WA TRANSPORT MAGAZINE - MAY 2021 EDITION by Angry Chicken Publishing Pty Ltd

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

ISSN 2202-6193

100007516 May 2021 | price $6.95

TRANSPORT magazine

IN THIS ISSUE: Carav-anger season again Cyclists – Are they gambling with their lives Loading control methods WA Skills shortage

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REEF GROUP BRING NATIONAL TRANSPORT AWARD HOME TO WESTERN AUSTRALIA WA transport and logistics business REEF Group has recently been awarded the ‘Australian Champion Transport and Logistics Small Business 2020 Award’. REEF Group owner, Robert O’Keefe said, “Returning home with this national Award demonstrates how Western Australian businesses are leading the nation.” WATM • May 2021

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There is no Quick Fix to the Driver Shortage By Tim Dawson | Branch Secretary

e continue to hear about the drivers by these same companies, in not for years, which means a lot to our shortage of truck drivers. I have supplying adequate amenities like showers members and the future of the transport been warning for years of this looming and toilets on their sites. industry. crisis, that without a pathway into the After long hours or in some cases days It is thanks to this campaigning by transport industry for young workers and spent in a truck it would be good to get our members that the State Government school leavers it will only get worse. The a shower or have a decent toilet to use. promised $14 million to upgrading some State Government has put some money Making this change would in some way much-needed rest areas for our essential into a training pilot that will hopefully go help in attracting and retaining drivers. truckies throughout WA. some way to arresting the shortage. Instead of calling for more foreign Not only this, but the government But it is not up to Governments’ alone drivers to be imported into Australia, these has also agreed to the formation of a to fix the shortage of drivers. Earlier companies should make sure when their consultation group of TWU members to this month, an article in The West, CBH work goes to tender it is a requirement identify priority locations for constructing complained about missing multiple that transport companies have a policy additional amenities and facilities for truck shipping commitments, costing the State that they will train drivers and factor in the drivers into the future. “tens of millions of dollars”, and risking its rates to allow for this training. The Government has also committed reputation as a reliable supplier. to amending the Owner Driver Act to Sham Contracting “A key challenge we are experiencing cover all commercial vehicles, as it We are finding more and more transport is the shortage of both train and truck currently only covers vehicles that are over workers being exploited by dodgy drivers,” CBH consultant co-ordinator 4.5 tonnes gross vehicle mass. employers. Employers that are classifying Stephanie Matson said. Changing this legislation will work to “This shortage is significantly impacting workers as independent contractors, make sure rates are fair, contractors are forcing working under an Australian our ability to move grain to our ports as paid on time and there is a legal avenue business number (ABN), cheating rapidly as required to meet our fullyfor them to peruse at the Road Freight employees out of entitlements such as booked shipping commitments.” Transport Industry Tribunal if the situation holiday pay, Super, sick leave, and workers' This is a story being told throughout WA they find themselves in is unjust. compensation. a story that is jeopardising exports of WA’s This State Government has also iron ore, grain, and other committed funding to export industries. improving mental health in SHAM CONTRACTING IS ILLEGAL It is time these the workplace, so that mental companies who rely health initiatives like Steering Have you been told you are an independent on road transport and Healthy Minds can assist in contractor, but think you should be classified as an especially drivers stopped supporting and promoting good employee? Then you should call the TWU the squeeze. Contributing mental health in the transport margins so small or in some industry. If you work directly for a company, cases making a loss on contracts, make These commitments are just the start of drive the company’s vehicle, wear it impossible for transport companies to changing the industry for the better. There company uniforms and are directed afford driver training. is a long way to go and a lot more can be It is time companies realise that there is to work at days and times set by the done to ensure transport workers have an company than you are not an independent a squeeze on transport companies. industry that is worker friendly and safer contractor. Not only making the transport industry for all. The TWU continues to campaign unsustainable and unsafe but also a The TWU will continue the fight for to improve the transport industry. contributing to the shortage of drivers. rights to be enshrined into legislation that Campaigning that has been run tirelessly Another factor is the treatment of will help working people..

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News

REEF Group bring national transport award home to Western Australia REEF General Manager Bradley Skuse hands Mr Ronnie Vorderhake the keys to the new Bunbury premises

hile pressure brought on by the COVID-19 pandemic affected the global economy, the Australian transport industry continued to deliver essential goods and services to many Australians. The commitment to deliver, by our Western Australian Transport community, has been recognised nationally. The Western Australian transport and logistics business REEF Group, in February 2021, was awarded the ‘Australian Champion Transport and Logistics Small Business 2020 Award’ at the Sydney Convention Centre, with around 1,000 guests in attendance. The Hon Scott Morrison MP, Prime Minister of Australia, extended his best wishes to all attending the Award night and gave recognition to the tough year for small business in 2020. Mr Robert O’Keefe, REEF Group business owner said, “Having the REEF Team’s resilience and strategic thinking, passion and commitment, celebrated amongst our peers, was an experience I will remember. Returning home with this national Award demonstrates how Western Australian businesses are leading the nation.” REEF is a Western Australian owned specialised transportation and logistics business operating since 2002. Custom-

WATM • May 2021

built vehicles and certified drivers/ operators, offer a variety of transport solutions that are capable of self-loading plant and equipment, for state-wide deliveries. Mr Bradley Skuse, REEF Group General Manager, said, “REEF may appear alike to other transport businesses, however the creative safety product of the business - the REEF Group patented CLOS (Container/ Equipment Loading and Offloading System), sets us apart as leaders in our field.” Safety and professionalism have always been standard with REEF Group, demonstrated by their previous Awards, including the Worksafe Award for ‘An

Outstanding Contribution to Safety and Health’ and Chamber of Commerce Award for ‘Excellence in Training’. Situated in Perth and Bunbury, REEF have an extensive fleet which includes tilt trays, low loaders, side-loaders and crane trucks, ensuring ease of movement for transportable equipment. The Transport Co-ordinator Team, managed by Ms Tahlia Hitchcock, ensures best possible outcomes for clients. REEF customers include the commercial business sector in need of safe and efficient means of transporting equipment, such as Coates Hire and Instant Products Group, through to households requiring

awareness of safe loading/offloading transportation practices. The REEF patented CLOS has fostered a culture of safety and wellbeing within the Australian transport sector, further enquiries can be made by contacting REEF Group.

TRAINING INNITIATIVES AND CAREER OPPORTUNITIES

REEF Group business owner Mr Robert O’Keefe accepting the national award for Transport and Logistics

Returning home with this national Award demonstrates how Western Australian businesses are leading the nation

reliable container delivery/pickup, storage alternatives and self-house moves. Customers receive safe transportation and excellent service at a competitive price, including set distance pricing and direct communication during the delivery process. This quality of service and commitment to professionalism has raised the bar in the transport industry.

ADVANCEMENTS INTO OUR SOUTH WEST REEF Group have been specialising in transport and logistics services in Western Australia for near 20 years, the REEF team are proud of the reputation they have built over this time. More recently, REEF expanded into Bunbury, opening a local premise, which now provides dedicated trucks and employment opportunities for local people. Newly appointed local Mr Ronnie Vorderhake is the Bunbury Branch Manager and manages the Bunbury and South West regions, with a clear focus on customer service. This expansion by REEF offers dependable local transport options, certified drivers/operators and faster response times to the South West region.

