregate incompatible combinations of dangerous goods • placarding – display vehicle placarding and package labelling • safety equipment – provide fire

extinguishers and personal protective equipment • insurance – vehicle owners to carry $5 million minimum insurance for dangerous goods incidents.

For commercial transport of placard loads by prime contractors and subcontractors, there is an additional requirement to engage an approved emergency responder or register with the Department to become your own emergency responder.

Farmers, take note Vehicle suitability is an issue for farmers carting loads from local agchem suppliers to their own blocks. ADG7.6 requires loads to be stowed and restrained within sides and gates – with minimal vertical protrusion of packages allowed.

Farmers should inform themselves of the proper restraint devices and their capabilities before tackling an unfamiliar load. Alternatively, engage a transport professional.

Want to discuss agchem issues with a dangerous goods officer?

You can catch up with a dangerous goods officer or Agsafe officer at the Dowerin Machinery Field Days on 29 and 29 August 2019, or at the Albany Agricultural Show on 8 and 9 November 2019.

Interview with Bevan Henderson, Agsafe’s WA consultant and auditor As an industry stakeholder, what are Agsafe’s major concerns around agricultural chemical transport and handling?

Agsafe recommends resellers, particularly in large horticultural, broadacre and irrigation districts, make a habit of supplying dangerous goods shipping documents in every instance.

Drivers are urged to store shipping documents with details of the hazards prominently in their vehicles, for emergency services officers to access in the event of an incident.

Correct product segregation, where hazardous chemicals are isolated from each other to avoid the risk of fire or environmental pollution, minimises the hazards involved in mixed storage of agricultural and veterinary (agvet) chemicals.

In addition, correct load restraint is vital to safe transportation of chemicals and Agsafe strongly advises people to ensure their chemicals are not transported inside a vehicle cabin or boot, to avoid the possible event of a vapour release or leak.

What training can agricultural business owners access?

Agsafe training is recommended for

people working in the agricultural and veterinary chemical supply chain who handle, sell, recommend, advise and are responsible for the safety of agricultural and veterinary chemicals. This includes farmers, spray contractors, agronomists, warehouse managers and sales representatives.

Course participants are trained in the government regulations relating to agvet transport in their state, and the course covers segregation, emergency procedures, documentation, licensing, plus State standards and codes.

Visit: www.agsafe.org.au/training for booking details.

What resources are available to assist safe handling and transport of agricultural chemicals?

Agsafe offer face-to-face workshops, online courses and webinars suitable for people involved in all aspects of the agvet chemical sector, including government employees involved in chemical application and storage.

Our consultancy services help businesses understand and adhere to government regulations in each state, including tailor-made courses for specific industries such as forestry.

Want to know more?

For more information on what is required for the safe transport of dangerous goods, see the Department’s website: www.dmp.wa.gov.au/Dangerous-Goods/Whatis-required-for-the-safe-4452.aspx

The Dangerous Goods Road Transport Decoder App The Dangerous Goods Road Transport Decoder App gives drivers and transport companies access to dangerous goods road transport information from their computers, smartphones and tablets.

To download the app, visit: www.dmp.wa.gov.au/DangerousGoods-Road-Transport-23299.aspx Packages must be labelled and placarded

WATM • August 2019

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WA

TRANSPORT

magazine

VOLUME 25 | NUMBER 7

FROM THE PUBLISHER

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

T

hank you for all the positive feedback on the content of the last edition (July), especially on the story about objects being thrown at trucks. I know there is no quick solution to this, but the importance of reporting every incident to Police and obtaining a job number (whether you have experienced damage or not) can’t be underrated.

As I am finishing this edition, the rain is full pelt and it makes me think of our WA farmers. I hope your seeding went well and got some of this rain.

Speaking of farmers, I was pleased to read this morning that extreme vegan

DESIGN / PREPRESS Cally Browning | Bare Creative ACCOUNTS T: 08 9296 4488 E: accounts@angrychicken.com.au

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.

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 •• August August 2019 2019 WATM

Best,

Karen

CONTENTS

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)

activists who incite farm invasions will face criminal penalties under laws Morrison government is bringing to Parliament.

During the election, the Prime Minister put the activists on par with terrorist foreign fighters in terms of urgency to deal with them. So, people who trespass on farms can now face up to one year in jail or fines as high as $12,600. It is about time.

Welcome to all the new digital subscribers of the magazine and again, thank you everyone for reading the magazine.

2............................................... Agricultural chemical transport – Cultivate best practice and reap the benefits 6............................................... Safety considerations for Heavy Vehicles 9............................................... Improvements for WA’s riskiest intersection 10............................................ Western Roads Federation – Is the HVNL Review ignoring WA? RE partners with Wabash National to launch new range of 12............................................ B refrigerated trailers

15............................................ Perth’s big job-creating road builds making huge progress 16............................................ Notoriously dangerous section of Marble Bar road realigned 17............................................. New Office of Road Safety 18............................................ Improved heavy vehicle access on public roads ontractual obligations when hauling in WA – Are HVNL clauses 19............................................ C enforceable?

22.......................................... Transport Hall of Fame – Colin Mulcahy

Every Month 7................................................ Questions to the Minister 8............................................... Fair Go for Owner Drivers 14............................................ Bird’s Eye View 18............................................ The Lone Wolf 20.......................................... HCVC 23.......................................... WA Transport History 24.......................................... Model Trucks

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WATM • August 2018 2019 WATM • December

135

Focus

SAFETY CONSIDERATIONS FOR HEAVY VEHICLES

H

ave you ever thought about the time it would take, or the distance that would be required to stop your vehicle safely in an emergency?

By knowing what your safe following distance is, and maintaining that gap between your vehicle and the vehicle in front, you can ensure you have sufficient time to react in an emergency situation.

“Maintaining a safe following distance between vehicles is a key consideration in road safety, especially when it comes to challenging road conditions” a Main Roads spokesperson said.

“The safe following distance will also vary according to the driver’s alertness, the size, condition and speed of the vehicle, the road surface and the weather conditions”.

Main Roads says that the time and distance taken to stop a vehicle safely in an emergency also depends on: • Reaction distance: How far a vehicle will travel from the time the driver first realises there is a need to stop, until the time the brakes are applied.

• Braking distance: How far a vehicle will travel from the time the brakes are applied until the vehicle

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WATM • August 2019

comes to a dead stop.

