WA TRANSPORT MAGAZINE - OCTOBER 2019

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

WA

ISSN 2202-6193

100007516 October 2019 | price $6.95

TRANSPORT magazine

Page 2

LOOK FOR THE NUGGET IF YOU WANT SUCCESS Australian Football great, Kevin Sheedy AM was well aware that many rural transporters are continuing to face an uncertain future with sheep live exporters unable to ship from Australia for three months of the year, when he delivered his keynote address at the 39th LRTAWA annual conference. He challenged a rapt audience to think about areas in their businesses that they could do differently. As a disciple of lateral thinking, Mr Sheedy said it was important to think outside the square, move the goal posts, change the boundary lines and look for the nugget.

IN THIS ISSUE:

Pictured: New LRTAWA President David Fyfe and Kevin Sheedy AM

Driving trucks as a sustainable career Review of WA Fatigue Regulations needed Transit storage of Dangerous Goods Improving Australia’s economy WATM • October 2019

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Driving trucks as a sustainable career

By Tim Dawson | Branch Secretary

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hen it is no more difficult getting a truck licence than a car licence you know there is something wrong with the system.

We have seen too many shonky training providers handing out Heavy Vehicle Licences, you’d think Wheaties packets were having a promotion.

It is time for Governments to reassess how truck license are acquired.

Our industry needs to change the way truck drivers are trained and change the way truck licences are given out. It needs to go from “Handing out licences” to “attaining a certificate to drive a truck”. A license is something you get to drive a car.

Operating a truck is a highly skilled occupation and it needs to be treated that way.

We, as an industry, need to question how is it that you can get a license to drive a truck before you have passed a load restraint course?

How is it you be granted a license to drive a truck if you aren’t able to reverse it?

In Victoria the VTA has developed a training program of its own that has so far produced 75 graduates, all of whom walked straight into jobs because the benefits for employers are obvious.

Mr Anderson CEO of the VTA has said.

"Not one of [these graduates] has lost their job or walked away from their employer, and not one of them has had an accident,”

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"They still really need to go through years of experience to really get the hang of it... but we've got a better basis on which to build a more capable driver, and a driver looking for a career.

"We believe 18-year-olds can be driving trucks if we teach them the right way.

“It [the training program] delivers a safer, more competent, skilled driver to our industry.

"Once we start putting those people on the road, people will look at our industry differently.

"Driving a truck is a skill that needs to be developed.”

I agree. It shouldn’t be about the age of someone but the level of training and skill.

Training and education can be a solution, not only to the shortage of truck drivers, but to the skills base of drivers coming into the transport industry.

We need to have young people wanting to enter the transport industry.

Our industry needs to change from “handing out licenses” to “attaining a certificate to drive a truck”

And wanting to be career truck drivers. The only way that will be achievable is to get to them as they leave school.

It is unsustainable for the transport industry to continue to wait for new drivers to turn 25 or older to get a start as a truck driver. Our industry will have already lost them.

The Victorian Government has promised $1million a year for the next four years to fund the program.

The Driver Delivery Program is an eight-day course that covers safety, fatigue management, chain of responsibility, occupational health and safety, load restraint, driver attitude, risk reduction techniques and road craft.

Armstrongs’ Driver Education delivers the program for the VTA for a qualification in heavy rigid synchromesh or heavy combination standards from its Thomastown base, north of Melbourne.

And I personally would like to see WA offer a similar initiative. If you don’t want to go to University or be an apprentice tradie but want to drive a truck then you should be able to get a start in the transport industry straight out of school.

Ensuring the next generation of truck drivers are properly trained and have secure jobs with a long-term career.

And ensure our transport industry is sustainable.

PROTECT YOURSELF & JOIN the TRANSPORT WORKERS UNION

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The workplace representative for people who make a living working in transport

e: info@twuwa.org.au | Ph: 1800 657 477 | Web: www.twuwa.org.au | F: www.facebook.com/twuwa

Over to you

Our Heavy Vehicle Helpdesk is available 7 days a week.

Talk to us about: Permits

Accreditation

OSOM movements

Route Assessments

Trafic Escort bookings

Compliance

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

Main Roads Heavy Vehicle Services 525 Great Eastern Highway REDCLIFFE 6104

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

The LRTAWA 39th Annual Conference

LOOK FOR THE NUGGET IF YOU WANT SUCCESS Australian Football great, Kevin Sheedy AM was well aware that many rural transporters are continuing to face an uncertain future with sheep live exporters unable to ship from Australia for three months of the year, when he delivered his keynote address at the 39th LRTAWA annual conference in Busselton on the 26th/27th July.

