WA Transport Magazine

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

WA

ISSN 2202-6193

100007516 April 2018 | price $6.95

TRANSPORT magazine

PAGE 14

AV TRUCK SERVICES CELEBRATING 35 YEARS We are all about service. Service is in our name, after all.

AV Truck Services Managing Director Carlo Franzone

in This Issue: Don’t let our WA Fatigue System be changed

Understanding vehicle ratings

New SLOMO laws

Armadale Road upgrade

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Tel: 138 486 Fax: 9475 8455 Email: hvs@mainroads.wa.gov.au www.mainroads.wa.gov.au APRIL 2018 | WATM

1

FOCUS Fig 1

Think carefully about how you would restrain composite IBCs

• • • •

80 % of load forwards 50 % of load sideways 50 % of load rearwards 20 % of load vertically.

Elements to consider Blocking techniques

Headboard rating

Dangerous goods can be slippery customers

By Stephen Lane, CEO of FusionLabs - fusionlabs.com.au

Solid blocking and effective restraints – no complaints!

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

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

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

If you answered ‘yes’ to any of these questions, you are probably part of the system continuously supplying chemicals to Western Australia’s agricultural and mining industries.

Moreover, you have a duty to protect other public road users from your cargo.

Load restraint relies primarily on tie-down and blocking to stop cargo from moving around, falling off the truck or causing an incident. Tie-down restraint relies on sufficient tension 2

WATM | APRIL 2018

being exerted by strapping to achieve the required frictional force between cargo and trailer surface to prevent movement. Blocking relies on a headboard to block the load from moving forwards, provided it is strong enough to withstand the forces indicated.

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

Special attention should be given to restraining these loads.

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

The National Transport Commission’s Load Restraint Guide (LRG) requires a load to be restrained to resist forces equivalent to (Figure 2):

The minimum forward blocking capacity of the headboard should be specified in the design phase for a new trailer.

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

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

Webbing strap rating A common misconception in transport circles is the rated capacity of the webbing strap; for example, “Use a 2.5 tonne strap to restrain a 2.5 tonne load”. This is not the case.

While it is always advisable to employ rated equipment, the 2.5 tonne certification on your strap is actually a lashing capacity – the tension it can apply within its working limits.

Lashing capacity is most applicable to calculating direct restraint of large freight.

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

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

In a tie-down restraint system, the 300 kg pre-tension will compress the load onto the tray by that amount on

Fig 3

Fig 2

Unrated forward blocking reinforcement

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

Fig 4

Fig 5 IBCs on plywood

Crossover strap blocking

each side of the row (i.e. provide 600 kg compression).

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

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

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

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

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

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

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

Example: restraining a composite IBC load

S

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

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

• 1.05 tonnes per IBC • each row comprises 2 IBCs (i.e. 2.1 tonnes per row) • 12 rows yields 25.2 tonnes

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

This means 4 straps are required per row!!

Step 3 – Do you need to split the load?

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

Step 1 – Check your headboard is rated to resist this load For blocked loads, it is assumed that 30 % of the load (i.e. 7.5 tonnes in this case) is exerted by the headboard.

Step 2 – How many straps do you need?

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

Assuming a low friction coefficient

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

So what to do with the rear batch?

APRIL 2018 | WATM

3

WA

TRANSPORT

magazine

VOLUME 24 | NUMBER 3

Angry Chicken Publishing Pty Ltd

From the publisher

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 Carol Messenger, Peter Swift, Vince Ziino, Ray Pratt, Cam Dumesny ADVERTISING ENQUIRIES Angry Chicken Head Office T: 0430 153 273 E: karen@angrychicken.com.au DESIGN / PREPRESS Cally Browning | Bare Creative ACCOUNTS T: 08 9296 4488 Email: accounts@angrychicken.com.au PRINTER Vanguard Press 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)

Happy 35th Anniversary to Carlo Franzone and all the team at AV Truck Services. Thank you for your support of the WA Transport Magazine.

There has been much emphasis this year placed on a ‘push’ from the east for WA and NT to join the National Heavy Vehicle Law. This would of course mean that WA operators would need to operate under the same fatigue regulations as the east coast which would mean WA operators could face an increased burden of keeping log books etc.

WA has the best heavy vehicle fatigue outcomes in the country at 6.75% of total national rate, despite our WA industry carrying over 15% of the national freight task. See Western Roads Federation page 12 of this edition.

If you don’t want this to happen, what is the solution?

Obviously, you need to unite as an industry and speak as ‘one voice’ and there are several avenues you can do this. The two lobbying transport associations in WA are Western Roads Federation and the LRTAWA. Join them, that is what they are for - to look after your interests.

Also, you could write to the WA Minister for Transport – Rita Saffioti.

Her email is: Minister.Saffioti@dpc.wa.gov.au On another note, have any of you watched Outback Truckers? What do you think?

Best,

Karen

CONTENTS

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 | APRIL 2018

2 Dangerous Goods can be slippery customers 9 Safety and congestion relief on the way for High Street 10 Understanding vehicle ratings 11 Work begins on major Armadale Road upgrade 12 Western Roads Federation – We cannot afford to lose this fight 14 Profile – AV Truck Services 35th Anniversary Endorsed by

28 Modifications to WAHVA Business rules 29 LRTAWA – We need to connect to the road network 30 Liz Martin says goodbye to Hall of Fame Every Month 6 Bird's Eye View 8 Fair go for Owner Drivers 31 WA Transport History 32 Model Trucks

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APRIL 2018 | WATM

5

OVER TO YOU BIRD’S EYE VIEW

By Carol Messenger

TWAL ‘Creating Connections’ Conference 18-20 May 2018 | Melbourne Conference Proudly Sponsored by Daimler

O

New SLOMO laws great in theory, not so great in reality

T

he new SLOMO - 'slow down and move over' laws came into effect on 2nd March 2018. These laws require drivers to reduce their speed when approaching a stationery emergency or incident response vehicle and pass at a maximum speed of 40kph. Drivers are also expected to move over and change lanes where possible and if safe to do so. The penalty for failing to obey the new law is $300 and three demerit points.

Sounds like a great idea - and I am all for protecting our emergency workers as they try and do their job in a dangerous environment. But let’s just look at how impractical this is - both to comply with and to police.

So here we all are, five lanes wide, barrelling down the freeway at 100kph. We come round the corner and a copper on a motorbike has got someone pulled over in the emergency lane. Holy shite - everyone suddenly jumps on the anchors to drop from 100 to 40kph in about five seconds flat. But we all know that trucks can't pull up that fast so what is going to happen? I can see some really nasty rear enders happening as all of these vehicles suddenly try and drop from 100 to 40 -

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WATM | APRIL 2018

and can you imagine what this is going to do to the freeway traffic. Within two or three minutes, the queue is going to be banked up for several kms.

But it is not only the closest lane that has to slow done, it is ‘all’ lanes.