“The overall stopping distance is a combination of both the reaction and braking distances, which increase with vehicle momentum” the spokesperson said.

“As a general rule, the heavier a vehicle is, the longer the distance it needs to brake and stop safely”.

Speed limits are also critical to heavy vehicle safety.

The maximum speed limit for heavy vehicles, defined as having a Gross Combination Mass of 22.5 tonnes or more, on Western Australian roads is 100km/h (unless the particular road being travelled is speed zoned at a lower speed limit).

Restricted Access Vehicles (RAVS), operating under a Main Roads Order or Permit, must comply with the posted speed

limit or the speed restriction specified for the particular vehicle type in the Order or Permit, whichever is the lower speed limit.

An Order or Permit condition may be listed in the operating conditions, or as a road condition in the list of approved roads.

Additional considerations for Heavy Vehicle safety include: - Recognising potential hazards and observing the traffic ahead; - Staying alert and being prepared to respond to situations as they arise; and - Ensuring your vehicle is always properly maintained, taking particular care with brakes, tyres and suspension.

For further information regarding safe following distances or heavy vehicle speed limits, contact the Main Roads Heavy Vehicle Services Helpdesk on 138 486.

The maximum speed limit for heavy vehicles, defined as having a Gross Combination Mass of 22.5 tonnes or more, on Western Australian roads is 100km/h (unless the particular road being travelled is speed zoned at a lower speed limit).

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: Will medicals for road transport operators ever be linked to driver’s licenses?

Answer: Regulation 3.131(2)(b) of the Occupational Safety and Health Regulations 1996 (OSH) requires a Commercial Vehicle Driver to “be the holder of a certificate of a medical practitioner confirming his or her fitness to drive the vehicle” which must be “in accordance with the Assessing Fitness to Drive 2012 published by Austroads Incorporated and the National Road Transport Commission”.

In order for the medical to be linked to a drivers licence there may be a need to remove the requirement from OSH law and incorporate it into transport law.

I understand this issue was raised

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Minister: Who is charged with overseeing the use of road train assembly areas? The brand new area in Port Hedland along with the Kewdale assembly area are used by large local companies as yard overflow and lay down areas meaning they can’t be used to assemble trailers or for fatigue breaks for long haul as there is often no parking available. Are there any plans to police these areas and will the new Muchea assembly be the same? Do any of these companies contribute to the capital cost of installing these areas?

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Answer: Main Roads Regions are responsible for maintaining the physical assets at Road Train Assembly Areas (RTAA’s).

Pilbara Region is responsible for the Port Hedland RTAA and Metropolitan Region is responsible for the RTAA’s located on Albany Highway at Bedfordale, Apple Street in Upper Swan and Abernethy Road in Kewdale.

Any complaints about the use of RTAA’s should be referred to Main Roads Heavy Vehicle Services.

The new RTAA planned for Muchea will operate the same as the other RTAAs. No private companies have contributed to the capital cost of installing the RTAAs.

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WATM • August 2019

7

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

The Owner Drivers Act should be making it better

T

here has been a lot written lately about the need for a Federal Code of Conduct for truck drivers with the emphasis on 30 day payment times.

A lot of truck drivers seem not to be aware that Western Australia has had its own Owner Driver Act which has been in place for over ten years now.

In general terms, this Act is a relatively effective and low cost mechanism to help establish fair and equitable payment rates for Owner Drivers and can assist in the resolution of disputes that arise between Owner Drivers and hirers.

A time limit on payment is also included in this Act which establishes that Owner Drivers must be paid in fourteen days or in some circumstances within thirty days.

This Act came into effect on the 1st of August 2008. It was developed in response to a number of concerns expressed

by Western Australian Owner Drivers.

These concerns were mainly aimed at Owner Drivers who had limited ability to effectively negotiate with principal contractors - often resulting in payment rates that were insufficient to maintain a viable business, and conditions of payments that saw some Owner Drivers having to wait several months before receiving payment.

The Act seeks to ensure that Owner Drivers are paid a safe and sustainable rate and are paid within a reasonable time. It also provides guidelines to help Owner Drivers and hirers to work out suitable rates of payments.

I have a lot of time and passion for this Act as I was involved with various councils and committees at the time that this Act was put together. It is a great tool for Owner Drivers to use but the downside is that it requires Owner Drivers to make a ‘stand’ and that is something that many are not willing to do as they are frightened of the repercussions and maybe losing work.

I do know of several cases where drivers have used this Act to solve disputes and whilst the outcome was satisfactory they

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WATM • August 2019

It is a great tool for Owner Drivers to use but the downside is that it requires Owner Drivers to make a ‘stand’ and that is something that many are not willing to do as they are frightened of the repercussions and maybe losing work ended up without a job.

The one failing of this Act is that it requires more enforcement to make it work better. The transport industry is in a frightening position at the moment and this Act should be used to make it better.

There are many major transport companies operating today that have very little regard for this Act just as they have very little regard for Owner Drivers.

There is plenty of work around at the moment but nearly every transport operator is busy cutting the rates trying to secure work. The industry has sunk so low that it is driven by the lowest price.

Forget about being judged by how good your equipment is or how professional you are. The transport industry is driven by wealthy people at the top of the food chain

and they do not care that the industry is unsustainable. They do not care about the chain of Responsibility and safety and they do not care when you go broke as there is always someone else ready to take your place.

I know that this scenario has been happening for decades but it is now so bad that drivers are fighting drivers for work and more than ever, transport companies are going broke and its forcing drivers to be unsafe on our roads.

There is some professional transport operators battling away trying to keep the rates and standards high and I take my hat off to them but it’s a big call when they have to compete against the rate cutting and the general decline of the industry.

As always I ask, is anyone listening?

Keep it safe, Ray Pratt

News

Improvement for ‘WA’s riskiest intersection

T

he intersection of Great Northern Highway and Swan Christian College access roads - voted Western Australia's worst in the 2018-19 RAC Risky Roads survey - will soon be upgraded.

A funding boost of $250,000 has been allocated towards improving existing infrastructure on Great Northern Highway to boost safety and traffic flow.

Main Roads analysis shows a one way in, one way out system will improve traffic flow and safety during the busy school morning drop-off and afternoon pick-up periods.

Works to enable the new system will involve turning pocket modifications, new pedestrian ramps and footpaths, a redesign of the existing median and installation of new line marking and signage.