CLOS - Container/Equipment Loading and Offloading System REEF’s creative ingredient to the business the patented CLOS (Container/Equipment Loading and Offloading System), is a safety innovation which sets REEF apart as a leader in the transport and logistics industry. This combined with environmental responsibility and provision of support for staff through training, health and wellbeing initiatives, has resulted in REEF becoming a multi award winning transport business. Their long-term commitment to staff and safe practices is showcased by their Worksafe Award, signed by the Minister for Consumer and Employment Protection, ‘In recognition of an outstanding contribution to safety and health in the workplace’. The Worksafe WA Bulletin on Industry Guidance for the Safe Operation of Tilt-tray Vehicles refers to REEF’s patented CLOS and states, “Draw bars are recommended when loading and offloading containers because they eliminate the misuse of chains and miscellaneous attachments. The draw bar also eliminates the need for slings to have an excessive angle”. At the request of Worksafe WA, REEF held training sessions for Worksafe Transport Inspectors, to improve their

Internal training initiatives have also received recognition through a Chamber of Commerce Award for ‘Excellence in Training’. This accredited and nonaccredited training for employees is provided in both the Bunbury and Perth locations by REEF Training Officer Mr Garry Bonser. The training programs meet operational needs and align with company standards. Courses range from internal inductions, safe work procedures for equipment, defensive driving, manual handling, fatigue awareness and more. New drivers receive training with a dedicated trainer. Drivers/operators are also provided with paid opportunities to further their skills through accreditation training courses, truck licence upgrades, crane operating and rigging certifications. This training empowers them to make improvements within their workplace, and opens up opportunities for further education and career development. Creating a National Training Division to train and support all drivers/operators in safe Tilt Tray Truck operations to a certification standard is now marked for the future. This Western Australian entrepreneurial and creative Transport business has excelled in the small business arena and fostered an environment of possibilities for innovation and growth. Business Owner Mr Robert O’Keefe said, “I may own and oversee the business, but our REEF Team, our trucks and our services, are its lifeblood”.

Group REEF Group are looking to further expand and employ more drivers and schedulers, career and transport service enquiries are welcome by emailing service@ reefgroup.net.au or phone 9454 3724 (Perth) 9707 1486 (Bunbury). www.reefgroup.net.au

WATM • May 2021

TRANSPORT

magazine

VOLUME 27 | NUMBER 4

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: 0430 153 273 Email: karen@angrychicken.com.au WRITERS Karen-Maree' Kaye, Russell McKinnon CONTRIBUTORS Jan Cooper, Cam Dumesny, Carol Messenger, Ray Pratt ADVERTISING ENQUIRIES Angry Chicken Head Office T: 0430 153 273 E: karen@angrychicken.com.au DESIGN / PREPRESS Cally Browning | Bare Creative ACCOUNTS T: 0430 153 273 E: accounts@angrychicken.com.au

used to live in Kalbarri and it was heartbreaking to see the devastation that ensued from Cyclone Saroja. My best wishes to all residents of Kalbarri and anyone else affected. The only upside I can see is once and for all, most of the asbestos will be removed from the town. This month I received a lovely letter from Britta Littlemore who sadly lost her partner Michael ‘Springy’ Spring. This happened right at the beginning of the pandemic and due to restrictions a proper and befitting send-off was impossible. Thank you to Britta for sharing his life with us in this edition (Page 17) and whilst I know this was hard for you, the magazine gives his story a permanent legacy. It is important to me that our history

PRINTER Daniels Printing Craftsmen SUBSCRIPTIONS Subscriptions available directly from the Publisher. T: 0430 153 273 E: karen@angrychicken.com.au Australia: 1 year $76.45 (inc GST) 2 years $152.90 (inc GST) Overseas subscribers: Airmail postage will be added to subscription rate. Editorial Submissions: The Publisher welcomes editorial submissions. Once received they will become the property of the Publisher who reserves the right to edit the or adjust the content to fit with the format of our publication.

and people are remembered and I welcome any readers to contribute any of their achievements, human interest or anything else related to our transport industry. Email some high resolution JPEG images (1 – 3 MB in file size each) and a rough outline of your story giving me all the facts to karen@ angrychicken.com.au Britta asked me ‘why’ and how I do the magazine and the reason is, I enjoy this industry. I like the people. You are one of the last bastions of common sense, say it like it is and decency. Welcome to all the new subscribers of the magazine and thank you to everyone who supports it. Best,

Karen

CONTENTS 2............................................... R EEF Group bring national transport award home to Western Australia 6............................................... New report proves good vehicle maintenance improves road safety 10............................................ Cyclists gambling with their lives on highways 11............................................... Resources jobs and sales continue to break records in WA 12............................................ Governments must rule out massive truck rego hike 13............................................ Effective recognised loading control methods 14............................................ Western Roads Federation – Western Australian skills shortage

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.

WATM • May 2021

17............................................. Michael ‘Springy Spring – a great man remembered 18............................................ LRTAWA – Connectivity and productivity are connected 19............................................ Plans to modernise traffic infringements processes 20.......................................... Government should implement zero emission truck purchase incentive 21............................................ Construction underway at Australian Marine Complex

Every Month 7................................................ Questions to WA State Government 8............................................... A Fair Go for Owner Drivers 16............................................ Bird’s Eye View 22.......................................... HCVC 24.......................................... WA Transport History

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News

New report proves good vehicle maintenance improves road safety

new report from Australia’s largest trucking insurer and the industry regulator has confirmed operators who effectively maintain their vehicles are less likely to be involved in an incident. For the first time, the trucking industry regulator and leading insurer have shared de-identified critical road crash data, with the aim of improving road safety. The National Heavy Vehicle Regulator and Australia’s leading trucking insurer, NTI, have brought together their research, to minimise risk and create safer workplaces for truck drivers. Data from NTI’s NTARC Major Accident Investigation Report and the NHVR’s National Roadworthiness Baseline Survey was examined to create a new report which looks at the relationship between vehicle standards and safety performance. Traditionally, there has been very little evidence which proves a link between vehicle maintenance and major incidents due to a separation between organisations which hold data on vehicle condition and those who have access to crash data. This initiative between NHVR and NTI is an important step forward in sharing insights. Ten key areas were examined in the report, including brakes, couplings, steering and suspension, wheels and tyres, structure, seats, lights, mirrors, windscreens, and engine and driveline to determine there was a correlation between poor maintenance and increased claims frequency and cost. Report author, NTI’s Transport & Logistics Risk Engineer Adam Gibson, said the link was particularly clear in two categories. “There was a 29% increase in frequency and a 22% increase in the cost of claims for transport companies with poorly maintained couplings. For wheel and tyre defects, the frequency was 32% higher than the baseline while cost was 26% higher,” Mr Gibson said. “It’s important to note this does not show crashes were caused by defects in 6

WATM • May 2021

those systems, but that operators with trucks in which couplings, wheels and tyres were not well maintained, were involved in a greater number of claims. The link is correlative, not causative.” Mr Gibson said there was one category that yielded surprising results. “There was only a 3% higher frequency and 4% higher cost compared to the baseline for operators who had vehicles with defects in their braking system. This is due to the way braking systems were tested back in 2016, and that process has now undergone a significant overhaul.” NHVR Director Vehicle Safety and Performance Peter Austin said this report highlighted the importance of regular and effective maintenance regimes across the heavy vehicle fleet. “Well maintained vehicles operating on our road network are essential to the safety

of all road users,” Mr Austin said. “The NHVR has a long-standing commitment to evidence-based enforcement, which is why we take a national, risk-based approach to checking whether heavy vehicles in the fleet are maintained. “If we see a history of non-compliance, we intervene early and investigate further to prevent a potential accident from occurring. “The report marks an important step forward, with the expertise and insights shared across the regulator and insurer providing opportunities to reduce fatalities on our roads.” The new report comes just months after NTI was named a recipient of the NHVR’s 2020 Heavy Vehicle Safety Initiative, a grant supported by the Federal Government. The full report can be viewed at www.nti.com. au/brands/nti/risk-management-services/ roadworthiness-report

TRANSPORT BOSS CONVICTED OF SPEED LIMITER TAMPERING

he owner of a South Australian transport company has been prosecuted by the National Heavy Vehicle Regulator (NHVR) for possessing speed limiter tampering equipment. South Australia Police (SAPOL) Heavy Vehicle Investigation Section conducted an investigation at the company’s premises in August 2020 and located a laptop installed with tampering software, as well as connecting plugs. The company owner initially declined to answer questions about the device, but pleaded guilty to possessing a speed limiter tampering device when he appeared at Adelaide

Magistrates Court. Speed limiters ensure that specified trucks over 12-15 tonnes cannot travel above the national 100kmh limit for such vehicles. NHVR Executive Director of Statutory Compliance Ray Hassall said speed limiter tampering was a serious offence. “The NHVR and SAPOL regard speed limiter tampering as a serious public safety offence and we won’t hesitate to prosecute operators who ignore the law.” Under the Heavy Vehicle National Law it is an offence to possess a speed limiter tampering device without a reasonable excuse.