So again back to our five lane freeway - every one of those five lanes has to drop to 40kph - now isn’t that just a little bit ridiculous? A vehicle that is stopped in the emergency lane is now affecting traffic five lanes away.

We all know what happens when there is an accident on the road. All the rubber neckers in the closest lane slow down for a peek which causes traffic chaos - now multiply this by five times.

Our freeways are already clogged up this will just compound the problem.

And how on earth is this going to be policed? - you are going to have traffic going everywhere - trying to slow down, avoid other people who weren't paying attention, and change lanes if possible (because this is what they want us to do) and then you will have the police trying to ping them for not complying with the new laws.

As I said - I am all for protecting our emergency workers but c'mon this is definitely ‘not’ a workable solution. ■

ur “Creating Connections” conference will be held at the Mantra Tullamarine, 2 Trade Park Drive, Tullamarine on 18-20 May 2018. It starts with a 'getting to know you' cocktail party on the Friday night, a full day of exciting speakers on the Saturday followed by a dinner with some more great speakers on Saturday night and then a finish up before flying home on the Sunday.

Visit https://gallery. mailchimp.com/ ee647353ac70d25a8ddaf571e/ files/512c8701-71de-4d568f78-43d2aaaf62ba/transport_ womens_registration_form_ v3.pdf to register and get your ‘early bird registrations in asap to save.

The Programme is almost ready to launch. We have some exciting speakers and events planned for you along with an auction, giveaways, prize draws and more. Remember our fabulous Coffee Cart and Massages. Our Health Check Booth is back and we hope to have another surprise Booth for you.

These conferences really are a great learning experience as well as a fabulous chance to network with other forward thinking people.

Carol Messenger says, “I am happy to co-ordinate flights and accommodation and conference packages so if you are interested please email me on spartan2@westnet.com.au or call me on 0408929799 and I will be happy to answer any questions that you have”. ■

APRIL 2018 | WATM

7

OVER TO YOU A fair go for owner drivers

Do not let our WA fatigue system to be changed

D

riving tired can kill and truck drivers know better than most people how true this is. Fatigue is a silent killer that contributes to nearly a third of deaths in this state.

What the authorities cannot determine is how they can measure or gauge that a driver is driving whilst they are tired.

Our fatigue system in WA is the best in the country; yet many believe it should be changed so that we end up with logbooks like we see in most other states.

Having a uniform system nationwide is a good idea and would make it easier to travel from state to state. However, I would hate to see WA adopt the log book system that the other states have. Instead, I would suggest that all the other states adopt the WA system of fatigue management.

Our system is built around compliance through education and you are given quite a bit of leniency before you end up with a fine for non-compliance. The brilliant part of our system is that the transport companies manage and keep checks on the drivers fatigue and if they do not comply it's not just the driver that is in trouble but also the transport company. I have seen some huge fines imposed on transport companies for repeated non-compliance of fatigue breaches involving their truck drivers.

The logbook system the ‘east’ is using is a draconian way of enforcement and relies on fines and creates a lot of stress and paperwork for drivers.

Speaking of the term ‘fatigue management’ I am not quite sure why they call it such because all we are doing is showing how to work legally for 14 hours in a day. Working for 14

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WATM | APRIL 2018

hours a day for days on end is enough to make any driver tired. There are not many jobs in Australia where the workforce is expected to work that many hours on a regular basis. The trouble is that transport companies work to such tight schedules that we are expected to maximise our driving time in an effort to keep the wheels turning and so the 14 hour day becomes our norm.

The media often blow the facts out

must drive to the next bay but that may be half an hour or more away and I can tell you it's not a lot of fun trying to keep awake when your body is telling you it needs to sleep.

Talking to a fellow truck driver recently he explained that one of the biggest problems is how much of your time is spent organising your load and getting out of Perth. The next stop is Wubin where a third trailer is hooked up and up the Great Northern Highway

OUR FATIGUE SYSTEM IN WESTERN AUSTRALIA IS THE BEST IN THE COUNTRY; YET MANY BELIEVE IT SHOULD BE CHANGED SO THAT WE END UP WITH LOGBOOKS LIKE WE SEE IN MOST OTHER STATES of proportion with regards to noncompliance to fatigue but interestingly on a recent heavy vehicle blitz in NSW that they only found 119 fatigue breaches out of 10,302 vehicles checked. This is a good result and shows how professional the transport industry has become.

To properly manage our fatigue we need truck bays and plenty of them which are sadly lacking all around Australia. There is nothing more frustrating than to get to the stage where you are too tired to drive so you head to the next truck bay only to find it full of trucks and other vehicles.

The answer is simple and that is you

you go with the thought that you have to stop soon as you have run out of hours for the day only to find the truck bay where you planned to sleep is full so you are forced to drive much longer than you are allowed to.

The two main problems here is that there are too many trucks leaving Perth each night and there are simply not enough truck bays. The other issue is that many trucks monitor their drivers fatigue with GPS devices so the driver is in trouble for exceeding his hours through no fault of his own.

Remember look after your fatigue as no load is worth dying for. ■ Keep it safe, Ray Pratt.

NEWS

Safety and congestion relief on the way for High Street

T

he congestion-busting upgrade of High Street in Fremantle has reached a significant milestone with the release of the draft concept plan.

High Street, between Stirling Highway and Carrington Street, will be widened to include a new roundabout and a median, improving safety, freight efficiency and the general flow of traffic.

The High Street Upgrade draft concept includes a roundabout at the Stirling Highway intersection, a wide median to separate traffic and preserve a number of mature trees, and a singlelane service road for residents north of High Street.

The current layout of High Street, between Carrington Street and the Stirling Highway intersection, provides direct access to several local roads and driveways, which results in stop-start conditions and heightened safety risks, including accidents.

It also impacts freight efficiency by creating unpredictable journey times to and from Fremantle Port.

The High Street Upgrade project forms part of a package of congestionbusting road projects that came from the successful renegotiation of the Federal Government's Perth Freight Link funding in May 2017.

Further community consultation and preliminary work will take place prior to a scheduled construction commencement by mid-2019.

WA Premier Mark McGowan said, “We expect the project to create about 700 jobs - part of around 4,500 jobs expected to be created through the State Government's major investment in infrastructure in Perth's suburbs.

"2018 will be a big year for road improvements across Perth, with at least eight major road projects to start construction while many others will

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Transport Minister Rita Saffioti said, “The High Street Upgrade project is designed to resolve what has been an historic, long-term safety issue and provide a solution to the truck rollovers and peak hour congestion in the area.

"Consultation is continuing with the City of Fremantle and we will be speaking with key stakeholders, local community groups and residents together with the freight industry to develop and refine a final concept and scope of works.

"Other initiatives include the recent increase to the freight on rail subsidy and the creation of the Westport Taskforce. It will guide the planning, development and growth of the Port of Fremantle, and the associated road and rail links to support the new port facilities." ■

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9

FOCUS

UNDERSTANDING VEHICLE RATINGS

T

here are several different ratings that must be taken into consideration when deciding what mass you can carry. Drivers of heavy vehicles must be aware of the maximum loaded capacity of their vehicles in order to operate safely legally and prevent damage to both your vehicle and the road network.