The modifications will reduce the risk of vehicle conflicts, while improving safety for

more than 1,500 students and their families attending the college. Students will also have improved pedestrian facilities at the two college access points across the highway.

This section of Great Northern Highway is used by 23,000 vehicles per day, of which 23.5 per cent are heavy vehicles. In the past five years, there have been 11 crashes on the small section of Great Northern Highway near the college.

The modifications will start after winter 2019 once final designs have been confirmed and agreed to by the college, and will take several weeks to complete.

WA Transport Minister Rita Saffioti says, “I know that this has been a longstanding issue for staff and students at the college, and I'm pleased we are able to deliver these necessary improvements.

“The modifications planned for the college’s entry and exit points will provide better access on both sides of busy Great Northern Highway.

“The main southern access road will be widened to allow for two vehicles to enter and one to exit, while the northern access, an exit only road, will be widened slightly with improved line marking and signage.”

This section of Great Northern Highway is used by 23,000 vehicles per day, of which 23.5 per cent are heavy vehicles

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WATM • August 2019

9

Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO

Is the HVNL Review Ignoring WA? T

he Heavy Vehicle National Law is currently being reviewed as many of you know.

But where is it going? And will it actually deliver anything and is Western Australia being ignored?

Background Western Australia never signed up to the HVNL as it did not believe that it would deliver a benefit to the state. The Northern Territory was in the same position; where the estimated return on investment was just $1.8 million over 20 years.

It needs to be acknowledged that less than 2% of Western Australia’s freight task now goes across border by road (NT and SA). The bulk of road freight task, 98% is within the state.

The Pressure Until only the last 12 months, Western 10

WATM • August 2019

Australia and the Northern Territory have been under pressure from East Coast Governments and Industry bodies to join the HVNL. That is despite there being no demonstrated advantage to Western Australia. However, what we are rarely ever given credit for is just how co-operatively we worked with the NHVR. In fact, I would argue that we probably have one of the better working relations with the NHVR as we work through cross border matters co-operatively to help the industry.

The Trigger It is not being arrogant to say that one of the major triggers for the review was the successful national OSOM campaign led by our Western Roads Federation members.

That led to a review being commissioned by the deputy Prime Minister. Finally, the

National and State bodies over East started to push back against the HVNL and its flaws.

Whilst it is easy to pick fault with the NHVR, they really were handcuffed by a flawed law.

The Problem The problem with the HVNL is that because no one trusted anyone, they prescribed all the rules in the ACT. This means every time they wanted to change something they basically had to take it back to the Queensland Parliament and get the ACT changed. That is a slow, slow, slow process. Oh, did I mention ‘slow’.

The ACT should have been kept simple and set out the broad legal and policy principles.

Regulations, Rules and Codes, known as subsidiary legislation should have been used for the details or more specifically the implementation details. These subsidiary

elements can be changed by a simple signature of the Minister.

The Review The Federal and State Transport Ministers commissioned the National Transport Commission to conduct the review, but it was to be overseen by an Expert Panel. In their own words: “We recognise that the current law is not best practice - it's outdated, complex, long, prescriptive and does not support road safety outcomes. We are going back to basics to review the law from first principles. (Source HVNL review website) That review is currently in play but so is a Productivity Commission Review The Productivity Commission Review In addition, we have a review going on into the economic impact of reforms to transport regulation agreed to by the Council of Australian Governments (COAG) in 2008-09.Those reforms relate to heavy vehicle safety and productivity, rail safety and maritime safety.

On other words, they are asking if it has delivered results.

It needs to be acknowledged that less than 2% of Western Australia’s freight task now goes across border by road (NT and SA). The bulk of road freight task, 98% is within the state

Back to the Review The review is being driven by issues papers that call for industry and stake holder comment.

So far four papers have been produced, the first one was 76 pages on a risk based approach, another has been produced on fatigue, another one is out on training and skills, and another on access, with more to come.

All of that is fair enough, but every state association is struggling to keep up with them. To read, discuss and agree then write the submissions.

Quite simply, we are being overwhelmed, Western Australia like the rest of the industry risk beings ignored as we can not keep up with the rate of flow of paperwork

Our Approach Western Roads Federation members involved in cross border or multi-state activities would like to hear what is going on and to have their input.

Therefore, we have arranged for the three industry expert panel members to come to Perth to attend the WA Freight and Logistics Summit 5th September to discuss the review and the issues with our members and guests.

I wish to thank Gary Mahon QTA, Sharon Middleton SARTA and Louise Bilato NTRTA for making themselves available to come to Perth, it is appreciated.

Most importantly, it may mean Western Australia’s issues get heard.

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 or 0481 064 371 180 Hay St, East Perth WA 6004

WATM • August 2019

11

Profile BRUCE ROCK ENGINEERING

Bruce Rock Engineering partners with Wabash National to launch new range of refrigerated trailers

W

ith a low tare weight and thermal efficiency performance that is claimed to comfortably eclipse the competition, the new Cold Core MSC refrigerated trailer range by Bruce Rock Engineering is poised to provide worthwhile efficiency gains to operators in the temperature-controlled transport realm.

The general consensus is that Australia stands out as having among the harshest operating conditions for heavy commercial vehicles on the planet and with the exception of snow, it could be fairly asserted that Western Australia is host to the extremes of the environment with heat playing the biggest factor.

Vast distances, high ambient temperatures, plenty of unsealed outback roads – Western Australia has it all, and then some. And when it comes to transporting perishable goods, particularly of the chilled and frozen variety, all of these factors conspire to make life far from easy for the transporter.

Bruce Rock Engineering (BRE), has earnt a rock-solid reputation for producing a wide range of trailers for the agricultural, mining, construction and general freight sectors.

With a talented team of engineers that have mastered the art of designing light tare weight trailers that are suitably robust to handle the extreme conditions of Western Australia, or any other state for that matter, BRE has now added another string to its bow in the form of its newly released Cold

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WATM • August 2019

Core MSC range of refrigerated trailers.

BRE is the sole Australian distributor for Wabash National, North America’s largest trailer manufacturer, and the new Cold Core MSC range is the result of a partnership between the two companies.

It combines Wabash National’s Moulded Structural Composite (MSC) panel technology with BRE’s Aussie designed and built chassis, with the trailers produced at BRE’s WA premises.