Over to you QUESTIONS TO THE WA STATE GOVERNMENT

Thank you to our WA State Government for answering WA Transport Magazine reader’s questions. If you have a question that is related to the transport industry please email it to the publisher at: karen@angrychicken.com.au Question Why set the speed down Greenmount hill at 40kmh when there’s no enforcement? Without fail, every time you go down it there is a handful of clowns going 60+ with fully loaded road trains. Answer from Main Roads Spokesperson The 40 km/h speed limit on Greenmount Hill is in place to ensure safe descent of heavy vehicles. The WA Police are responsible for enforcing posted speed limits, including this posted heavy vehicle speed zone. WA Police often enforce the speed down Greenmount Hill. However, if heavy vehicles are observed speeding down Greenmount Hill, this should be reported to Police for their awareness.

The RTAA is not to be used as a depot and excessive stays should be reported to HVS.

Question Why is Main Roads not enforcing a time limit and removing trailers, dolly's and trucks from the Kewdale RTAA when it is very clear some people/companies are using it as a depot. Answer from Main Roads Spokesperson Main Roads monitors the RTAA and notifies those owners who have stayed within the Kewdale RTAA for an excessive period, that they need to move their vehicles as quickly as possible as per the erected signage.

Question Why is the RAV map in networks? Do I need to display on the front and rear of my roadtrain “Network 5.5”? Answer from Main Roads Spokesperson The different RAV networks correspond to different RAV categories. The specific permit or order you are operating under will specify which RAV Network you must operate on. There is no requirement to display the network on your vehicle.

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Question Will Main Roads continue to allow longer and heavier Quad/Quin combinations onto an already congested route without adding more overtaking lanes? Answer from Main Roads Spokesperson Main Roads is continually assessing the road network and carrying out improvement works, including road widening and overtaking lanes. Road trains are only approved when the road is assessed as suitable for that combination.

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WATM • May 2021

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

OLDER EXPERIENCED TRUCK DRIVERS ARE LEAVING THE INDUSTRY IN DROVES

lder experienced truck drivers are leaving the industry in droves for reasons such as over regulation, low wages and being treated with low respect. We do face a driver shortage and I often wonder what has changed, because many years ago, there was never a shortage of drivers. I often sit around with older drivers and reminisce about the good old days and the changes the industry has gone through in the last thirty years or so. Changes that were implemented with good intentions to improve life in the transport industry – which has created a system of being over regulated. This has made life on the road harder for the truck driver. For instance, when I started as an Owner Driver I had one piece of paper from Main Roads - a road train permit and as I carted dangerous goods – a dangerous goods license. There was no accreditation or fatigue management to worry about and life was pretty simple. Due to carting bulk dangerous goods – every year, the truck had to be put over the pits to check condition and roadworthiness. This was always considered as a pain and nuisance but it made you keep the truck in good working order. We now have vehicle accreditation to make sure that our vehicles are safe and roadworthy and I can tell you it does not work as it is just a paper trail of ‘flick and tick’ and no one physically inspects the vehicle. I would suggest that all vehicles annually have to obtain a roadworthy

WATM • May 2021

certificate. While this would not be welcomed by a lot of transport companies it would ensure that all vehicles were safe and roadworthy – creating a level playing field by eliminating undesirable operators. Fatigue management was also a great idea as it is was supposed to give the truck driver more normality and sleep. Yet again, the system is open to abuse by some as they manipulate the hours worked to make it look good on paper. You only ever get caught out if you have a major incident and the paperwork is scrutinised by auditors. While management of fatigue should be good for the drivers it has actually done the opposite. Transport companies are micromanaging trip times as per fatigue management rules to schedule trip times with no room for unexpected errors such as flat tyres, traffic hold ups, loading times etc. This places a huge burden on drivers and is actually contributing to them becoming more fatigued as they try to keep to the schedule. Some companies have fitted GPS to all their trucks so they can monitor where they are at all times meaning if you are getting tired and want a break, then ‘big brother’ is monitoring your every movement. I’ve seen trucks having to stop in a truck bay on a blistering hot day because their driving hours are up when twenty minutes away is a good roadhouse where they could be having a better break, good food and a shower. Where is the common sense in that?

Good roadhouses with all the amenities and good food – where are they? Rates of pay are always going to be an issue and nobody wants to listen to truck drivers as they try and obtain a safe and sustainable rate. Many times I’ve said, “The big multi-national’s dictate transport rates of pay as they exploit hard working truck drivers. They have no conscience as they attempt to improve their bottom line.” In the past, truck drivers worked hard and they gained respect with their fellow drivers and customers by being friendly and courteous on the road. We were loyal to the companies we worked for, and we were always courteous to the customers whilst picking up and delivering their freight. Customers genuinely appreciated our efforts and they looked after us. Mining companies were always quick to unload trucks; they supplied meals, showers and even rooms if an overnight stay was necessary. How times have changed. Now waiting times to get unloaded is done when it suits the customer, you are treated poorly and best of luck getting just the basic requirements of toilets and showers. Should we go back to the good old days? I really do not have all the answers but it’s time the rule makers talked to truck drivers before they try and solve our problems with more regulation. All we want is to be respected for what we do and be adequately rewarded for our effort. Keep it safe, Ray Pratt.

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www.khitch.com.au WATM • May 2021

News

Are cyclists gambling with their lives on Highways?

WATM • May 2021

young cyclist died recently after a collision with a prime mover travelling in the same direction on the West Australian stretch of the Nullarbor. The question of bike safety on arterial roads and highways has been bought into question, yet again. Obviously there are two sides to the story and ‘all’ road users should have access to all of our roads but the transport industry is questioning ‘why’ people would put their lives in danger by cycling on a dangerous highway that is a busy main freight corridor - a road that barely fits two trucks passing each other. As much as some in the transport industry ‘joke’ about cyclists and the menace they are and we have all encountered or heard about them riding several or more abreast and holding up traffic, no one is as cold hearted not to care when another human tragically and horrifically loses their life. The first thing in question is the roads themselves which unfortunately don’t accommodate everyone. Whilst many cities have built bicycle paths, these are just not

available on highways and main roads. An alternative is for those in charge of road works is to increase the road shoulders to allow cyclists and slower moving vehicles room to pull over when required. This would of course cost billions of dollars, would take decades to complete and who is going to pay for it? With all other motorists paying registration, license fees and the commercial sector paying heavily for compliance and insurance – cyclists pay no money towards infrastructure with exception of their own business and personal tax. Next is speed. An experienced cyclist can travel up to 30 kph. However, they are riding on a road where the rest of the traffic is travelling at 100, 110, even 130 kph in some states of Australia and frankly, they are a fraction of the size of a road train. It makes sense to question ‘why’ cyclists are allowed to travel on roads where the speed limit is above 60 kph if there is no infrastructure in place for them. Another question regarding speed is why all other road users can be fined for doing

more than 20 kph under the posted speed limit with the exception of cyclists who are in actuality doing 70 to 80 kph less on a 100 kph speed zone. There is also the concern of the cyclist being passed by road trains or any trucks that are doing the speed limit. There have been incidences of the cyclist’s being hit by backdraft and if the road is not wide enough to accommodate all vehicles are the trucks expected to come to a stop for the cyclist if the cyclist won’t stop themselves? When a fully laden road train is travelling the speed limit on a main road and encounters a situation where slowing down by up to 80 kph without warning, when there is oncoming traffic and no room to move and often other trucks behind as well – it is a recipe for disaster for all concerned. Most agree that cyclists have their place in towns and cities – particularly where infrastructure supports them. However you will be hard pressed to find anyone in the transport industry who thinks that they have a place on highways and main roads where any heavy vehicles or road trains are operating - as it is just far too dangerous for everyone. It is fine for cyclists to demand their right to ride where they want but surely they have a responsibility, particularly if they are travelling alone without any escorts or support vehicles that can alert other road users of their presence. Night time, driving into the sun, the cyclist is often in dark clothing, no safety gear (not that that would make a difference in the case of an accident with a truck), often no mirrors… Actions have consequences and the chain reaction can be life changing or life destroying for not only the cyclist but anyone else involved. As one WA transport operator said, “What about the truck driver, who is just doing their job - a professional driver, earning his living on the road. What happens to him when the unthinkable happens?” “He's charged by the police, loses his licence - which means that he's lost his job, income and the only means of supporting his wife and family. He is often sent to jail for many years and often falsely judged by the public as a dangerous driver who just mowed down an ‘innocent cyclist’. “He has to live with the fact that a human went under his truck, even though he did everything in his power to avoid the inevitable and if he comes out the other side without PTSD and is able to get behind the wheel again - it is a miracle.”