A Permit or Notice, whilst it may exempt an operator to exceed regulation mass, does not allow an operator to exceed any of their vehicle’s ratings. A vehicle must be sufficiently rated for the mass it is transporting. Similarly, a regulation or permitted weight cannot be exceeded even if the vehicle’s ratings are higher than the regulation or permitted weight.

A good understanding of the different terminology in relation to vehicle ratings is essential, and some of the key terms and definitions are listed below; Tare Weight - This means the un-laden weight of the vehicle only (ie no load). You should be aware of the tare weight of your vehicle so you know the maximum load you can carry if you intend to load to the maximum permissible weight. If you are unsure of the vehicle’s tare weight, weigh the vehicle when it is empty to obtain an accurate tare weight.

Gross Vehicle Mass (GVM) Rating means the maximum loaded mass of a vehicle.

Gross Combination Mass (GCM) means the maximum loaded mass allowed on a motor vehicle and any vehicles (ie trailers) that are being towed by it.

Gross Trailer Mass (GTM) Rating means the maximum allowed mass that can be transmitted to the ground via the axles of the trailer when the trailer is loaded and connected to a towing vehicle.

Tyre Ratings are the load capacity of a tyre and determines what weight each tyre is able to carry. To determine the tyre rating you need to check with your manufacturer.

Axle Group Rating – the limit set by a manufacturer for the mass that can be transmitted through an axle group onto the road.

Regulation Axle Group Mass Limits are detailed in the Road Traffic (Vehicles) Regulations 2014. The below table outlines the most common axle groups: What you need to know and check before driving an oversize heavy vehicle?

When any vehicle you drive is in excess of the mass or dimension limits prescribed in the Road Traffic (Vehicles) Regulations 2014, the vehicle needs to be driven in accordance with a current WA Main Roads Permit or a Notice.

Vehicles should not exceed any manufacturer’s limit and the least value should be noted for components such as tyre rating, axle rating, gross vehicle mass (GVM), gross trailer mass (GTM); and gross combination mass (GCM).

These are the ratings that a Compliance Officer will base an assessment on to ensure that a vehicle is suitably rated to carry a particular load.

Check that the vehicle is appropriately rated by checking

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WATM | APRIL 2018

Axles and Tyres Single Steer 2 tyres Twin steer axle group 4 tyres

Maximum Axle Group Load 6.0 tonne 10.0 tonne for non load sharing suspension 11.0 tonne for load sharing suspension

Single axle 4 tyres

9.0 tonnes

Tandem axle group Dual tyres (8)

16.5 tonnes

Tri-axle group Dual tyres (12)

20.0 tonnes 18.0 tonne fitted to a pig trailer

the Compliance / Modification Plate on each vehicle in the combination or the VIN-specific manufacturers rating letter for the vehicle. You must ensure that the ratings are sufficient to carry the load that is to be transported.

You must also ensure that the load is distributed evenly or correctly positioned so that the allowed axle mass limits are not exceeded. Below is an example In this scenario you are required to drive a prime mover, towing a low loader dolly and quad axle low loader carrying earth moving machinery that weighs 48 tonnes. The tare weight of the combination (empty) is 30 tonnes Now add these two figures up: Load........................................................................................................ 48t Tare weight of vehicle (combination)................................................................................. 30t GCM......................................................................................= 78 tonne An example of the weight distribution would be; 6t (on the steer axle) 18t (on the drive axle group) 18t (on the low loader dolly axle group), and 36t (on the low loader axle group) Total = 78t (the figures would be reflected on your permit) The GCM rating for the prime mover must be 78 tonnes or more.

The GVM rating for the prime mover must be 24 tonnes or more.

The GTM rating for the low loader dolly must be 18 tonnes or more.

The GTM rating for the low loader trailer must be 36 tonnes or more.

Please note, when completing permit applications quote the GCM weight plus 1 tonne to account for fuel load.

For further information visit www.mainroads.wa.gov.au or call Main Roads Heavy Vehicle Services Helpdesk on 138 486. ■

NEWS

Work starts on major Armadale Road upgrade

T

raffic relief is on the way with construction kicking off on the widening of a 6.9 kilometre section of Armadale Road to a dual carriageway in each direction.

The Turnbull Government is providing $116 million for the project, with the McGowan Government providing $29 million.

"The creation of a dual carriageway and the removal of dangerous bottlenecks will lead to more predictable journey times for road users," WA Premier Mark McGowan said.

More than 27,000 vehicles

The creation of a dual carriageway and the removal of dangerous bottlenecks will lead to more predictable journey times for road users use Armadale Road each day between Tapper Road and Warton Road.

The project will support over 850 direct and indirect jobs and the upgrade of this important traffic corridor will ensure motorists and truck drivers have a safer, more efficient link in south Perth's increasingly busy road network.

It will also transform the strategic freight route from a single carriageway road suited to a semi-rural environment to a dual carriageway urban road able to service the ongoing commercial and residential development of the area.

The project is expected to be completed in late 2019, weather permitting, and is being constructed by the Metropolitan Road Improvement Alliance. ■

Wyndham upgrade announced

AUSTRALIA SHOULD ADOPT 'TOWARDS ZERO' TARGET

A

ustralia’s future national road safety strategy should adopt a Towards Zero philosophy and set a long term target for zero deaths and serious injuries on our roads, ATA Chair Geoff Crouch says.

The goal is just one of a number of issues and priorities the ATA identified in its submission to the Australian Government’s inquiry into the next National Road Safety Strategy.

“A Towards Zero culture promotes that the only acceptable road safety target is zero. This strategy incorporates developments in safe roads, safe vehicles, safe speeds and safe people,” Mr Crouch said.

“Target setting is essential to this, which is why we have recommended governments move away from the traditional ten year strategy and implement a series of more achievable five year plans.”

The ATA’s submission to the inquiry sets out 19 recommendations. These include: • mandatory fitting of Electronic Stability Control to all new trucks and trailers, with only limited exemptions • the Australian Transport Safety Bureau providing independent, no blame, safety investigations for road crashes involving heavy vehicles • better roads and truck rest areas • fatigue law reform and

WBHO Infrastructure have been granted the contract to upgrade 27 kilometres of Great Northern Highway, from Maggie’s Jump Up to Wyndham – a section of the Great Northern Highway that is a key route for the region and the transport industry in the Kimberley providing the only sealed access to Wyndham and its port.

The Federal Government has contributed $44.9 million towards the ‘Wyndham Project’ and the WA Government has added $11.2 million.

The project, worth $56.1 million, construction is expected to begin in April, and be completed by the end of 2018. ■

• better education for learner drivers about how to share the road safely with trucks.

“The trucking industry has seen great improvements in safety, but when we look at all road crashes we can see that 1,225 people died on Australia’s roads in 2017. This is the equivalent of seven passenger jet crashes in a single year,” Mr Crouch said.