According to BRE, this collaboration of expertise has delivered refrigerated trailers that are aesthetically pleasing, strong yet light, while possessing the best thermal efficiency available to the Australian market.

The new range, officially unveiled at the

2019 Brisbane Truck Show in May, is said to be capable of maintaining temperatures as low as minus 30°c.

Proudly built in Australia, the Cold Core MSC range of semi-trailers includes fulllength chassis for road train compatibility.

The chassis are engineered and manufactured to BRE’s exacting standards.

The semi-trailers come in sizes starting from 22 pallet capacity all the way through to 28 pallet capacity, the latter being a Performance-Based Standards approved quad-axle configuration.

Similarly, roll-back lead trailers for B-train combinations range in length to enable either 10 or 12 pallet capacities.

BRE points out that the relatively light

tare weights of the trailers enable higher load carrying capacities.

In fact, the company says a 22-pallet road train spec Cold Core unit, as displayed at the Brisbane Truck Show (BTS) in fully operational trim, tares at a remarkably light 8780kg.

According to BRE, thermal performance testing recently undertaken by Supercool in Brisbane to AS4982 standards on the 45’ (22 pallet) van displayed at the BTS has revealed a coefficient of insulative effectiveness value of 0.44 W/m2K. This is claimed to be the best thermal efficiency result ever achieved by an Australian manufactured fridge van.

“Many Australian freight operators are familiar with the Wabash name and the benefits that weight reductions in its products can have in increasing their load capacity,” said Bruce Rock Engineering Managing Director, Damion Verhoogt.

“We are now able to bring the same reliability, temperature control and weight performance to this new refrigerated trailer, with outstanding build quality, a comprehensive options list and smooth gloss sides that Australian operators demand.

“The Cold Core MSC will be a gamechanger with 25 per cent better thermal efficiency than the Wabash conventional Arctic Lite reefer. This gain is increased to 50 per cent better than some rivals, which is based on field test data, not just theory,” Verhoogt said.

The Cold Core MSC range comes with

According to BRE, this collaboration of expertise has delivered refrigerated trailers that are aesthetically pleasing, strong yet light, while possessing the best thermal efficiency available to the Australian market an extensive list of standard and optional features including: • A full range of axle and suspension options; • STRENXTM ultra high tensile auto fabricated chassis; • Electronic braking system (EBS); • Double loader options; • Multi-temp zone options; • Hella lights and dangerous goods (DG) compliant wiring; • One-piece moulded structural floor, roof, sides and front wall with gloss gel coat finish; • Fully bonded construction - no rivets; • Roof and floor insulation thickness of 100mm; • Side wall insulation thickness of 40mm; • Stainless steel rear frame and docking bumper; • Standard barn doors with stainless hardware or optional overhead roller door.

All Cold Core MSC trailers will be available with different combinations of

equipment and accessories such as tool boxes, water tanks, long range fuel tanks and Alcoa aluminium wheels.

“BRE combines premium materials and components with stringent quality controls to ensure high-quality products that deliver sustained profitability for our clients,” said Verhoogt.

“The Cold Core MSC range continues this philosophy of combining global technology, research and development with Australian knowledge and expertise to bring to market a refrigerated trailer that has superior thermal efficiency, uses less fuel and reduces operating costs.”

T: 08 90611253 or 1300 611 253 www.brucerockengineering.com.au

WATM • August 2019

13

Over to you BIRDS EYE VIEW by Carol Messenger

The dilemma of access onto Fremantle Wharf

G

etting Port Access to the various ports in Western Australia to pick up and deliver freight is a bit of a red tape nightmare in my experience. I understand and agree that we need to have security but the whole process needs to be a lot more user friendly.

The current process of obtaining a MSIC and FPA is laborious and time consuming and to be quite honest, it is a pain in the arse for the average truck driver. So let’s look at the various options.

At Fremantle there are two different areas and (of course) you need separate access cards for each which equates to ‘more’ money to spend.

So we have Patricks and DP World the two container terminals which are controlled by One Stop and then we have Wharfs 1 and 2, 11 and 12 and Victoria Quay (H Berth) controlled by Fremantle Ports themselves. For both, 'operating systems' you need both a MSIC and a Port Access FPA card. You can purchase a MSIC card singularly and you can purchase a FPA singularly, but you can’t physically get access unless you have them both of them.

If you purchase these cards from Fremantle Ports you can’t get access to Patricks and DP World and if you purchase from One Stop, you can't get access to 1 and 2, 11 and 12 and Victoria Quay. So, you need to figure out well in advance where your loading will be out of and apply for one or the other or both.

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WATM • August 2019

Truck drivers lose half a day for each of the two visits that they make to get their MSIC from Fremantle Ports - yes it is only once every two years but it is still an unnecessary imposition on our time and earning capacity

One Stop is by far the easier process I have found. You lodge your paperwork online and pay the money MSIC $294 and FPA $137, then go to the Post Office and have your photo taken just like a passport application and then sit and wait. Current elapsed time they are advising is about three months from initial application to receipt of cards.

Fremantle Ports is much more labour intensive but a shorter processing time.

You apply online, then have to make an appointment to go down and lodge the forms and pay for it MSIC and FPA (combined but only if purchased at the same time) $294 FPA and separately $150.

After somewhere between two and six weeks, depending on how busy they are, you get the call to say that it is ready and you have to make another appointment to go down to Fremantle again to pick up your licence/s. Bear in mind, that there is no place to park a truck at Fremantle so it’s not like you can duck in whilst you are down that way.

If we can lodge a passport application

online and have the resulting paperwork forwarded out to us by mail, then why can't our MSIC be the same?

It is not rocket science - it is called common sense and technology. Truck drivers lose half a day for each of the two visits that they make to get their MSIC from Fremantle Ports - yes it is only once every two years but it is still an unnecessary imposition on our time and earning capacity.

I say, Fremantle Ports get out of the ‘Dark Ages’ and get with the times.

I cannot see the need for the FPA card other than another money making exercise. You have already been identified, police checked and done online induction through your MSIC. You cannot get onto ‘any’ wharf without a MSIC – so why then do we need a FPA as well? It seems to me the answer is so that they can slug you another fee.

This MSIC card is supposed to identify you for all access but unfortunately won't get you onto Geraldton or Bunbury wharves either. Yep, you need ‘more’ paperwork for that, but why aren't I surprised?