This is the problem. The transport industry is painted in a bad light and only governments can change this by either building roads to accommodate ‘all’ traffic safely or changing legislation for the sake of cyclist’s safety. Suggestions made by the transport industry to solve this life threatening problem include eliminating cyclists from main roads and highways or any roads with speed limits above 60 kph. Failing that, the government should introduce legislation that requires cyclists

Lone cyclists are not the only at risk. The transport industry also has to contend with events such as the Indian Pacfic Wheel Race. Wayne Bradshaw, CEO WA’s peak body for cycling –WestCycle says events such as the Indian Pacific Wheel Race are putting cyclists at risk and his body would caution riders of participating in them. "Where riders are required to stay on the road for extended periods of time at all hours of the day and night under fatigued situations, it would seem that there is a

Actions have consequences and the chain reaction can be life changing or life destroying for not only the cyclist but anyone else involved to obtain a permit and they must use escorts when travelling these roads. It has also been suggested that cyclists should be registered, as are all other road users which would help pay for the infrastructure needed for them and that they should display a government issued ID plate so they can be identified for any behaviour that would put themselves and other motorists in danger.

significantly increased risk associated with those rides," Mr Bradshaw said. As for independent journeys, like the one undertaken by the young man who lost his life, he said safety precautions for cyclists and drivers were vital. "If they are going to do them, be aware of the risks and take appropriate precautions like visibility and potentially moving off the road as trucks pass," he said.

Resources jobs and sales continue to break records in WA

estern Australia’s resources sector continued to break records in 2020 with sales of $174 billion. Statistics released by the Department of Mines, Industry Regulation and Safety show iron ore leads the way with record sales of $116 billion on the back of the highest prices since 2011. Gold was another strong performer with more than $17 billion in sales, an all-time high, as was the average price of around $2,500 per ounce. Nickel sales increased to $3.3 billion, which is the highest value in six years. Employment in the resources sector was a star performer, with an average of 140,940 people representing yet

another record. More than $20 billion was invested in the WA mining and petroleum sector, up from $17 billion in 2019. This represents the highest level since 2017. Mines and Petroleum Minister Bill Johnston said, “Western Australia and its resources sector have successfully navigated the pandemic to deliver these impressive figures. “It was especially pleasing to see exploration expenditure and employment continue to strengthen given the important role the sector plays in finding the next big resource discovery. “With around $140 billion of resource projects in the pipeline, Western Australia's future continues to look promising.”

WATM • May 2021

News

Effective Recognised Loading Control Methods

Governments must rule out massive truck rego hike

overnments must immediately reject an outrageous proposal to increase truck registration charges by up to 220 per cent, CEO of the Australian Trucking Association, Andrew McKellar said. The proposal is in a research report developed by Austroads, the peak organisation of state and territory road transport agencies. The report includes a proposal for massive increases in registration charges for older trucks. “The Austroads report says that those operating an older truck could be forced to pay up to $20,000 in registration charges

vehicles.147,000 heavy vehicles would be hit with the full 220 per cent increase. “In total, the proposal would affect more than half of Australia’s heavy vehicle fleet. “Hardworking small and family trucking businesses would be pushed right out of business and into financial hardship because they simply could not afford to keep their trucks on the road,” he said. Mr McKellar said there were better ways of encouraging trucking operators to upgrade to newer, safer trucks. “Last year, the ATA strongly argued for measures to help trucking businesses

The Austroads report says that those operating an older truck could be forced to pay up to $20,000 in registration charges per truck per year per truck per year – that's a brutal 220 per cent increase from the current registration fee of $6,225 for a prime mover and semitrailer,” Mr McKellar said. “Amidst the challenges of COVID-19 and the bushfires, the trucking industry has been on the frontline, working hard to get Australians back on their feet and communities supplied. “And yet here we are, with an increase in charges that would hit about 400,000 heavy

buy new equipment, which ultimately resulted in the Instant Asset Write Off and temporary full expensing,” he said. “As a result of these measures, trucking businesses are lining up to buy new trucks. “Instead of punishing businesses, we need to see more action from government to remove barriers to new vehicles, such as amending the truck dimension and weight rules and providing a temporary zero emission truck purchase incentive,” he said.

TRUCK WASH SURVEY

ustralian Pork Limited has a project team working on African Swine Fever preparedness focused specifically on truck wash facilities and availability. African Swine Fever has killed half of the world’s pig population and while it is not in Australia it has spread throughout Europe and Asia and is now in PNG and East Timor. The survey APL are conducting asks for information on the truck wash facilities available to you when transporting pigs. This information

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will among other things help to inform industry and government investment in truck wash facilities. The survey is confidential and takes about 10-15 minutes to complete. It can be completed on-line at massey.au1.qualtrics.com/jfe/form/ SV_0NAuyH9uqB6NwrP or you can do the survey over the phone. To complete the survey over the phone contact Kate Webster (0439 293 556 or email her at kwebster@mintrac.com.au to arrange a time that suits you.

he Accredited Mass Management Scheme (AMMS) was developed to provide the transport industry with a more flexible concessional loading scheme. It allows transport operators access to concessional mass limits, provided they have suitable loading controls in place. AMMS allows for three concessional mass levels and does not prescribe the specific loading control methods that must be used or restrict commodity types. Rather, it allows for any product and any proven loading control method to be used. The loading controls must be able to control both the gross mass limit and axle group mass limits that apply to the vehicle. While any loading control method can be used, the following are some recognised methods to assist operators in meeting the requirements of AMMS. Control Method #1 Using a Weighbridge: Having your vehicle’s individual axle groups weighed on a weighbridge prior to departure is one of the simplest and most reliable loading control methods. It gives assurance to the driver that their vehicle is loaded within the allowable mass limits of their permit and enables them to easily record this information as part of their trip records. It also ensures the driver can easily detect any overloads and rectify them prior to departure. If the weighbridge you are using is an AMMS Approved Weighbridge, it will be listed on our website. An AMMS Approved Weighbridge will provide you with individual axle group weights, which can be included in your trip records. Control Method #2 Using Portable Scales: Similar to using a weighbridge, measuring the vehicle’s axle groups at the ground using portable scales is a very reliable loading control method. It is important to remember that

Focus

An AMMS Approved Weighbridge will provide you with individual axle group weights, which can be included in your trip records

weighing must take place on firm, level ground and suspension torque must be managed to ensure the weights determined are correct each time. The technology for portable scales can vary greatly. For sensor pads with an integrated analogue or digital gauge, it will require the driver to have a documented process to record the axle group weights each time the vehicle is weighed. More advanced systems include where the sensor pads link to an electronic control unit and can print a basic weigh docket showing the mass for each axle, registration of the prime mover and the date and time. This docket could then simply be signed off by the driver and included in their trip records. Regardless of the type of portable scales you use, you must ensure they are maintained and calibrated according to the manufacturer’s requirements. You must have written procedures to outline the ongoing maintenance process, and current calibration documentation for the portable scales. Control Method #3 Specific Position Loading: The loading control method does not need to include physically weighing the vehicle each time it is loaded. It could simply be loading a particular product in a specific position on a trailer. There is still the requirement to ensure the gross mass and mass distribution across axle groups are within allowable limits and this could be determined by conducting a number of initial test weighs. To achieve this, you could load the product onto the trailer, noting the

positioning of the load, and then physically weigh the vehicle (including all axle groups) using a certified weighbridge or portable scales. Once you have proven that loading the product in the same way each time distributes the mass correctly, it must be included in your loading plan to ensure loading is undertaken in the same manner each time. Control Method #4 On Board Mass Management: On board mass management systems provide a good indication to the driver that they are complying with allowable mass limits, and it provides flexibility as it can be used for multiple transport tasks from almost any location. The two types of on board mass management systems include chassis mounted and suspension mounted, with related technology continually improving. Whatever the on board mass management system used, you must be able to record the axle weights to meet record keeping requirements and include this process in your loading plan. For on board mass management systems that have the capability to simply display the axle weight information but not record it, you will need to have a documented process to ensure the driver records this information for each load. This could be in the form of a simple spreadsheet / trip sheet or schematic of the particular vehicle combination to record axle group weights, which is signed and dated by the driver or date / time stamped photographs of the readouts. Any of these can then simply be