“Australians wouldn’t accept this number of deaths if they occurred on planes or trains. We must not go on accepting these deaths on our roads, either, or the untold number of serious injuries.

“The hardworking trucking businesses who strive for safety excellence in their day to day operations need better roads, safer vehicles and better driver education.

That’s how we can make sure that everyone returns home safely at the end of the day, regardless of what they are driving or riding.” ■ APRIL 2018 | WATM

11

OVER TO YOU - WESTERN ROADS FEDERATION By Cam Dumesny

We Can Not Afford to Lose this Fight

T

here is a threat emerging from the East as a small vocal minority screams for WA and the NT to join their East Coast Regulatory system.

Over the last couple of months there has been a very small but vocal minority group in the East demanding that WA and the NT join the National Heavy Vehicle Law. Their logic and it’s in the media so you can read it too.

1. Every State has a decline in heavy vehicle accidents, 2 But NSW has an 86% increase in heavy vehicle accidents, 3 Therefore the answer WA and the NT MUST join the national heavy vehicle law.

If you can make any sense out of the ‘logic jumps’ along the way, then please let me know.

However, jump forward a couple of months, and their argument has now changed that WA and the NT must capitulate to the ‘demands’ of the East and join their HNVL system because it

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WATM | APRIL 2018

doesn’t suit the Eastern States.

It should be noted that the call has ‘not’ received public support from the Australian Trucking Association, Road Freight NSW (NSW trucking association) nor the Queensland Trucking Association. Instead, it is coming from one vocal group that has only three of the 49,000 Australian transport companies as members. A group that has only two members West of Central NSW; both foreign owned.

The fact that an Eastern States group wants to WA and NT to join their laws, is not the concern. They are entitled to represent their member views.

What is concerning is how they are doing it.

And it is a concern not just to the WA transport industry; it is a concern now being shared by other groups representing different sectors of the WA economy.

WA Transport, Business and Export Industry Opinions Don’t Matter Rather than come over and present their case to you the WA transport

industry, they have instead in their own words gone to Federal Parliament, “to support industry efforts to have WA and the NT adopt the HVNL”.

WHAT industry efforts?

There are none coming from WA or the NT; even our Eastern States counterparts have gone lukewarm on the idea of us joining.

If they want WA and the NT to join then come over and present the case.

The fact is they have NOT done so and appear to have no intent to do so.

If this small minority group have a good case, then our members will probably support it. But they are not interested in even discussing it with WA’s 7000 registered transport operators.

Nor the 4000 wheat belt farmers plus the Gascoyne horticulturists, Kimberley producers, SW timber industry, Mining, Resources and emerging Manufacturing sectors all of whom export and rely on a productive safe road transport industry.

The point is the Eastern states group has demonstrated no interest in why WA has different rules, worse still

no interest in our results.

For example, WA has the best heavy vehicle fatigue outcomes in the country at 6.75% of total national rate, despite our WA industry carrying over 15% of the national freight task.

But does the ‘east’ look at this, nope.

The ‘east’ doesn’t care that we have the best safety outcomes, the ‘east’ just wants WA to adopt ‘their’ rules.

Note we can and must do better in WA, zero must be our target.

Does the ‘east’ care about the fact that permits are taking over a 100 days to get, costing our economy 100’s of millions a year, plus long delays from home for our increasingly scarce heavy haulage drivers?

Does the ‘east’ say, let’s looks at why WA and the NT issue permits in two days and we cannot issue them in two months?

Of course not, that would mean the ‘east’ has to acknowledge WA does

THIS SMALL MINORITY GROUP HAS INSTEAD CHOSEN TO GO DIRECT TO THE FEDERAL PARLIAMENT AND EFFECTIVELY TELL WA POLITICIANS THEY NEED TO PUT ASIDE WA’S ECONOMIC INTERESTS, THE CONCERNS OF ITS BUSINESS AND INDUSTRY GROUPS things well, and to the ‘east’ that is the ultimate humiliation.

So back to the threat This small minority group has instead chosen to go direct to the Federal

parliament and effectively tell WA politicians they need to put aside WA’s economic interests, the concerns of its business and industry groups.

It is this action that has become a real concern not just to our industry but other WA business groups. It is no longer about whether WA and NT join the NHVR, it is now a fight about WA’s right to be heard, to be respected and to make its own decisions.

It is a fight we cannot afford to lose as it is a fundamental assault on states’ rights and economic interests.

If this group wants to present its case, then we will organise a meeting of the industry to hear their case.

But it will be our industry and customers that will advise WA Government on the best path for the state. If you are not a member of our Federation then Join Now, we need your membership and voice. ■

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

APRIL 2018 | WATM

13

PROFILE - AV Truck Services 35th Anniversary

AV Truck Services – Celebrating 35 years

We are all about service.

Service is in our name, after all.

By Russell McKinnon

14

WATM | APRIL 2018

W

hen Antonio Vinciguerra began operations with his AV Truck Services on December 1, 1983, he had a dream.

He wanted to build something meaningful, helping the community and truckies, in particular.

He established a business with family money, bringing family values and service and to his credit and those around him; it flourishes today, years after he departed this realm.

From truck repairs and six mechanics 34 years ago, AV Truck Services has evolved, challenging the economic highs and lows to what it is today — a vibrant, professional company with 42 employees and championing the Iveco and

International names from its Great Eastern Highway premises in Redcliffe.

In fact, Tony Vinciguerra dreamt big and created the current premises early on in the company’s history — June 1984.

Based in three large buildings on 16000sqm, AV Trucks is now the onestop shop for the vast range of Iveco and International vehicles, from 3 ½ tonnes to 120-tonne road trains.

The metamorphosis from humble repairs to selling and maintaining huge fleets of vehicles has seen AV Trucks handle various brands from the UD Nissan franchise; then Western Star/ MAN and then Ford before it was sold out to Daimler and rebadged Sterling, which has since discontinued. Dennis Eagle was another franchise handled

IVECO CAME INTO THE PICTURE NEARLY TWO YEARS AGO AND THE MOTORING GIANT CHOSE AV TRUCKS TO HANDLE ITS PRODUCTS

APRIL 2018 | WATM

15

PROFILE - AV Truck Services 35th Anniversary

by AV Trucks.

Amalgamations and buyouts see brands shift and wane and AV Trucks has ridden the waves.

Iveco came into the picture nearly two years ago and the motoring giant chose AV Trucks to handle its products.

Managing Director Carlo Franzone said about relinquishing long-term franchises: “It was hard to take. One door closes, another one opens. I got the call (from Iveco) and took it on.”

Having Iveco on board means AV Trucks has more products to sell today than before. “And it means we are a fully fledged Iveco/International dealer.

“Iveco’s range is everything from 3 1/2 tonne car-licence vehicles up to 120 tonnes with the International Prostar.

Iveco also has a range of 4x4, 6x6 and 8x8 all-wheel drives.”