News

Perth's big job-creating road builds making huge progress 30 major metropolitan road projects or are either under construction or starting soon in Western Australia creating more than 3,200 new jobs and work for local WA businesses and tradespeople.

Five out of the seven projects are part of the 17 'Boosting Jobs, Busting Congestion' projects launched by the State Government in 2017 and are fully funded as part of the redirection of funds from the Perth Freight Link project.

The cost of congestion to Perth's economy is currently around $1.6 billion a year; however the State Government predicts this will be slashed significantly upon completion of all of the scheduled road upgrades.

The recent contract awards for the Kalamunda Road-Roe Highway interchange and Armadale Road-North Lake Road Bridge means all but one of the metropolitan road upgrades are now contracted.

Main Roads Western Australia is also expecting to award the contract for the upgrade of High Street in Fremantle in coming months.

Roads are just the start of the transformation of Perth's transport network, with a number of METRONET rail projects gearing up for construction to start later this year.

Projects include: • $49 million Kwinana Freeway northbound widening from Russell Road to Roe Highway (under construction, due to be completed in late 2019); • $237 million Armadale Road to North Lake Road Bridge (contract awarded this week, due to be completed in late 2021); • $145 million Armadale Road widening from Anstey Road to Tapper Road (under construction, due to be completed in late 2019); • $93 million Welshpool Road and Leach Highway grade separation (planning phase); • $65 million Wanneroo Road and Ocean Reef Road interchange (under construction, due to be completed in late 2020); • $125 million committed for Stephenson Avenue extension (Statement of Intent with City of Stirling signed today, work starting shortly on phase one and overall project due to start in 2020); and • $40 million Mitchell Freeway southbound widening (under construction, due to be completed in late 2019).

There will also be a trial use of recycled materials on the Kwinana Freeway widening project between Russell Road and Roe Highway. The pilot project will use up to 10,000 tonnes of construction and demolition waste as pavement and sub-base to reduce reliance on mined materials and to prevent the material going to landfill.

Transport Minister Rita Saffioti said, “We have worked with industry to create a pipeline of works to create job security and apprenticeships across projects."

Assembly Foreperson (Trailer Assembly) Bruce Rock Engineering is a leading quality designer, builder and service provider of road transport equipment in Australia. We offer a complete range of trailer solutions to the agricultural, mining, construction and general freight industries nationwide. With the lightest tare weights in Australia, our innovative, high quality trailers are engineered for reliability, durability and performance.

We require an Assembly Foreperson (Trailer Assembly) at our Bruce Rock site to assemble trailers and to do the final outfit of our products supplied to the mining and transport industries.

This position will suit mechanically minded candidates with experience in mechanical fitting, assembly and fit out of trucks and trailers.

The successful candidate must meet the following key responsibilities: • Demonstrated general mechanical skills and knowledge of trailer/truck assembly and repairs works.

• Ability to identify problems and solve them.

• Ability to work from drawings.

• Good communication skills.

• Ability to lead a small team.

• Willingness to work outside set roster when required.

The successful candidate will receive an attractive salary arrangement.

There is tax-free housing options available for those wishing to reside locally in Bruce Rock.

Due to the proximity to Perth, Drive In Drive Out (DIDO) option is available.

PLEASE SUBMIT YOUR RESUME TO: tegan.l@brucerockengineering or call 08 9454 7177 for more information.

For further information regarding our company and quality products visit www.brucerockengineering.com.au

WATM • August 2019

15

News

Perth’s first Smart Freeway project on track

T

he construction and installation of Perth's first Smart Freeway, that will save Kwinana Freeway's morning peak commuters up to ten minutes, is now more than 25% complete.

Construction started in January 2019 and workers are currently installing drainage, relocating communication infrastructure and preparing for the installation of the large overhead electronic signs that will manage lanes.

Smart Freeway technology has been a success in Melbourne and Sydney, busting congestion and bringing down travel times.

One of the biggest challenges for road authorities is maximising network efficiency so they are increasingly

turning to technology based solutions to manage traffic growth and improve travel times.

Minister Saffioti said it was a busy time for Perth in terms of roadworks, with the majority of the projects announced as part of the original 'boosting jobs, busting congestion' jointly funded infrastructure program now under construction or very close to starting.

"Our freeways have been under pressure for many years, and this program of works across the Mitchell and Kwinana freeways will save a lot of time for busy families and businesses," she said.

Smart Freeway is part of the Federal and State Government's $2.3 billion 'boosting jobs, busting congestion' package

of 18 Western Australian road and rail projects announced in May 2017.

The $47 million Smart Freeway project will create an additional traffic lane between Canning Highway and the Narrows Bridge by utilising the emergency stopping lane as a fulltime running lane, known as All Lane Running (ALR).

Smart Freeways involve multiple features, including increased driver information, variable speed limits and co-ordinated ramp signals.

The project will generate about 245 jobs and is due for completion by early 2020. This project is being jointly funded by the Australian Government ($37.6 million) and WA Government ($9.4 million).

• $49 million Kwinana Freeway northbound widening from Russell Road to Roe Highway (complete late 2019) • $35 million Kwinana Freeway - new southbound on-ramp at Manning Road (starts late 2019, complete late 2020) • $40 million Mitchell Freeway southbound widening from Cedric Street to Vincent Street (complete late 2019) .

Notoriously dangerous section of Marble Bar Road realigned and upgraded

T

he full realignment of Marble Bar Road through Coongan Gorge is now open to traffic, fixing a dangerous and constricted section of Western Australia's road freight network.

The $54 million project was jointly funded by the Commonwealth (80 per cent) and State Government (20 per cent).

MACA Civil Pty Ltd was awarded the contract to realign and reconstruct the four-kilometre section of road and commenced works in July 2018.

The upgrade works also included the construction of culverts and off-road drainage and the installation of safety barriers, signs, pavement markings, guideposts and pastoral fencing.

This section of Marble Bar Road services several mining operations and local communities between Newman, Nullagine, Marble Bar, Port Hedland and several

16

WATM • July 2019

Aboriginal communities.

The realignment of Marble Bar Road through Coongan Gorge will significantly improve road safety, reduce transport vehicle operating costs and travel times for all road users making their way through the region.

The Limestone Road-Marble Bar

Several hundred heavy vehicles use this section of road on a daily basis and drivers were previously required to negotiate narrow lanes, tight curves and restrictive sight lines, not to mention speed limits as low as 40kmph

Road intersection was also upgraded as part of these works.