Images by Cameron Winsor

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ook for the gold nugget” was his advice to business operators wanting to survive in a difficult environment. He cited the example of the introduction of the annual ANZAC Day clash between Essendon and Collingwood in the 90s.

“ANZAC Day was there for 80 years before we took it on and ran with it. Why didn’t we see that earlier?” He challenged a rapt audience to think about areas in their businesses that they could do differently.

As a disciple of lateral thinking proponent, Edward de Bono, Mr Sheedy said it was important to think outside the square, move the goal posts, change the boundary lines and look for the nugget.

On teamwork, he said ‘work together or you’re likely to fail.’ He also said that

leaders stand up and show the way with example, chase knowledge and share and make sure the good people don’t leave.

These words of wisdom were a fitting conclusion to a series of presentations from speakers covering a broad range of areas.

Friday afternoon got off to a good start with the popular presentation from Alan Pincott, from Australian Trucking Safety Services and Solutions on what happens when a truck rolls over and why. Alan used diagrams, models and an expose´ of rollover investigations to deliver a practical presentation with high impact which will help participants identify high risk scenarios. It is well worth attending one of his workshops if readers get the chance.

At the Association’s annual general meeting later in the day the baton was handed

(Left) David Fyfe and Kevin Sheedy AM. (Below) Outgoing President Andy Jacob welcomes delegates.

Lake Grace transport operator, David Fyfe was elected President. Matt Henderson from MDH Transport took on the role of Vice President (Rural) and Nathan Miotti from Miotti Transport, Vice President (Livestock) LRTAWA Sponsor displays.

over as a result of Andy Jacob vacating the President’s position in order to pursue business opportunities in Victoria. Lake Grace transport operator, David Fyfe was elected President. Matt Henderson from MDH Transport took on the role of Vice President (Rural) and Nathan Miotti from Miotti Transport, Vice President (Livestock).

In wishing Mr Jacob well, Mr Fyfe thanked him for his commitment in the last year pointing out that he assumed the position when many members were anxious about their future due to the live export uncertainty and he had successfully shone a light on the importance of live export to our portion of the supply chain.

Mr Fyfe said his main priorities as President this year were to continue to draw attention to the gaps in the heavy vehicle network. The lack of connectivity has a large impact on productivity and efficiency and he said he would like to see gains returned to producers as well as our members.

Improving facilities for drivers on farm, at feedlots and on the road was also high on his agenda.

“If we want professional drivers, we need to give them the respect they deserve and not expect them to put up with infrastructure that is outdated, possibly unsafe or simply non-existent” Mr Fyfe said.

WATM • October 2019

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The LRTAWA 39th Annual Conference

(Left) Outside Sponsor display (Below inset) Jayson Penn, Penn’s Cartage Contractors asks Main Roads a question.

(Below) Delegates to the conference.

Looking further to the future he highlighted his concern about the viability of LRTAWA members’ businesses and said the Association will be doing as much as possible to ensure they are able to compete in an equitable regulatory environment.

Signalling an administrative change, Mr Fyfe said that Jan Cooper’s role with the Association had transitioned to Chief Executive and she would now operate with greater autonomy under increased delegation.

He said that “whilst the president and the committee would continue to be closely involved with policy development and the direction of the Association, it is expected this change will enable us to respond to issues faster.”

The Saturday morning program kicked off with final words from outgoing Morning tea amongst the sponsor displays

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The skill set of a livestock carrier is not something you learn in a book – it takes years and a passion to achieve

President, Andy Jacob.

Tapping into a familiar theme about sustainable businesses, Mr Jacob pointed to the vital services the industry provides to rural and regional Western Australia.

“Rural operators have been at the forefront of innovation in transport since the first camel train and I don't think we should ever underestimate the importance of our industry and the lifeline we provide to rural communities.”

He sounded a note of caution however saying that ‘bigger, heavier, longer, more technologically advanced units would not provide a sustainable industry without investment in drivers and clients i.e. primary producers.

“The skill set of a livestock carrier is not something you learn in a book – it takes years and a passion to achieve,” Mr Jacob said.

“Gaining an MC licence is only a licence to learn.”

Mr Jacob also said that “we need strong leadership to ensure that primary production

The Livestock & Rural Transport Association of WA Acknowledges the contribution and support of the following sponsors in helping to make the 39th Annual Conference a success.

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The LRTAWA 39th Annual Conference thrives because if primary production thrives, then so does rural transport.”

“We are not truck drivers we are ambassadors.”

The Main Roads session was presented

by Des Snook, Executive Director Metropolitan and Southern Regions and Heavy Vehicle Services and Mike Buba who was Acting Director, Heavy Vehicle Services at the time.