This is what makes Carlo see a healthy future for the company.

Iveco has the Daily Limited Edition 45C17 Tradie Made light truck with a fitted tray, capable of carrying more than a two-tonne payload. This also comes in a van configuration.

The Eurocargo is ideal for city cartage.

The ACCO range is most popular, designed and built in Australia for Australian conditions. These are suitable for concrete agitators, waste compacters, distributors, hooklifts, tankers or general haulage.

The Stralis is known for its fuel efficiency, extreme comfort and standing up to Australia’s tough conditions, including urban distribution and intra and interstate work.

The Prostar range works largely as prime movers, tipper and dog, long and medium-distribution work or as refrigerated transport.

Other workers in the Iveco range

include a motorhome, minibus and coaches suitable for city work, school and charter applications as well as mining sites.

Antonio Vinciguerra is well known to WA Transport Magazine readers, having featured in a June 2009 feature and then an October 2011 tribute after he died suddenly when just 71 years old.

More than 1500 people attended his service on September 9 of that year, amply illustrating his stature within the Western Australian transport community.

Tony had been grooming Carlo for the top job for some time and a /.. continued p20

16

WATM | APRIL 2018

CASTROL CONGRATULATES AV TRUCK SERVICES ON ACHIEVING THIS MILESTONE

PREMIUM

DISTRIBUTOR

35TH ANNIVERSARY

PREMIUM

AMBASSADOR

DISTRIBUTOR

DISTRIBUTOR

CASTROL - PROUD PARTNER OF AV TRUCK SERVICES SINCE 1985 www.castrolvecton.com.au

APRIL 2018 | WATM

17

35 YEARS IN THE GAME. CONGRATULATIONS TO AV TRUCK SERVICES. IVECO Australia is delighted to count AV Truck Services as one of its most important van and truck dealerships, and would like to congratulate the team there on the fantastic achievement of 35 years in business.

As a full-line dealer for IVECO trucks and vans as well as the INTERNATIONAL truck brand, our customers and prospective buyers in the broader Perth region have access to an extremely customer-focused dealership, excellent support services and with world-class facilities.

There is no doubt that AV Truck Services will continue to grow and make a great impression in Perth’s commercial vehicle market in the years ahead. As a close partner, IVECO looks forward to taking the journey with you. Congratulations once more.

Carlo Franzone

AV TRUCK SERVICES PTY LTD – DEALER PRINCIPAL 18

WATM | APRIL 2018

+ Featuring a premium American driveline with 550 hp / 2508 Nm Cummins X15 engine and the choice of either a traditional Eaton 18-Speed manual or ‘Ultrashift Plus’ automated transmission, the ProStar ® has been extensively engineered and tested to meet Australia’s demanding conditions and operator requirements. With class-leading aerodynamics, ProStar ® is an efficient performer and available in Tipper, Day Cab and Extended Cab configurations making it ideal for tipper, single trailer, 34 and 36 pallet B-double and even B-triple and two trailer road train work. The International® ProStar® is a proven winner and now even better with 5-year / 1,200,000 km extended engine warranty and include a $5,000 Iveco branded Visa card.

APRIL 2018 | WATM

19

PROFILE - AV Truck Services 35th Anniversary

ROB POINTS TO THE STABILITY OF THE FAMILYOWNED COMPANY AS A CORNERSTONE OF THE SUCCESSFUL BUSINESS /... continued from p16

Parts Manager Gary Humbert

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WATM | APRIL 2018

meeting of the board after Tony’s death elevated Carlo into the inner sanctum and the managing directorship.

That inner sanctum originally contained five shareholders and six directors and four directors still remain keenly watching as Carlo drives the company forward after what have been some harrowing years with the Global Financial Crisis not hitting Western Australia as hard as much as the demise of the mining boom.

“We probably had the best two years on record profit wise (after the GFC), but the mining boom was tougher, as the last three years have also been pretty tough. 2018 will be similar to last year, but we are better off than most and trends are that we are heading in the right direction,” Carlo says.

Those early years were infective as Carlo received the call from his friend Tony asking if he wished to work for him in his new venture. The pair had worked together at Sandover Pacific.

The answer was affirmative and Carlo brought his accounting background to work for Tony in May 1984, intending “to stay a few years”.

The rest is history as Carlo was named general manager in 2000 and bought into the business in 2011 upon his rise to managing director and has steered a safe course to where it is today.

In his eulogy for Tony, Carlo praised him “for treating me as his friend, his brother and a business partner”.

In 1984, it was Tony and his partners related through marriage — Rafael Aguilera, George Chiari, Primo Chiari, Mario Cinquini and Eugenio Savietto — who built and owned the purpose-built Redcliffe premises, which caters for all repairs, body building, administration and parts supplies as effortlessly today.

In fact, so grandiose was the design that it became known as the Taj Mahal, probably as much for the love bestowed on both structures by their owners.

Tony loved his family and business in equal parts.

He led the company for 28 years and his motto was that if the customer wanted something then he would engineer and modify his truck to what was required, invariably supplying

Administration Manager John Burns

West Australian Premium truck smash repair Centre Built on quality

Parins would like to take this opportunity to congratulate AV Truck Services on their 35th Anniversary.

We would also like to celebrate a 35 year business relationship between both companies and look forward to continuing this into the future.

PARINS has been a name synonymous in the WA transport Industry for over 40 years in heavy vehicle smash repairs.

Parins strives to give the highest expectation along with professional service to ensure total customer satisfaction.

Parins is a market leader in Western Australia in its field. By delivering on our statement and fulfilling our responsibilities we will continue to build our reputation into the many years ahead supporting the transport industry.

For all enquires please contact us on 2018 | WATM 21 T; (08) 9249 3888 | F: (08) 9249 3883 | E: info@parins.com.au | 320 Victoria Road, Malaga 6090APRIL | www.parins.com.au

PROFILE - AV Truck Services 35th Anniversary

Perth Radiator Centre Sarre Insurance Broking Services take pleasure in congratulating AV Truck Services on the achievement of their 35th Anniversary and wish Carlo and the team many more years of successfully trading as one of Perth’s leading truck dealerships.

Agricultural, Industrial & Automotive Plastic, Aluminium & Copper Radiators Pick Up & Delivery Service Charge Air Cooler Repairs Fuel Tanks Repaired Qualified Engineer On-Site ÂŽ

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FREE CALL

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98 Beechboro Rd, Bayswater WA 6053

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WATM | APRIL 2018

PerthRads_WAT_QTR0318

Congratulations to AV Truck Services on your 35 Year Anniversary.

We are proud to be your cooling products provider for over 16 years.

As a company that has itself been trading for forty years, Sarre Insurance Broking Services understand the Insurance needs of their clients and takes pride in providing them with competitively priced and comprehensive insurance products to protect their business.

For an obligation-free quotation for any of your general insurance requirements please contact David Sarre on 9362 2166 or 0417 942 733 or email info@sarreibs.com.au

something better than the factory-built truck.