The project team faced some challenges through the delivery phase with unseasonably dry weather affecting water supplies for the project followed by Tropical Cyclone Veronica bringing record rainfall to the region.

Deputy Prime Minister Michael McCormack said, “Marble Bar Road is an important route for both the local community and mining industry in the Pilbara, used by mining companies in the East Pilbara to access Port Hedland for export."

WA Transport Minister Rita Saffioti said, “Several hundred heavy vehicles use this section of road on a daily basis and drivers were previously required to negotiate narrow lanes, tight curves and restrictive sight lines, not to mention speed limits as low as 40kmph.”

News

Congestion busting relief for Perth’s eastern suburbs one step closer

A

$51 million contract for construction of a new interchange at Roe Highway and Kalamunda Road has been awarded to Georgiou Group following a competitive tender process in late 2018.

Detailed design of the project is currently underway, with construction anticipated to begin in late 2019.

Completion is scheduled for early 2021.

The interchange will bust congestion and improve traffic flow and freight efficiency through one of the last remaining signalised intersections on Roe Highway.

The current intersection is a safety and congestion blackspot, and will be closely followed by the now fully-funded interchange at the intersection of Great Eastern Highway Bypass, which is currently undergoing project development.

The project will see Roe Highway lowered by approximately nine metres to pass beneath Kalamunda Road, minimising noise and visual intrusion for residents in the surrounding area. Connectivity between the two roads will be retained through two roundabouts on Kalamunda Road as well as on and off-ramps to the highway.

With connections to almost all of Perth's important road corridors, Roe Highway is a fundamental link for the

Transport Women Australia welcomes new board members

T

ransport Women Australia Limited (TWAL) have two new members had joining their Board including WA Transport Magazine’s very own Carol Messenger of Spartan Freightlines and True Ross of Ross Transport, Port Kembla.

“Carol and True will give us added depth to the Board and we are very excited to welcome them to the team. TWAL has always been a small hardworking board and a tight team and I am sure this will continue and it will allow us to give more time to our initiatives like the Women Driving Transport Careers Female Driving Course, The Girl Guides Wheels Badge, the upcoming Mentoring Programme,” says TWAL spokesperson.

movement of people and goods. Almost 60,000 vehicles pass through this intersection each day, and up to 14 per cent of these are heavy vehicles.

The project is one of the 18 projects announced as part of the $2.3 billion 'Boosting Jobs, Busting Congestion' infrastructure package announced in May 2017.

NTC looking for best solutions to tackle driver distraction

T

he National Transport Commission (NTC) has released a consultation regulation impact statement (RIS) seeking feedback on technology-neutral options to regulate driver distraction.

Distraction is seen as a significant road safety risk that is not as well understood as other risk factors such as drink-driving and speeding. Studies have found that a task which takes a driver’s ‘eyes off the road’ for as little as two seconds can be particularly hazardous.

NTC Chief Executive Officer Gillian Miles said that new technology-related distractions, outdated rules and a general lack of understanding from road users present significant challenges.

‘Drivers engage in non-driving activities every 96 seconds while behind the wheel.

Distractions take our concentration off the road which means we may not have time to

react to hazards.

‘We are proposing four options for consideration. The views of a broad range of stakeholders are crucial to guide any policy reform to deal with driver distraction’, Dr Miles said.

The Australian Road Research Board (ARRB) reviewed the best international research available to date on driver distraction. This work supports the NTC’s efforts in stimulating discussions about driver distraction research, policy and legislative reform options.

Consultation on this paper closes on 21 August 2019. We will then deliver a decision RIS for transport ministers’ consideration in May 2020.

For more information, including an infographic of the key data visit: www.ntc.gov. au/current-projects/developing-technologyneutral-road-rules-for-driver-distraction/

New Office of Road Safety

R

oad crashes in Australia have a significant social and economic impact. Since record keeping commenced in 1925, there have been over 190,000 deaths on Australia's roads. However, road trauma levels have declined substantially over the last four decades, despite considerable population growth and a threefold increase in registered motor vehicles. During this period, the number of road deaths per year has fallen from 3,798 deaths in 1970 to 1,226 in 2017.

The Australian Government takes road safety seriously and announced the establishment of the Office of Road Safety (the Office) in April 2019 to provide greater leadership and coordination of road safety efforts at a national level.

The Office commenced on 1 July 2019 within the Surface Transport Policy Division of the Department. It will initially be focused on establishing the functions

The key objective of the Office of Road Safety is to provide national leadership in eliminating road trauma in Australia needed to perform its lead agency role while delivering priority government commitments to new and continuing road safety programs.

The key objective of the Office of Road Safety is to provide national leadership in eliminating road trauma in Australia. The Office will operate as the primary policy advisor to the federal ministers for road safety on matters related to delivering safe roads, vehicles, speeds, and people, and will draw together interdisciplinary expertise and experience to learn, share and channel effort towards proven approaches to reducing national road trauma. In doing this, it will work collaboratively with counterpart agencies across the states and territories, as well as expert agencies such as Austroads.

It will actively seek partnerships to develop and prioritise proposals that achieve these reductions and we will work with stakeholders to develop these partnerships.

Further information on the work of the Office will be available in the coming months or by emailing: roadsafety@infrastructure.gov.au WATM • August 2019

17

News

IMPROVED HEAVY VEHICLE ACCESS ON PUBLIC ROADS THE FOCUS OF NEXT NTC CONSULTATION

T

he National Transport Commission (NTC) is seeking feedback on its third issues paper as part of the Heavy Vehicle National Law (HVNL) review, this time dealing with heavy vehicle access on Australian roads.

The paper considers current access arrangements under the HVNL, analyses access-related issues and seeks feedback on ways to improve heavy vehicle access.

NTC Chief Executive Officer Gillian Miles said access issues are complex and can cause problems for industry.

‘Access is straightforward for many heavy vehicles, however operators of higherproductivity vehicles often need to apply

Over to you

I

have noticed lately, that every time I’m looking at the news reports, there is a major truck accident reported.

What gets me is you never seem to find out what the cause was of our work mates getting hurt or passing on.

They are just out there doing their normal working day / night and I think it would help most people in the industry to find out what was the reason behind the accident.