included in the trip records. Control Method #5 Volumetric Loading: Where a vehicle is specifically designed and built to carry a certain volume of a particular product, or the volume of a particular product can be accurately measured with a calibrated device, volumetric loading is considered an appropriate loading control method. There is still the requirement to ensure the gross mass and mass distribution across axle groups are within allowable limits and this could be determined by conducting a number of initial test weighs. Once you have proven loading the product the same way each time distributes the mass correctly, the method must be included in your loading plan to ensure loading is undertaken in the same manner each time. As part of your records, you need to have documented evidence that the vehicle has been loaded in accordance with the proven loading plan. This could form part of your daily trip sheet. You must also have documentary evidence to demonstrate the volumetric loading devices are appropriately calibrated in accordance with manufacturer’s specifications, unless the vehicle is being loaded by a supplier who has provided a trade receipt from the loading device. Your loading plan must be verified at least every three months. Full details of the recognised loading controls are available by visiting www. mainroads.wa.gov.au and searching Loading Controls or by contacting the HVS Helpdesk on 138 486. WATM • May 2021

Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO

WESTERN AUSTRALIAN SKILLS SHORTAGE

estern Australia’s recovery from the Pandemic has been better than most, but it is creating widespread issues with finding skilled and semi-skilled labour. Not just in Road Transport, but nearly every sector of the West Australian economy is now reporting a difficulty in recruiting staff. With Jobkeeper ending March 28th, as of 15th March it was reported that the national unemployment rate had decreased to 5.6%. The key statistics reveal that employment is on an upwards rise. Seasonally adjusted estimates for March 2021: • Unemployment rate decreased to 5.6%. • Participation rate increased to 66.3%. • Employment increased to 13,077,600. • Employment to population ratio increased to 62.6%. • Underemployment rate decreased to 7.9%.

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• Monthly hours worked increased by 38 million hours. This is being evidenced recently with interstate Tradespeople being offered salaries of $108,000 per year to move to WA for work which is related to the Homebuilder grant and other incentives to encourage growth in the building and construction sector. Western Australian building giant Buckeridge Group of Companies is offering bricklayers across Australia the six-figure sum to relocate to Perth and keep the state's building boom on track. Superannuation and annual leave are offered on top of the hefty salary, which is about $40,000 higher than the average income of a bricklayer, along with a relocation incentive of $2,500. Roads and Infrastructure in Western Australia is another big driver of employment. There is record stimulus spending on roads and infrastructure by the State and Federal Governments. In

particular, Main Roads has a record five year spending program on new roads and maintenance. Even local councils have stimulus dollars to spend on roads. We all understand our WA mining super cycle, so no need for explanation. The trend for online shopping is also creating more demand for local drivers and transport staff. It is a double edged sword. All of these things create demand for road transport to support them; however, a dwindling labour market being offered financial dream jobs makes it harder for our industry to compete. Why the Labour Pool is down? Normally, an upswing like this would see WA recruiting FIFO workers from the East or New Zealand. However, the WA State Government policy of discouraging FIFO in place of local employment and the frequent border closures has meant a decrease in the available FIFO workforce. Even though there have been thousands of returning Australian expats they seem not to suitable or willing to work in the skilled and semi-skilled jobs. Finally, add in no international migration and we are left with just relying on the existing WA workforce. But with

WRF supported and sponsored a training program through an RTO to for entry level jobs into our industry. The program has taken over 100 unemployed young people, screened them, trained them and has now placed over 80% in job where they have remained in employed for over six months a State Unemployment rate of just 4.8%, there isn’t much of that workforce left, especially when every other sector is fighting for people too. So what are we doing about this? On the upside, the WA Transport Industry was one of the first sectors to actually get on the front foot and start training people. 1. Unemployed Youth: Western Roads Federation (WRF) supported and sponsored a training program through an RTO to for entry level jobs into our industry. The program has taken over 100 unemployed young people, screened them, trained them and has now placed over 80% in job where they have remained in employed for over six months.

2. HV Driver Training: Training of 1000 new drivers has commenced. The first round of students are new people to the industry and they are being trained to HR licence level. The training includes a week intensive with the industry being mentored by experienced industry drivers. We are still refining the HR to MC training model, details of which will be announced in due course. 3. Mechanics: Try getting your car serviced at the moment, as even the repair mechanics are struggling to retain staff. This will only get worse once the road building starts and the call for mechanics to repair the yellow equipment will become very

high. Diesel Mechanics etc. take four years to train, so we have written to the Deputy Prime Minister asking for Mechanics to be put on the priority exemption list. 4. Working with Other Industries: Recently, the Mining and Business industry groups rang me to discuss what we are going to do collectively to address the skills shortage. We will support a collective effort of business and industry to put forward solutions. There will be other on-going issues regarding the skills shortage. There are no magic bullets but at least we have been proactively trying to do something about it as an industry..

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 • May 2021

Over to you BIRDS EYE VIEW by Carol Messenger

CARAV-ANGER SEASON AGAIN T

he time of year that most truckies dread - school holidays and with it comes the huge increase in road traffic as everyone flees the urban centre heading for 'the outback'. This year is worse than ever, as because of COVID-19, we can't head to Bali, or Singapore or New Zealand - we have to holiday at home - well our home state anyway. We have to 'wander out yonder' as the advertising tells us. Flee the city and head out bush, and herein lies one of the major problems for the transport sector - caravans with drivers who are untrained, inexperienced, unprepared and downright dangerous. These are the people that cause us to suffer from Carav-anger as we have to deal with 'once or twice a year' explorers of the great unknown. I have always been a firm believer in the idea that you ought to have to have a caravan licence before being allowed to head out like a snail with your home on your back. These days, where the caravan can far exceed the towing vehicle in both length and weight, drivers definitely need some training to help them adjust their common sense before being allowed out into the flow of traffic.

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This should include training that details correct loading so that the caravan is balanced and also does not cause the car lights to be pointing straight up into a truck driver's eyes. Training that makes them check the lights, the tyres and the brakes of the caravan - all which have not been touched since it was parked in the garage six months ago after the last school holidays. Training so that they understand their position on the road and how to safely interact with trucks particularly if overtaking or being overtaken. Too many inexperienced caravanner’s panic when a truck passes them and this can have fatal consequences. 91% of all caravan accidents are caused by sudden swaying or shaking or snaking and it takes only a sudden one inch left or right movement at 80kph and an inexperienced driver has no chance of pulling it back. We do not have the luxury of flat, wide roads with broad shoulders that would give a driver a chance of correcting an error instead we have narrow, bumpy roads with little or no shoulders that sadly leave a driver in a precarious position if anything goes wrong.

For many caravanner’s, the opportunity to 'just hook up and go' is exactly that. There is no preparation, no pre check or road worthiness check before they head out to what could well be a trip of 1000 kilometres or more over often unfamiliar roads. There is just the excitement of 'let’s go'. Sadly, for many, this exuberance can have serious, costly and sometimes fatal consequences. According to statistics, in the last year 80% of caravan accidents resulted in total loss. If something is going to go wrong, it will go wrong in a big way, so by doing a pre check you can at least try and even those scales up a bit. Caravans have always been a nightmare for trucks, the fact that they often travel well below the speed limit makes it hard for trucks to pass - trying to get speed and timing right when you are pulling a triple road train is no mean feat and when the caravan driver is uncooperative or unhelpful it just makes our job even harder. Trucks are on the road to ‘work’, to provide essential supplies to keep this country running - it would be nice if they were treated with a little more respect and courtesy - and don't even get me started on caravans and parking bays or fuel stops.