Mr Snook drew attention to new safety bays either in the process of being constructed or already constructed. Safety bays are a high priority for the LRTAWA, as they are for all industry, and there is a long way to go both in terms of the number of bays available and the design.

Members were very pleased with Mr Snook’s commitment to engage further on the logistics of entering the CBH terminal at Kewdale from Northlink once construction is complete.

Mr Buba said 1053 roads had been assessed for possible addition to the Harvest Mass Management network and 1030 roads had been endorsed. This has been a significant exercise by Main Roads’ which is appreciated by the industry. It is now important to develop a strategy to address those roads that have not been endorsed to ensure the efficiency of harvest transport is not compromised.

There was good news and bad news in National Transport Insurance’s most recent Accident Investigation Report according

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to NTI’s Transport and Logistics Engineer, Adam Gibson.

He said the “heavy vehicle industry was moving more freight and hurting less people but there was no room for complacency as 54% of losses could be attributed to driver error.”

Mr Gibson called on policy makers to pay attention to the things that make a difference between whether a person lives or dies rather than focussing on those things that will have little impact on that outcome.

Effectively claiming entitlements from the ATO is problematic for a number of transport businesses. Peter Perich from PPM Tax and Legal gave

(This image) Auctioneer Dean Hubbard extracts more cash.

(Below) Des Snook and Mike Buba from Main Roads (Below left) Morning tea amongst the sponsor displays

delegates an insight into using technology to gain maximum fuel tax credits for off-road and other uses, even claiming retrospectively for the last four years in some circumstances.

Changes to the law have increased fuel tax credit entitlements but not everyone is aware of what is possible. Using specific technology, it is possible to capture and download accurate data on off-road and on-road use to assist in claiming credits.

The outlook for livestock is a muchdiscussed topic amongst LRTAWA members and they were pleased to hear Elders Commercial Sheep Manager, Dean Hubbard speak optimistically about

Safety bays are a high priority for the LRTAWA, as they are for all industry

(Above) Gerry Azor entertains the dinner guests (Left) Saturday night dinner (Inset, above) New President David Fyfe addresses delegates at the end of the conference

the potential he sees for an increase in livestock movements from feedlots, which is good news for transporters. This is not withstanding a 35% reduction in the sheep flock due to the decline in live export.

The Sheep Collective is a collaboration of exporters, importers, farmers, truck drivers, vets and industry representatives which was established to show the care given to sheep in the live export process.

The industry delivers an economic benefit to Australia and farming families averaging one billion dollars annually.

Today, nationally, our sheep industry employs more than 10,000 people, who in turn live in and contribute to the health of our country towns and communities.

Dr Holly Ludeman, who was one of the principal movers behind the establishment of the movement gave an overview of the

environment that led to its formation. Dr Ludeman stressed the importance of the supply chain telling individual stories to help convey the positive message about food production to the people in the middle of the debate.

The formalities of the day concluded with presentations from the Australian Livestock and Rural Transporters Association which was represented by President Stephen Marley and Executive Director Mathew Munro. They both drew attention to key initiatives under the ALRTA banner including the development of a national ramp standard, progress on an effluent management code of practice under national heavy vehicle law, road user charging and the proposed new national animal activist laws. Mr Munro said the ALRTA was lobbying to ensure transporters

were included in definitions in the new laws to provide necessary protections for rural transporters as well as others in the supply chain Later that evening a dinner for approximately 170 guests was held which also included the annual auction which is the principal fundraiser for the Association. The traditional tie auction was once again very successful with the tie being purchased for $12,000 by Emanuel Exports. All proceeds will go to the Perth Children’s Hospital.

Earlier in the night one of the guest’s daughters, who has her own health struggles, set her heart on a South Sea pearl that had been auctioned. The successful bidder and another guest agreed to share the cost and presented her with the pearl as a surprise Many people contribute to the success of a two-day event such as this and the LRTAWA would like to thank everyone who played a part in the success of the conference especially the sponsors and the speakers.

It is important to remember there are many volunteers who pitch in and help and without them the Association would not be as successful and nor would the conference.

WATM • October 2019

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WA

TRANSPORT

magazine

VOLUME 25 | NUMBER 9 Angry Chicken Publishing Pty Ltd Telephone 0430 153 273 www.angrychicken.com.au ABN: 35 486 530 095

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

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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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FROM THE PUBLISHER

L

ate August Fitzroy Crossing Police held the first truckies BBQ as ‘part’ of a broader community engagement. Sincere thanks to the LRTAWA (Jan Cooper), MDA Transport for delivering some hats for the kids and Centurion Transport for having this impressive rig at the event and allowing the kids to interact. As the LRTAWA said, “Hopefully this event is the first of many that will ultimately build a good relationship between local children and the transport industry. It will take time but nothing ventured, nothing gained.