You do seem to get more in-depth reports on motor vehicle accidents than trucks and whilst in the case of the truck accident reports you can usually work out yourself what has happened it seems that

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WATM • August 2019 2019

Operators of higherproductivity vehicles often need to apply for a permit, or operate under notice, which can result in delays and other costs for a permit, or operate under notice, which can result in delays and other costs. These costs affect all Australian businesses and households.

‘We also need to manage our road infrastructure effectively. We need to

find the best way to make sure we allow heavy vehicles access wherever it is safe and sensible and, in doing so, make access decisions quickly, consistently and transparently’, Dr Miles said.

This issues paper is part of a rolling consultation to mid-2019. Consultation on this paper is open until 16 August 2019.

Following consultation of the eight issues papers, the NTC will develop a consultation Regulation Impact Statement for comment before taking recommendations to ministers in November 2020.

For more information about our open and upcoming consultation phases, visit: //hvnlreview.ntc.gov.au/

THE LONE WOLF by John Milner follow up reporting of the cause does not get any coverage.

Is it worth while putting a report out every month in this magazine, of what the cause of truck accidents are in our state?

I am sure, if there is more coverage, more data to inspect we might find a common cause for an increased number of accidents in that month. It may help transport operators become a bit more prepared and alert.

There is one exception. Those drivers that get stuck under the Bayswater Subway.

I wonder if Bayswater Subway has got an Australian record for vehicles stuck under

it. I think the local council should paint a truck on the side of the bridge every time one gets stuck since it has been built. I can remember pictures of these incidences way back in the times of the Daily News.

And not to forget Mount Lawley Subway as well which has had its fair share over the years. I think though, there has been work done on the road to lower it a few years ago.

Lastly, don’t forget to wave to each other – like the good old days. I did that to some people going past in a Ute not long ago. They pulled me up and did a check on me and my vehicle. So much for being friendly.

News

Contractual Obligations when Hauling in Western Australia – Are HVNL clauses enforceable?

By Alistair Sullivan – Pragma Lawyers

T

he Heavy Vehicle National Law (HVNL) was implemented to promote safety and efficiency in the trucking industry. Although the HVNL has not commenced in Western Australia (WA), the legislation applies equally to WA vehicles when they cross into jurisdictions where the HVNL has been adopted.1 The legislation does not apply to WA-based companies conducting trips within WA. Recently there have been situations where larger companies, based in states which have adopted the HVNL, have entered into sub-contracts with WA-based operators for intra-state trips. Changes to the ‘Chain of Responsibility’ (CoR) requirements under the HVNL have meant that larger companies are requiring these smaller operators to comply with HVNLbased regulations.

Obligations of Companies under the HVNL Central to the HVNL is the concept of CoR which establishes that, where an on-road offence occurs, other ‘parties in the chain of responsibility’ can be found liable. Legislative amendments adopted in October 2018 created a duty for parties in the CoR to ensure, so far as reasonably practicable, the safety of the party’s transport activities relating to the vehicle.2 For executives of heavy vehicle supply chain companies this includes an obligation to exercise due diligence to ensure other parties in the CoR comply with their requirements under the law.

NHVR statutory compliance executive director, Ray Hassall, described this as requiring ‘a comprehensive appraisal of business systems and activities to establish methodology or evaluate performance of

safe goods transportation'.3 Penalties for breach of duty by corporations include fines ranging from $500,000 to $3 million.4 Larger companies are therefore requiring more information from their subcontractors about regulatory compliance in order to ensure that they are exercising due diligence and meeting their obligations in the CoR.

Requirements for Sub-Contractors The amount of information required to satisfy obligations under the HVNL puts a lot of pressure in terms of both time and cost on smaller operators. WA companies have no legal obligation to comply with regulations under the HVNL, however an obligation to do so may be imposed by contract. The commercial reality of the situation is that larger companies have the market power to be able to impose such contractual terms on smaller operators, even when they are based in Western Australia.

Where compliance with regulations from the HVNL is provided as a warranty in a contract it may be argued that breach of such a term may lead to uncapped liabilities for smaller operators which has flow on effects for insured and potentially uninsured risks.

Where the precise obligations are set out in a purely WA intrastate agreement it would be interesting to see how a Court would determine the enforceability of such clauses. Such a determination might consider the public policy grounds of enforcing only the WA road safety regime.

This comment is made in light of recent discussions in relation to the advantages and disadvantages of the WA road transport laws, and the NTC’s review of the HVNL.

WA companies have no legal obligation to comply with regulations under the HVNL, however an obligation to do so may be imposed by contract

1 Heavy Vehicle National Law and Regulations (National Heavy Vehicle Regulator, 2019).

Available at: https:// www.nhvr.gov.au/law-policies/heavy-vehicle-national-law-and-regulations.

2 National Heavy Vehicle Law s26C. 3 Rob McKay, ‘NHVR Lifts Lid on COR Enforcement Effort’ Australasian Transport News (13 May 2019) Available at: https://www.fullyloaded.com.au/industry-news/1905/nhvr-lifts-lid-on-cor-enforcement-effort.

4 National Heavy Vehicle Law s26F-H.

WATM • August 2019

19

Over to you

By Kevin Toovey

Trachmach Ploughing Day

Part of the tractor line up

– Webbs Farm Napier

T

he ploughing day held at Webbs Farm, Napier near Albany was a good excuse to grab your partner and head down south for a weekend and several of the HCVC members did exactly that.

At this time of year, the weather can be unpredictable and fast changing, as the pictures show.

This is mainly a tractor event as can be seen in the pictures with good line ups of all makes. The old tractors working are always a highlight of the day.

Crawlers at work

Some of the trucks lined up

Car line up

Massey Ferguson rear view

Crowd and crawlers

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WATM • August 2019

The HCVC editor had the pleasure of taking Peter and Wendy’s Dodge to the event.

What is it? The use for this machine isn’t something that springs to mind straight away. It is a tyre shrinker. It was used to shrink iron tyres around the rims on wooden cart wheels. This was needed when the wood dried out and shrunk and the tyre became loose. Part of the tyre was then heated and put in the machine, clamped, upset or distressed, reducing its diameter.

Des Curtis brought the Inter along.

Graeme Shearer’s Ford Mustang stands out in any car park

The visitors centre carpark didn't accommodate Kenworth’s or left hand drive Dodges but they still fit on the street.