Remembered Happy to be back on the open road, he enjoyed driving the Perth-Darwin stretch when the opportunity arose and moved over to Jolly and Sons and Ontraq Haulage mainly doing this route. A few years was then spent with Triton Heavy Haulage, doing larger oversize loads and float work which was new to him as well as east west work, something he vowed never to do (too many rules and regulation changes from state to state, he’d say), but as with everything, he embraced the challenge and ended up enjoying it. Triton sold out to Centurion Transport and this saw him move over to do short stints at MTA and RGR before he was diagnosed with Terminal Bowl

Michael ‘Springy’ Spring – A great man remembered

year ago, the WA Transport industry lost one of its finest. Michael Spring passed after an 18 month battle with cancer on the 16th May 2020. He was only 57 years old. Springy, as he was known was the sort of bloke who would always stop for those broken down or in need of help. He mentored many new young truck drivers who were grateful that he shared his experience. He is remembered as a great man, a bit of a larrikin and a legend in the transport industry to his family and friends. He didn’t own a multi truck transport company, or design fancy transport equipment gadgets, or sit on the board of any transport forums - but he gave a gazillion hours to the job and life style that he loved. He was a go to person for many on how to best to secure a load, where to find ramps and weigh bridges or how best to get to some remote mine sites. During 1983 and 1984, he first met Peter and Laurie Allbeury, Allan Halse and his truckie dad and mentor Trevor Kempton and his brother Ron. They taught him

the things that shaped his future such as mounting tyres on split rims, rebuilding motors and fitting a 6/10 overdrive Road Ranger to a Leyland Comet. He absorbed all the teachings of the Kempton brothers who made him earn his keep by starting off small in an old single drive cab over Leyland, affectionately nicknamed “Maggie Thatcher”. He then got a job at Conclad, moving up in the world, to driving the “Dung Barge” an 8Tonner and dog. In those days, most trips were on the dirt, in stinking heat and there were no creature comforts like icepacks. Window down was the extent of air conditioning. Mick saw out the late 80’s and early 90’s working at Conclad, Brambles and Centurion Transport. He then had a go as a Perth based Owner Driver but the lifestyle did not agree with him so he sold up and moved onto driving for Robbie Brown (RJ & SW Brown) pulling a B-double and two dogs with half heights loaded with Mill Balls for Telfer. His truck at the time was a Tri-drive Kenworth 904 called “Lotsa Ballz”.

Cancer, totally out of the blue. What made Mick’s passing even sadder was his last days took place when the national restrictions came into place for COVID-19. This meant his eleven year old son was not allowed into the hospital to see his dad. Mick spent his last few days at home so he could see a few family and friends for one last time but a proper farewell and funeral procession were not possible. His friends did the best they could and at the end of March, just within a whisker of COVID-19 gathering restrictions coming into force. Robbie Brown of RJ and SW Brown, Danelle Kempton of Dananni Haulage and Blair McHaffie of McHaffie Transport Australia (MTA) came together to organize the best “Live Wake” that Mick could have ever imagined. Long distance trucking was his ‘everything’. He loved his mates from on the road and from learning his sudden diagnosis, they constantly kept him involved via Facebook and phone calls right to the imminent point of no return. His own farewell from his self written eulogy... “To my Transport family, Black on Black, safe travels and I’ll catch you in the big window. “He left this life on earth forever a truckie and I am so proud of him,” says his partner Britta Littlemore. WATM • May 2021

Focus LRTAWA by David Fyfe, President, Livestock and Rural Transport Association of Western Australia (Inc)

Connectivity and productivity are connected

t is well known that economic competitiveness is closely linked to the quality of our supply chain infrastructure. There are varying estimates about the potential growth of the freight task in the coming years with some predictions suggesting that land freight could increase

by 35% by 2040. Faced with growth challenges our supply chain infrastructure needs to improve if we are to meet increased demand. Without improvements we will be faced with more bottlenecks and pinch points and goods will take longer to reach markets and ports at a higher cost. Our reputation as a reliable supplier will

suffer. The community will feel the impact as will the many transport businesses that are servicing these markets and the economy in general. The Australian Infrastructure Audit in 2019 pointed out that agricultural supply chains in Australia were experiencing challenges. It noted that our cities are

News

Mitchell Freeway southbound transformation a step closer

mart Freeways technology is one step closer to being rolled out along the Mitchell Freeway southbound, with three consortia, invited to submit detailed design and construction proposals. The three consortia shortlisted are: • CPB, GHD, UGL and SAGE • Intelligent Freeways Alliance (NRW, Lendlease Services, WSP) • SmartWays Alliance (BMD, Ventia, Arup). This stage of the project will deliver

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coordinated ramp signals at seven freeway entry ramps from Reid Highway to Vincent Street, ensuring vehicles enter the freeway safely and efficiently while avoiding stop-start conditions at known pinch points. Closer to the city, Smart Freeway infrastructure will be installed with lane use management technology to display open and closed traffic lanes for incident management, unlocking additional freeway capacity and allowing traffic to be managed in real time.

Variable speed limits will improve traffic flow and safety by making adjustments based on traffic volumes and conditions, while dynamic message signs over the freeway lanes will display information about the road conditions ahead. The project will also install other smart technology such as CCTV, Vehicle Detectors, Automatic Incident Detection, and Stopped Vehicle Detection at emergency stopping bays, as well as upgrade the existing Traffic Control

key centres of demand, supply and the processing of high-value and containerised freight. However, too often they act as bottlenecks on our supply chains, limiting access to key markets for exporters and increasing costs for consumers. Congestion on key routes, and land-use planning that does not consider freight and regulatory constraints on our gateways, are common challenges. The audit went on to say that local agricultural infrastructure is often poorly maintained and lacks capacity. Infrastructure constraints are coupled with inefficient regulation in our regions, where freight operators have to deal with a range of different access arrangements. The report concluded that Australia is well positioned to take advantage of Asia’s economic development. But to do so, we need to ensure our freight and supply chains operate efficiently and minimise costs for business and consumers. That report was pre-Covid19. Since then, the importance of freight productivity has become even more evident. Input costs for the freight sector are rising. In Australia, average wages and fuel costs have both outstripped the growth in the Consumer Price Index (CPI) over the past 20 years. Labour and fuel account for the majority of marginal road transport costs, per kilometre travelled. Vehicle registration costs will keep rising. With the scales tipping the balance on input costs business owners must continue to innovate and get the most out of their investment if there is to be revenue left at the end of the day.

It seems fairly obvious that supply chain infrastructure that enables more streamlined and effective delivery of goods and services is efficient and therefore productive and therefore competitive. The winners are transport businesses, their customers, the consumer and the economy as a whole. The big question is – to what extent is regulation and infrastructure in WA holding this equation back and is it holding the state and national economies back? In WA, we have some well-known and frustrating examples of connectivity barriers and until we overcome them, we’ll continue to be less than efficient. In practical terms, we need our transport regulators to confront these obstacles rather than accept them as being fatal to better access. The recent decision to improve network connectivity to Tonkin Highway from Bedfordale Hill was a major step forward and Main Roads should be congratulated for the decision. We can’t stop there however as there are other blockages into the city that need to be overcome – Greenmount Hill, Welshpool Road and Muchea are all sore points with industry. High profile strategies such as the Revitalising Agricultural Freight Plan, whilst identifying some positive projects, have tended to skirt around some of these key issues. Perhaps a special Road Freight Connectivity Task Force should be formed, which has very practical terms of reference and good representation from small to medium sized transporters, to develop a strategic plan to address these issues

through infrastructure improvements, because increased access can’t only be based on more and more conditions on the transporters when the industry is continuing to invest in state of the art equipment and gaining no advantage from it. The task force could also review the RAV network in light of innovations in current equipment to ensure it is fit for purpose. For good measure the same group could also look at protecting freight corridors for the future. Although we assume this is fundamental to our planning processes, we see examples every day of the tension between freight and the general community which unfortunately contributes to a negative view of the industry. Whilst on the topic of industry reputation, I can’t let this opportunity go by without mentioning driver facilities. Industry groups such as the LRTAWA, Western Roads Federation and the TWU are working very hard to get funding for better facilities built. Those groups are also advocating with various stakeholders for access to their site facilities for truck drivers. Time and time again we are told that access is restricted because the drivers don’t respect the facilities. We know this is a minority of people but the whole industry is tarnished by their lack of care and behaviour that gives pigs a bad name. If readers of this magazine have any ideas about how we can address this problem your industry association would like to know as it stands between you as a driver and decent facilities.