In his eulogy, Carlo stated: “Even though he was the managing director, no job was beneath him and he was the happiest when he was getting his hands dirty and working alongside the mechanics on the workshop floor.

“If he was not redesigning trucks, he would be mowing the lawn on the ride-on mower he designed and built himself.”

The tremendous continuity of the business and sturdy helmsmanship from Carlo Franzone is also built on the capabilities of fine staff members.

Sales Manager Rob Dryland oversees a team of four salesmen, three working on heavy vehicle sales and one on light commercials — the popular Daily range.

Rob has been in truck sales for 15 years, starting with Scania. He moved to AV Trucks in May 2016 and has never looked back.

“It’s been a tough couple of years, but we’re seeing a turn with increased spending on infrastructure in the metro area and the North-West.

“It’s picking up and people are looking at replacing their vehicles.”

Rob points to the stability of the family-owned company as a cornerstone of the successful business.

“It’s a great place to work and we’ve established ourselves in a tough economy.

“The great thing is that (with Iveco) we cover everything from the light duty Daily right through to the 90-tonne-rated Stralis and the 120-tonne-rated ProStar.”

Service manager Gerry Stone has been with the company for just over a year, but brings considerable expertise to his position.

Gerry started with MAN in Sydney working in spare parts, shifted to Melbourne in various roles in the assembly area before heading into sales of trucks and buses.

He shifted to Brisbane to be the state sales manager. He did a stint as the national fleet asset manager for Cleanaway

Sales Manager Rob Dryland

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Proud suppliers to AV Truck Services for over 30 years. Congratulations on your 35th Anniversary milestone Over

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Head Office & Perth Depot: 6 Gallant Court, Midvale • Regional Depots: Bunbury, Geraldton, Merredin, Newman, Port Hedland

Experience

23

PROFILE - AV Truck Services 35th Anniversary

THE LATEST ACQUISITION - A $15,000 DIAGNOSTIC TOOL THAT YOU CAN PLUG INTO ALMOST ANY VEHICLE AND FIND THE PROBLEMS IN AN INSTANT

Service Manager Gerry Stone

before taking on his current role at AV Trucks in May last year.

“It’s the range of products Iveco has from light commercial to heavy duty — a huge range of customer options.

“There’s a lot of commonality of equipment and tooling and Iveco has good systems through its portals,” Gerry says.

While AV Trucks is now a dedicated Iveco workshop, Gerry says the workshop has a legacy of other brands and tradesmen experienced in working with those brands.

He is proud of the latest acquisition, a $15,000 diagnostic tool that you can plug into almost any vehicle and find the problems in an instant.

“The workshop is built on service, reputation and capability and we can build on that. That’s what drives us — service to the customer.”

Parts Manager Gary Humbert joined the business at the same time as Carlo and has a strong grip on what is needed to maintain various fleets, having worked in the industry for more than 45 years. He has a parts department with more than $6 million worth of stock, ready to satisfy any customer’s mechanical needs.

“We therefore stock a large supply of parts — from everyday items like filters and brake pads to full engine rebuild kits. And if we don’t have a specific part in stock we can usually source this within one-24 hours.

“We’re driveline parts specialists for engines, clutches, transmissions and diffs. We are stocking the ever increasing range of Iveco parts, but we still have a fair range of parts in

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WATM | APRIL 2018

stock from our previous franchises.”

AV Trucks carries more stock than perhaps an eastern states business because of distance and time-zone differentials.

Administration Manager John Burns has an association with AV Trucks going back to 1988 when he installed the

computer system for the new Ford franchise.

In 2011 he was offered his current role, although he initially declined before relenting.

He looks after the accounting functions, IT and trouble shoots when required.

“Everyone thinks I am the expert on IT — the go-to man. I

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PROFILE - AV Truck Services 35th Anniversary

WE ARE PROBABLY THE IGA OF THE TRUCKING WORLD, WITH FAMILY ROOTS AND CULTURE

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WATM | APRIL 2018

know where to get info and seek out expertise when required.

“AV Trucks has a great bunch of people and a strong bunch of shareholders. There is a lot of longevity in the staff who are very loyal to the company.

“The new Iveco range has proved very competitive and we are headed in the right direction.”

Being an Italian family-styled business, the founder’s ideals remain and will continue to secure the company’s future.

“We are probably the IGA of the trucking world, with family roots and culture. We are all about service. Service is in our name, after all. We trust we are easy to deal with.

People come and talk to us and customers become our friends. We extol personal values,” Carlo says.

With Iveco being in the AV stable for nearly two years, AV is focusing on the Iveco and International brands, but Carlo says he is always looking for other opportunities, like an engine supplier or another franchise.

“We want to build on the Iveco product. Iveco has a good name in WA, so we want to build on the brand and our business.

“We can arrange loan trucks and cars and we run the workshop until 10pm and can arrange to work on your vehicle outside these hours, by appointment, to be flexible for our customers. People’s expectations are now so high.

We have to meet those expectations.

“We’re very happy with the change to Iveco. They are built in Australia and it’s a good company to deal with.”

Iveco has tentacles throughout the manufacturing world with 150 years of experience. In 1975, Fiat and Lancia were just two of the five brands merged from three countries to form Iveco (Industrial Vehicle Corporation) and today the brand produces 150,000 vehicles a year from its many worldwide plants, including Australia.

With 42 workers at AV Trucks, Carlo says he wishes to build the team to 50 with more mechanics and parts personnel to meet the growing need and maintain the excellence for which Tony Vinciguerra strived so hard for, so many years ago. â–

T 9478 2299 485 Great Eastern Highway, Redcliffe

www.avtrucks.com.au

In Front Australian Business Solutions is a proud supplier of AV Truck Services, and wish to congratulate this locally owned and trusted business on their 35th anniversary.

With extensive experience across transportation, agriculture, construction and mining industries, we have an Equipment Finance solution that is the right fit for your business.

AV Truck Services Pty Ltd Address 485 Great Eastern Highway REDCLIFFE WA 6104 Dealer Licence No: 9861

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Telephone No: (08) 9478 2299 Facsimile No: (08) 9277 9658 Email: avtrucks@avtrucks.com.au

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APRIL 2018 | WATM

27

NEWS

Modifications to WAHVA Business rules The business rules for the Western Australian Heavy Vehicle Accreditation (WAHVA) have been updated.

5. Random and triggered audits or Show Cause Added: 5.15 Main Roads may initiate a Show Cause process or triggered audit where information (i.e. on-road breach, crash, compliance history, intercept report, complaint or other advice received) suggests an operator may be non-compliant with the conditions of WAHVA. 5.20 A Show Cause letter will be sent in accordance with the WAHVA Show Cause Process published on the Accreditation page of the Main Road website.

7. WAHVA SANCTIONS Cancellation or suspension of accreditation Added: 7.2 Main Roads will send a letter giving an operator 28 days to respond if audits have not been received by the due date. If an operator submits a conforming audit within 28 days, no further action will be taken.