A Trip to Armadale

Inside the Bert Tyler Museum

T

he last retiree’s day was a great success with 20 members turning up for a look at two museums at Armadale. The Bert Tyler collection is housed in the Perth Hills Armadale Visitors Centre. Bert himself was a life member of the Machinery Preservation Club of WA and an avid collector.

The second museum just a short walk away is called the History House Museum that showcases items related to the history of the City of Armadale. After the museum visits it was another short walk to the Narrogin Inn for lunch. A good day out in the late autumn sunshine for HCVC members

This time we managed to get a group photo even if not everyone in the class was looking at the camera.

WATM • August 2019

21

Focus TRANSPORT HALL OF FAME

Col got so busy he went into a partnership, bought a couple of 50 tonne low loaders, a new Kenworth and Kokoda Heavy Haulage was formed

COLIN MULCAHY

C

olin Mulcahy was born in Victoria on the 1st June 1948. He started work with a Thames Trader carting for Sadleirs Transport about 1967 and then bought a Peterbuilt to haul for TNT Sadleirs.

He also had a Deutz because at the time there was plenty of freight movement from Melbourne to Perth for Sadleirs. At this time, general freight had to go by train from Port Augusta to Parkston via Kalgoorlie then be driven 370 miles to Perth. The train had a 24 bed carriage where the drivers could, cook their meals and play cards, not too bad if you won.

Col being very keen with the work he loved, bought an SAR to work for Alltrans Express, Ashburton Freightlines and Belways. Everything was going fairly well so

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WATM • August 2019

Col moved to Western Australia to continue his trucking life.

Col got so busy he went into a partnership, bought a couple of 50 tonne low loaders, a new Kenworth and Kokoda Heavy Haulage was formed. Unfortunately, the partnership didn’t survive.

Col then did Darwin trips and life was not too bad on those 10 day trips.

Pulling up at night because of the width restrictions, cooking a meal in the parking bay, talking trucks and other things with the Escort Drivers and then taking off at daylight.

Starting again, contracting the different companies, Col got a contract with the United States Navy out of Exmouth to Perth and other states of Australia with roadtrains which lasted nine years.

Col then went back to one 50 tonne Drake float with dolly and all the extras that went with it. Kokoda Heavy Haulage got going again, taking heavy loads mainly to the North West. He carted steel and machinery off the wharf at Fremantle to wherever it had to go. Steady Col got work delivering to gold mines so he bought another float.

Now Col has five trucks, floats, trailers, dollies and escort vehicles and calls Forrestdale in Perth home. He still gets in his big red Kenworth, drives up the road as King of the road and enjoys a beer when not working. He has good operators which you need in the heavy haulage business. Col is always helping people who need it, in and out of the trucking industry.

History

The History of the West Australian Road Transport Industry

1959

P

rime Minister Robert Menzies says Australia will have decimal currency.

It was reported that in the year prior to the registration of the National Safety Council of Western Australia in July 1946, 20.2 persons for each 10,000 motor vehicle registered were killed as a result of road accidents. In the last year ending June 30, 1958, the road toll had dropped to 8.7 persons killed for each 10,000 motor vehicles registered.

The Lotteries Commission resolved to make a grant of £3000 toward the establishment of a Road Safety Instructional Centre, comprised of administration offices, assembly hall and conveniences in the metropolitan area.

From The Transporter of April-May 1959: “At the meeting there had been talk of the ‘basic and essential road system’ for the Road Safety Instructional Centre when quietly, David Bell said: ‘Bell Brothers will look after that.’ On Tuesday last the trucks started to roll. Hour after hour the stockpile grew until 800 cubic yards of road foundations had been delivered. Dozers and graders will push this material into shape for the main road of the Road Safety Instructional Centre. Thanks a lot Bell Bros for a gift which will benefit generations of West Australians.”

The Minister for Customs and Excise advised that there was “an increasing tendency on the part of some operators of diesel-engined road vehicles to use the ‘industrial’ (non-dutiable) type of fuel in lieu of the ‘automotive’ type on which the duty has been levied in the past. The objects of the tax are being defeated and

By Russell McKinnon

revenue is affected.” To overcome the problem, the Government imposed a tariff on both forms of the fuel.

A complaint was tabled at WARTA from the Farmers’ Union of WA: “Our meat section executive would be obliged if you would bring to the notice of your members the fact that we are, from time to time, receiving complaints in connection with the transport of sheep in double decker transport trucks. The cause of the complaints has been, in several cases, insufficient protection to the sheep on the lower deck, because of no provision being made to drain refuse from the top deck.

This causes stock to be marketed in a most unsatisfactory condition, being dirty and wet with a consequent ill effect from a sales viewpoint. Any assistance your Association could give in this matter would be most appreciated.” A comment under this story in The Transporter of August-September 1959 stated: “Members will no doubt agree that on a cold morning particularly, ‘the passengers’ on the lower platform are travelling under unenviable conditions.”

A new style of truck body emerged from the Metropolitan Brick Co Pty Ltd,

which would make the transport of bricks more suitable. Steps were being taken by the Traffic Branch to amend regulations to cater for the body.

The annual conference of the Australian Road Transport Federation was staged in Perth in September with 120 delegates attending.

The conference endorsed as an objective the implementation of a single tax on fuel for all commercial vehicles nationwide.

The new Kwinana Freeway — that portion of the controlled access road lying between the point at which the South Perth Esplanade on-ramp meets it and the junction with Canning Highway immediately north of Canning Bridge — had certain regulations imposed: Motorists were urged not to use the road if your vehicle could not maintain a speed of 4550mph; or if it was likely to break down; or if fast driving was uncomfortable for you; or if you lack confidence to drive in conditions where average speeds would be high; if you are a learner driver and if your facilities were impaired in any way. One of the rules that seems lost to people in subsequent years was to keep left and only use the outer lane when passing.

In several cases there was insufficient protection to the sheep on the lower deck, because of no provision being made to drain refuse from the top deck WATM • August 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.

B Train Mack Trident VETERAN MODEL TRUCK Builder Bill Stephens built this replica B Train Mack Trident of Camtrans from Albany.

To build the model, Bill used an Italeri generic chassis then an Auslowe Mack Trident conversion kit with all the bells and whistles. He then added extras such as bullbar , stone guard and custom decals. Coupled to the truck is a custom Auslowe B Train Tautliner finished in Camtrans livery. The model is pictured at the Western Australian Model Truck Show.

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 • August 2019

REPAIRS

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