Plans to modernise traffic infringement processes Systems Network to future-proof smart operation of the road network. Smart Freeway technology is also being delivered as part of the Mitchell Freeway Southbound Upgrade: Hodges to Hepburn project, with nine entry ramps from Hester Avenue to Warwick Road to receive coordinated ramp signals. The $140 million Smart Freeway Mitchell Southbound program is jointly funded on a 50:50 basis by the Australian and Western Australian governments.

The McGowan Government is taking the next step to modernise the way traffic infringements are managed across the State. The new infringement processing system will provide people with more options to manage and pay their traffic infringements. Importantly, for someone experiencing financial difficulty, the new system will give greater flexibility including allowing for the first time, part payment arrangements or payment extension options. $13.7 million has been allocated in this

year's budget for these important reforms. Legislation is being drafted to support the new system's improved features. The new system will also allow people to manage infringements online, including nominating the driver and viewing the evidence. Businesses are being asked to provide information about contemporary solutions to inform the new system's design, through a Request for Information managed by the Road Safety Commission. The new system is expected to be operational in 2023. WATM • May 2021

News

GOVERNMENT SHOULD IMPLEMENT ZERO EMISSION TRUCK PURCHASE INCENTIVE

he Australian Government should implement a temporary zero emission truck purchase incentive if low and zero emission transport technologies are ever going to become a reality, CEO of the Australian Trucking Association, Andrew McKellar, said. Mr McKellar’s call came as he released the ATA’s submission to the Australian Government’s Future Fuels Strategy – a paper that sets out the government’s direction and practical actions to enable

“Refuelling for long-haul transport routes must also recognise that truck drivers need access to quality rest facilities with food, drink, showers and toilets. Refuelling stations will need to be co-located with the services and rest areas that truck drivers need to use,” he said. Mr McKellar said adopting the ATA’s recommendations would support the government’s commitment to the $24.5 million Freight Energy Productivity Program.

New, low emission transport technologies will never become a reality if they are not viable commercial options for trucking operators the commercial roll out of low emissions road transport technologies. “New, low emission transport technologies will never become a reality if they are not viable commercial options for trucking operators,” Mr McKellar said. “There must be a strong focus on the roll out of these technologies, with targeted government investment and clear action on how to remove the barriers that are preventing industry from adopting them,” Mr McKellar said. To bring down these barriers, the ATA submission calls on the Government to implement a temporary Zero and Low Emission Vehicle (ZLEV) truck purchase incentive until these vehicles make up five per cent of Australia’s heavy vehicle fleet. “ZLEV trucks are almost non-existent on Australian roads. They won’t be commercially viable until they are deployed, tested and refined for Australian operations, and increase in scale to lower costs for businesses,” Mr McKellar said. “A temporary incentive would remove these barriers and allow market choice about the best way to move goods, 20

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reduce emissions and grow the Australian economy,” he said. The ATA submission highlighted an example of a successful incentive system in California, in which trucking businesses can access US$120,000 ($A157,480) incentives for the purchase of zero emission prime movers. “This scheme has already assisted more than 7,500 zero emission and other clean trucks and buses to enter the transport fleet,” Mr McKellar said. The ATA submission also recommended the ZLEV strategy address vehicle design rules to implement additional mass and width for zero emission and cleaner trucks, as well as extending investment in hydrogen refuelling stations. “Co-investment in hydrogen refuelling and electric charging stations by the Future Fuels Fund should incorporate heavy vehicle access, strategic planning of refuelling on transport routes, and consider co-location with existing truck driver rest facilities,” Mr McKellar said. “For early fleet adoption, private commercial ‘back to base’ sites should be eligible for investment.

WA’s newest nickel sulphide mine officially opens

ines and Petroleum Minister Bill Johnston has congratulated Mincor Resources at the opening of its Cassini nickel mine, 60 kilometres south of Kambalda. The underground project forms the cornerstone of Mincor's Kambalda nickel operations, which includes the Long and Durkin North mines and the proposed restart of the Miitel mine. With a total investment of $179 million, the projects will create more than 200 jobs during operations. Cassini is a greenfields discovery that will contribute 56 per cent of Mincor's total nickel over the initial fiveyear life of the project, with first nickel concentrate to be delivered early 2022. Future exploration drilling is planned as the mining development advances, with expansion also possible through the main deposit and the adjacent Cassini North prospect.

“The ATA welcomes this commitment, which will provide competitive grants to support trucking businesses to invest in efficiency improvement for diesel vehicle fleets, vehicle modifications, or new vehicle technologies,” he said. To view the submission visit www. truck.net.au/advocacy/submissions/futurefuels-strategy-discussion-paper.

News

Truck dimension rules blocking electric, hydrogen and cleaner vehicles

he truck dimension rules must be changed to make zero and low emission trucks more available, CEO of the Australian Trucking Association, Andrew McKellar said when releasing their submission on heavy vehicle emission standards. The submission recommends www.australianmarinecomplex.com.au increased width and mass for diesel trucks that meet the Euro VI emission standard or equivalent, as well as electric and hydrogen trucks. “Australian trucks have a width of 2.5 metres, with extra allowances for equipment such as tautliner curtain buckles, lights and removable load restraint equipment. In contrast, trucks in Europe are generally 2.55 metres wide and trucks in the US are 2.6 metres wide,” Mr McKellar said. “Electric and hydrogen trucks developed overseas will need to be redesigned for the Australian market to meet our dimension rules. This will slow the rollout of zero emission trucks in Australia.” Mr McKellar said an increase in vehicle mass was also needed to encourage the purchase of newer, greener vehicles. “Euro VI, battery electric and hydrogen trucks are heavier, which reduces the amount of freight they can carry and their commercial viability,” he said. “There needs to be an extra 500 kg axle mass allowance for single steer trucks and an extra 1000 kg for twin steer trucks,” he said. Mr McKellar said zero emission trucks were a reality and needed the right policy settings to increase their uptake in Australia. “We are getting to the stage now where international vehicle manufacturers are bringing electric vehicles to the market. To support this, government must ensure vehicle standards regulations are flexible enough to allow that to happen,” he said. He said the Government’s proposal to mandate Euro VI or the equivalent

Northern Harbour

Southern Harbour

PRECINCT AND FACILITY MAP 1 2 3 4 5 6

SHIPBUILDING PRECINCT TECHNOLOGY PRECINCT MARINE SUPPORT FACILITY SUPPORT INDUSTRY PRECINCT COMMON USER FACILITY

SHIPBUILDING PRECINCT FABRICATION PRECINCT

TECHNOLOGY PRECINCT SUPPORT INDUSTRY PRECINCT FABRICATION PRECINCT

Construction underway at the Australian Marine Complex US/Japanese standards should be brought forward to 1 January 2024 for new truck models and 1 January 2025 for new trucks generally. The Government’s current proposal is to mandate Euro VI or its equivalents for new truck models from 1 July 2027 and for new trucks from 1 July 2028. “After extensive consultation with our members, the ATA considers that we can now mandate Euro VI and its equivalent standards earlier than originally planned, but the mass and width changes must come into force well in advance of 1 January 2024,” he said. The Euro series of standards regulate the emission of carbon monoxide, hydrocarbons, nitrogen oxides and particulates by on-road heavy diesel vehicles. All new trucks sold in Australia must, as a minimum, meet the Euro V standard or the equivalent US/Japanese standards. To view the submission visit www.truck.net. au/advocacy/submissions/heavy-vehicleemission-standards-cleaner-air

Electric and hydrogen trucks developed overseas will need to be redesigned for the Australian market to meet our dimension rules.

onstruction has commenced on the new vessel transfer path at the Australian Marine Complex (AMC), with the WA Recovery Plan project creating local jobs and bolstering Western Australia's case to secure high value defence industry projects. The transfer path is the first of four major infrastructure projects at AMC, which together are worth $87.6 million and expected to create almost 600 local jobs. It is part of a suite of initiatives which will support the growth of WA's burgeoning defence industry, as the State Government continues its efforts to secure the full cycle docking (FCD) submarine maintenance program. A relocation of the FCD program would see WA become responsible for all maintenance of Australia's Collins Class submarine fleet, creating an expected 3,000 local jobs. The three other projects being delivered at the AMC include a new shipbuilding facility, a major wharf extension, and road intersection upgrades. Building and civil construction company Georgiou was awarded a contract in January to deliver the transfer path, which will create greater connectivity across the AMC, between the floating dock and shipbuilding and sustainment facilities. The project is expected to be complete in July 2021, ready to support the launching of the Royal Australian Navy's new Arafura Class offshore patrol vessels from September 2022. WA Premier Mark McGowan said, "My Government has made a compelling case to secure FCD and we continue to ask the Federal Government to make the right decision in the national interest and send the project to Western Australia." WATM • May 2021