7.9 If an operator’s accreditation is cancelled by the Show Cause process, then a minimum of six months must elapse before the operator can reapply to be an accredited operator.

Note if operators WAHVA is suspended they will not be able to operate on the RAV network. ■

Report on Australia's lithium industry

A

n independent report has been released which is a call to action for Australia to capitalise on the estimated $2 trillion lithium value chain.

Released by the Association of Mining and Exploration Companies' (AMEC) A lithium industry in Australia: A value chain analysis for downstreaming Australia's lithium resources report outlines how Australia can ensure that our future generations gain economic and social benefits, and become a global player in undertaking greater lithium downstream processing.

It recommends that government and industry work collaboratively to

ensure the greatest possible return in a competitive global market.

Western Australian lithium projects that have ramped up production include Greenbushes, Mt Caitlin, Mt Marion and Pilgangoora.

Australia produces more than 60 per cent of the world's lithium, which is a key ingredient in electrical vehicles and batteries for smartphones.

Western Australia's lithium reserves, combined with the states technical skills, industry capabilities and close proximity to the manufacturing centres in Asia, makes WA well placed to capitalise on the growing needs of the battery market. ■

Updated load restraint guide now available

D

rivers, operators and other participants in the transport chain of responsibility will be able to access an improved Load Restraint Guide and a complementary guide specifically for light vehicles at: www.ntc.gov.au/heavyvehicles/safety/load-restraint-guide/ Chief Executive, Paul Retter said that the updated Load Restraint Guide 2018 provides practical advice on how to safely transport a load.

“If you’re involved in packing, loading, moving or unloading any type of vehicle, you are responsible for complying with load restraint laws.

“Restraining your load is not complex, but it does require training and knowledge. This guide will help you to know how to restrain your load safely through practical guidance material, including diagrams, in a

user-friendly style allowing you to find the information you need quickly,” Mr Retter said.

The guide includes information on understanding the characteristics of the load in order to choose a suitable vehicle, as well as equipment and restraint systems which meet the performance standards legally required by law.

This is the first time a version focusing on light vehicles has also been available, specifically for vehicles under 4.5 tonnes.

“The Load Restraint Guide for Light Vehicles presents advice specific to the needs of light vehicle drivers - such as tradies, couriers or for the everyday driver taking a load to the rubbish tip - to make it easier for them to ensure their loads are restrained safely,” Mr Retter said. ■

Save 148 lives and stop 1,496 serious injuries

T

he Australian Government should save 148 lives in the coming years by mandating stability control for new trucks and trailers, ATA Chair Geoff Crouch says.

Mr Crouch was releasing the ATA’s response to the Government regulatory impact statement on mandating stability control for heavy vehicles.

The RIS proposes that stability control should be required for new

28

WATM | APRIL 2018

prime movers weighing more than 12 tonnes and new trailers weighing more than 10 tonnes. The technology would not need to be fitted to new rigid trucks.

The ATA submission recommends that the Government should go much further.

“The Government should lean in on safety and mandate stability control for all new trucks and trailers, including rigid trucks, with only narrow

exceptions,” Mr Crouch said.

“The ATA approach would save 148 lives and stop 1,496 serious injuries. It would save 24 more lives and stop 412 more serious injuries than the narrow approach recommended in the RIS,” he said.

Converter dollies would be exempt from the ESC requirement, because of issues with the technology in rough conditions. ■

OVER TO YOU by Stephen Marley, President LRTAWA

We Need to Connect the Road Network

A

s far back as 5000 BC, roads were developed to facilitate communication, trade and commerce. These were the primary reasons for every civilisation building and expanding a road network.

Nothing has changed in 2018; these are still the primary reasons for expanding our road network. It is ironic that in modern day WA, representatives of trade and commerce have to fight for the ability to efficiently deliver goods and services for the ongoing prosperity of Western Australia.

The increasing tendency for local governments to place extra charges on transport operators for road access, must be combatted by a combination of our industry working together to promote a well-reasoned argument that highlights the importance of having connectivity in our road network and State and Local governments recognising the need for change.

For example, AMMS 3 vehicles can now come down Greenmount Hill, an initiative much appreciated by industry, but the benefits are now undermined by a local government decision to charge large sums for AMMS 3 access to its roads, preferring instead to have two truck movements as opposed to one. It is not just AMMS vehicles in the firing line, our concerns relate to all restricted access vehicles.

This is an important issue for WA and one that should see intervention from the State Government to ensure we have a road access strategy that allows freight to travel along the network with minimal interruptions and minimal red tape for transport operators. If need be, the involvement of local governments in some of these decisions should be removed, as they have lost sight of the purpose of

the road network. Don’t forget local governments control 88% of our road network.

Historically local governments had responsibility for ‘developmental roads’ that helped develop WA’s economy. This focus was later modified to include a set of classification principles which took a range of factors into account but maintained an emphasis on moving goods within and beyond regional areas; and servicing commercial and industrial areas.

Unfortunately, local roads are now

THIS IS AN ISSUE THAT INDUSTRY CANNOT FIX ON ITS OWN - WE NEED OUR GOVERNMENT TO RECOGNISE THE IMPACT AND BECOME INVOLVED used as ‘wedges’ in a political argument about road funding or as a means to add revenue and transporters are caught in the middle. On the face of it local governments will claim this revenue is for road maintenance but those of us who regularly use local government roads know that not all roads are created equal. Whilst some are well maintained others see little maintenance until they are at the end of their life cycle and are replaced.

What do we want to see happen?

1. The State Government should intervene on the basis that it is in the State’s best interests to have an efficient road network i.e a network that strategically recognises the need to connect high productivity

vehicles wherever possible from point A to point B; 2. This intervention should result in a review of local government responsibility for access decisions which may require a modified road classification system; 3. The legal basis for local governments charging transport operators for access should be analysed; 4. Regardless of any Government intervention there should be greater readiness of the Commissioner for Main Roads to use existing powers to override local government decisions where trade and commerce are being adversely affected; 5. Local government road funding should be re-assessed including the amount, the formula and the expenditure. We know that local road funding has been declining to around 20% of vehicle licence fee revenue. The WA Local Government Association (WALGA) says that 75% of expenditure is spent on maintenance and renewal.

As indicated earlier some local governments proactively maintain their roads whilst we know there are others that don’t hold their end of the bargain up. There should be greater scrutiny by the State Government of where local governments expend the funds and the quality of the maintenance being conducted.

We cannot continue to allow 88% of the road network to be held to ransom by a system that is not working in the best interests of the State economy.

This is an issue that industry cannot fix on its own - we need our Government to recognise the impact and become involved. ■ APRIL 2018 | WATM

29

NEWS

LIZ MARTIN SAYS GOODBYE TO HALL OF FAME

I

t is a sad farewell as Liz Martin OAM is leaving the National Transport Hall of Fame after over a quarter of a century of building it up into a major local icon with multi-million dollar support from trucking companies and massive involvement by volunteers.

The Hall of Fame will continue in Alice Springs, albeit at a much reduced scale, and Liz hopes at least the camaraderie, commitment and corporate knowledge will be saved.

Ms Martin’s work in this field has won her many awards over the years including Australian Road Transport Personality of the Year, Australian Trucking Industry Woman of the Year, NT Achiever of the Year, Tourism Ministers Award for Excellence in Tourism and an Order of Australia Medal.

A spokesperson for the Department of Trade, Business and Innovation (DTBI) said: “Licensing NT commenced an investigation into the affairs of [the Hall] in November last year under the Associations Act. “That investigation is ongoing.

However, Ms Martin says, “This has been going on for three years – not just since last year. We have asked and asked for help in restructuring our association so that we can come close to being compliant. We have asked for a little flexibility given the uniqueness of our organisation.

“Our membership is primarily

30

WATM | APRIL 2018

truckies and farmers – in November and December they are delivering Christmas and doing harvest. In January it is still school holidays and money is tight. February or March is ideal as it is before the tourist season starts.

“The department want us to hold our AGM during the reunion. We have tried that and it failed. When I told the senior compliance officer in Alice Springs that the members were all drinking and having fun and didn’t want the AGM held then, her response was

organisation to comply with the NT Associations Act. “They may now even, on merit, grant us permission to hold our reunion ‘if’ we accept their funding and their changes to our business. It is too little too late,” says Liz. “We have never fit the Act and nor do I believe we can remain a self-funded and financially viable organisation if we do.

“I have seriously considered my position and it appears I am the stumbling block between a vibrant self-funded national museum and a nicely compliant small town transport museum. I simply cannot work under the restrictive conditions being forced upon me and I have tendered my resignation as CEO. “Many of the vehicles are privately owned and what happens with those is the choice of the owners. Yes, some will definitely be leaving. Yes, we have had significant offers to relocate and the two museums I will be working with in Broken Hill and Shepparton already have significant collections; they just need interpretation, character, profile and interaction with the industry and that’s what I can provide.

“Hopefully there will always be a home in Alice Springs for iconic Territory road trains such as Bertha, Julie and the AEC. I love them like my babies and could never justify tearing them from their roots. I just hope someone steps up for them.

“The people of the trucking industry

The people of the trucking industry are the most genuine and generous of any sector. They love the Hall of Fame and had made it their Mecca, the keeper of their heritage and the place they celebrate their peers and their mates that “they will do what they are told and there is nothing in the Act that says they have to be sober or sensible anyway. Just be there.” We were shocked.

“Most of our members are interstate. Most of our committee are also interstate. We were told we needed to have more diligent local committee members.

“The end result of all this is that the NT Government will make funding available if (and I have it in writing) we downsize and restructure our

are the most genuine and generous of any sector. They love the Hall of Fame and they love Alice Springs and had made it their Mecca, the keeper of their heritage and the place they celebrate their peers and their mates.

“I am devastated at the impact this debacle has had on them. To witness big tough truckies break down because they can’t put their recently deceased mates on the Wall of Fame at the annual reunion is something I just can’t continue to put myself through,” finishes Liz. ■

HISTORY

The History of the West Australian Road Transport Industry

By Russell McKinnon

1950 T

he Committee Meeting of January 17, the second of the year, dealt heavily with complaints and later moved on attempts to have the 20-mile trading limit extended; high licence fees on trucks reduced: and the position of the long-distance hauliers in view of wheat cartage by road presumably coming to an end.

It was reported to the March 2 Quarterly Meeting that the Association had 538 members with 1158 vehicles.

Also, one member asked how a delivery could be made to upstairs rooms while there was an electric light restriction in place. He was told to carry out the task, “light or no light”.

From The West Australian of March 24: “NEW TRANSPORT BODY. MANJIMUP.— ‘We were prepared for a warm welcome, but not quite as hot as the one we received,’ said the president of the West Australian Road Transport Association (Mr R H North) when he and association executives were in Manjimup over the weekend. Due to the bushfires only a few transport owners attended a meeting when a local branch of the association was formed. It has a membership of 20 persons.”

From The West Australian of May 6: “TRANSPORT OF WOOL. Road Train Arrives At Carnarvon. A step forward in the transportation of wool from the hinterland was made today when the road train from Boolathana station carrying 160 bales of wool, which is believed to be an Australian record, arrived at Carnarvon. The train is owned by Messrs H and W Butcher

and is operated under the management of Mr J Towie. Commenting on the venture, Mr H Butcher said that 28 years ago he and his brother, in association with Mr E H Stroud, who was then a transport operator here but is now a pastoralist, introduced the method of transporting wool by mechanical means into the Gascoyne district. Sheep were also carried that way for the first time. It was the period

A further stage had been reached in the development of heavyduty transport with the introduction of the road train. Its payload capacity of 160 bales of wool or 800 sheep, representing 28 tons net with the ability to travel 12 miles an hour of transition from the camel team to the motor truck. In 1950, Mr Butcher said, a further stage had been reached in the development of heavy-duty transport with the introduction of the road train.

Its payload capacity of 160 bales of wool or 800 sheep, representing 28 tons net with the ability to travel 12 miles an hour, was a big advance on the days of camel wagons when 23 camels hauled a load of between 10 and 15 tons at a speed of 10 miles a day. It was hoped that the road train would provide to a great

extent a valuable substitute for railroad transportation in the outback areas of the State.”

The passing of Mr W J Sumpton was recorded at the May 9 Committee Meeting, stating he “had in the past given service to this Association in attending, at his own expense, Annual General Meetings of the Master Carriers’ Council in the Eastern States in the days when this Association did not have sufficient funds to send a delegate”. He was a former president of the Australian Bowling Council, operated W J Sumpton and Sons carrying business and dies on May 6 at his home after a long illness. At the age of 14 he arrived in Melbourne from England, and after a couple of years he struck out for himself by coming to Western Australia, where he obtained a position with the firm of Messrs Simpson and Co., fruiterers, of Fremantle. With the retirement of Mr Simpson, some years later Mr Sumpton took over the business, which grew to mammoth dimensions While building up an extensive business connection, Mr Sumpton found time to interest himself in many forms of sport, chiefly bowls, and for a long time he has been one of the State’s best known exponents of the sport.

There were 63 million vehicles on the world’s roads by the end of 1950 with more than two thirds of these in the United States of America.

Motor users in Australia paid £17 million in petrol tax in 1950.

In Australia there is a commercial vehicle for every 21 persons. ■

APRIL 2018 | WATM

31

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.

BACK IN TIME HERE’S A FLEET of Kenworth SARs built by various model builders which were displayed at the WA Model Truck Show in 2009. From left to right we have a replica of Queensland’s Emerald City's Sar, Tripodi’s of Melbourne's Sar, a replica of TNTs day cab Sar and finally a tidy a grey and blue striped Sar.

32

WATM | APRIL 2018

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