Over to you

RESTORATION AND HISTORY 1

1937 Ford truck

art of owning and restoring old trucks often becomes an interest in finding out about the working history and who the previous owners were. I was lucky enough to have a chance encounter that led me to the past owners and history of our 1937 Ford truck. My brother Warren was out on a test drive as we were taking the truck to the last all Ford Day. Graham Hughes saw it on the road, recognised it and attended the event that weekend and met up with us to share its history. The truck was originally from the Adelaide Hills in South Australia. It was used to cart boxes of apples and pears from the orchard at Houghton to the markets in Adelaide then later from the orchard to cold storage at Paracombe. Orchardists Walter Schultz and his son Arnold Schultz bought the truck about 1944. During the Second World War when there

WATM • May 2021

was a shortage of fuel and a gas producer was fitted to the right mudguard. The truck had been kept in a shed and used right up until Arnold and his wife Marjorie retired. By then, daughter Christine was living in Perth and her husband Graham Hughes acquired the truck and transported it across the Nullarbor on the tray of his 8 tonne truck in 1986. He spent the next four years restoring it to original condition. This vehicle had only done 106,000 miles from new and a new engine was fitted by the Ford Motor Co in 1958 at 87,965 miles. Graham then stripped the truck back to the chassis and restored the vehicle, obtaining some parts from USA, replaced the wooden tray, including about 18 coats of paint to the cab – all taking about five years to complete. Graham estimates that more than 1100 hours and $7500 was spent on the vehicle restoring it to original condition and said, “I

By Roger Goodchild was surprised with the ease of availability of parts from Antique Auto Parts in NSW for a vehicle of this age.” “I have done most of the work myself, except for the painting and panel beating of the cab and guards, which was done by Bruce Bousfield, who has done an excellent job,” said Graham. Both Graham and Bruce worked for Linfox Transport. The paint used on the cabin is a twin pack polyurethane which was specially mixed to the original colour. The interior of the cab has been re-upholstered by Graham and the seat professionally resprung and re-upholstered. The main wood beams for the tray are Oregon and the tray is dressed Jarrah. The vehicle obtained a full registration in Western Australia in 1991. The truck now belongs to the Goodchild family.

1. Before restoration 2. Stripped down to the chassis 3. Working on the cab 4. Crossing the Nullarbor in 1986 5. Original door 6. During restoration 7, 8 Finished

VITAL STATISTICS Engine

21 stud, side valve V8

Wheelbase

13 ½ inches

Gearbox

4 speed crash box

Braking system Fully mechanical

Diff: Full floating type, with a radio of 5.14:1 or 6.1:1 optional

WATM • May 2021

History

The History of the West Australian Road Transport Industry

By Russell McKinnon

1973 T

he Association met with members of the Transport Workers’ Union on August 28 in a hope of ending the owner-driver sub-contractor strike, to no effect. It was reported to the September 11 Executive Council Meeting that most sub-contractors had returned to work after 13 days. It mainly involved drivers of milk tankers and food delivery trucks. An ironic hangover from the 1970 Federal award decision, it arose because some WA drivers were not covered by a new Federal award. Employers were willing, but unable, to pay them the difference because State arbitration procedures did not permit such agreements while a strike was in progress. It took changes to State awards to resolve the impasse. President W Roots transferred to Sydney and offered his resignation. I Chandler replaced him and Mr L Hall was elected as a Vice-President. Mr R Sudlow of Smith Allan Pty Ltd was elected to the Executive on October 31. Mr Roots offered his services as proxy delegate to the ARTF should he be needed at Sydney meetings.

1974

Vice-President T F O’Brien indicated his decision to leave Bell Bros Pty Ltd and start a new business called Bellway Pty Ltd The Association attended every meeting of the Road Transport Inquiry. The Chairman, Mr D Sanders, was to have written the report but unexpectedly died before he could finish the task. The TWU wanted support for the re-opening of the inquiry, which has been completed, but the Association did not agree. The decision to raise a State tax on 24

WATM • May 2021

fuel in lieu of road tax was to be discussed with the Minister for Transport, the April 3 Executive Council Meeting was told. The Furniture Removers’ Division held a successful meeting on April 23 with 21 members attending at 7.30pm, a time indicated to be the best. The meeting heard that a Federal award for clerical staff within the transport industry, except WA, was established. A film depicting furniture removals in the United States was shown, followed by refreshments. Attendees were from Grace Bros, Gill’s Transport, Esperance Removals, Ipec Removals, Gascoyne Trading, AAA Transport, Warren’s Removals, Wridgways, Bedford Carrying Service, Brambles Manford, Nathan’s Transport, Carry-A-Long, ABC Carriers, Vost’s Removals and Bep Transport.

area be increased by 23.55 percent from July 8. The June 26 meeting showed that the percentage increases for all spheres were: Metropolitan 25.66; Inter-State 15; NorthWest 18.5; furniture up to 34.9; railroad inter-State 17.5 and subsequently increased by a further 12 percent to allow for WAGR rail freight increases. The application for the price increases to the Prices Justification Tribunal were delayed somewhat. Mr L Hall was named to the National Road Transport Industry Training Council at the July 17 Executive Council Meeting. Meetings were also agreed to start at 9am in future. There was another strike over wages in August, this time affecting MTT passenger services as well as deliveries of fuel, milk and food. Before it ended, the Liberal/Country Party Government, led

Vice-President T F O’Brien indicated his decision to leave Bell Bros Pty Ltd and start a new business called Bellway Pty Ltd A Special Meeting of the Executive Council on May 2 was held to discuss the recent national wage decision resulting in an increase of two percent plus $2.50 per week, effective from May 23. A review of the operating costs, using the Association’s formula, indicated a cost increase of 4.41 percent. The Association thus increased all transport and allied service charges be increased by 4.41 percent from June 1. InterState rates would be increased by 2 percent except to NSW, which would be 6 percent. This was rescinded on May 15 (although the Minute Book says the meeting was May 4 and not May 2) to await the outcome of negotiations with the Transport Workers’ Union. At the June 5 Executive Council Meeting the decision was announced as a $25.40 weekly increase with four weeks’ annual leave, casual, meal and travelling allowances. It was thus resolved that all general cartage rates in the metropolitan

by Sir Charles Court, announced plans for emergency legislation to protect fuel and energy supplies; a citizens’ organisation recruited 2000 indignant footsloggers for a mass protest march to Perth Trades Hall. The extension to the free trading area finally happened and was announced to the Quarterly Meeting on August 22. It had been lifted from the old 25 miles to 50km (31 miles). Vice-President T F O’Brien indicated his decision to leave Bell Bros Pty Ltd and start a new business called Bellway Pty Ltd. The Executive Council Meeting of June 26 lifted the salary of the executive officers. Mr R Tyson was also named Assistant to Executive Director. Both he and Executive Director W R Pellew were granted four weeks’ annual leave. Association nomination fees and subscriptions rose by a whopping 37.5 percent in 1974.

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WATM • May 2021

WA TRANSPORT MAGAZINE - MAY 2021 EDITION

Articles inside

WA Transport History

Construction underway at Australian Marine Complex

HCVC

Plans to modernise traffic infringements processes

Government should implement zero emission truck purchase incentive

Michael ‘Springy Spring – a great man remembered

LRTAWA – Connectivity and productivity are connected

Bird’s Eye View

Western Roads Federation – Western Australian skills shortage

Governments must rule out massive truck rego hike

Resources jobs and sales continue to break records in WA

Questions to WA State Government

A Fair Go for Owner Drivers

REEF Group bring national transport award home to Western Australia

Cyclists gambling with their lives on highways

Effective recognised loading control methods

New report proves good vehicle maintenance improves road safety