Fitzroy Crossing Police said on the subject of rock throwing that this is a work in progress and a community issue, not just a police issue, and one that unless everyone is involved will continue to present many challenges.

“We would really like the trucking companies to come on board when we hold the BBQs, this would allow a combined front to discuss matters with the kids,0” they said.

One BBQ is not going to solve the problem. There needs to be more events with more participation from the transport industry and this combined with what the Police are doing at a community level (engaging with the adults and children) – well like the LRTAWA said, “Nothing ventured, nothing gained”.

These are little kids and I think part of it is they are looking for attention. Surely, the transport industry can win them over if we interact with them.

Best,

Karen

CONTENTS 2............................................... LRTAWA 39th Annual Conference – Look for the nugget if you want success 10............................................ Transport considerations for the farming industry 11............................................... Centurion purchases Regal General Freight 15............................................ Crippa and Diabetes Research WA – aiming gor $60,000 16............................................ Western Roads Federation – Will there be another cycle of busts?

18............................................ Black Spot funding to reduce risks on some of WA’s worst roads 20.......................................... Improving Australia’s economy 21............................................ Independent Westport Taskforce releases shortlist of future port options 22.......................................... HCVC – White trucks are my passion

Every Month 12............................................ Fair Go for Owner Drivers 13............................................ Questions to the Minister 14............................................ Bird’s Eye View 18............................................ Dangerous Goods 20.......................................... The Lone Wolf 23.......................................... WA Transport History 24.......................................... Model Trucks

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www.khitch.com.au WATM • October 2019

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Focus

Transport considerations for the Farming Industry

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arvest Season is fast approaching and it is a good time to consider important transportation issues, such as load restraint responsibilities and driver fatigue.

Commercial vehicle driver fatigue has long been recognised as a major safety problem in all forms of transport. In other states of Australia, restrictions on hours of work and on-road enforcement use logbooks to address this issue. In Western Australia we have not gone down this path to control fatigue, however, trip records are still required to be recorded for each journey. Instead WA uses the Occupational Safety and Health Act 1984 and the Occupational Safety and Health Regulations 1996 to require employers and employees to work together to achieve a safer road transport industry.

So the key question many people ask us is “How long can a Commercial Vehicle Driver work within a 24 hour period?” WA Fatigue Management Regulations require that there can be no more than 17 hours work time between breaks of at least seven continuous hours of non-work time; also a Commercial Vehicle Driver must have 27 hours of non-work time in any 72 hour period. It is possible to work for 17 hours on two consecutive days but no more than

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11 hours the next day (although this is not recommended). There must be at least two periods of 24 continuous hours of non-work time in any 14 day period and a maximum of 168 working hours in any 14 day period.

Working hours include driving hours and work incidental to driving, so time on a header counts as working time and therefore is included as part of the 17 hours.

We also receive enquiries regarding to what extent a farmer, who employs a driver or transport operator to deliver or pick up product from their farms, is required to go to make sure they are meeting their legal responsibilities under the Chain of Responsibility (CoR) Legislation.

Under CoR, all parties who have control or influence over the transport task are deemed responsible for complying with and for breaches of these laws. To put it simply, if a farmer engages the services of a transport operator, they need to take all reasonable steps to manage risk and ensure road safety is not compromised.

There are no limits to the ways in which you can do this. What constitutes all reasonable steps will vary according to each individual’s circumstances. Whilst Main Roads recommends each farmer obtain their own independent legal advice, the following can be used as a guide.

If the farmer is loading the product onto the transport operator’s vehicle, they

both have a responsibility to ensure the vehicle is loaded within the allowable mass and dimension limits. They both also need to ensure the driver of the vehicle has an appropriate Main Roads permit, or approval, allowing the vehicle to operate at that level of mass and/or dimension.

The farmer must not influence the driver or transport operator to take more on the vehicle than legally allowed.

Additionally, the farmer must ensure a vehicle combination, such as a road train, is allowed to travel on the roads that access their farm. Therefore, if a farmer requests a transport operator to undertake the task of carting their grain, the farmer must first ensure the vehicle combinations being used can legally access the road/s to their property.

While it is not expected that a farmer checks the entire route the vehicle has used to reach their premises, consideration must be given to the road/s directly around their premises. This may mean they need to familiarise themselves with the Restricted Access Vehicle (RAV) Networks. This information can be found on the Main Roads website, via the Heavy Vehicles home page and by selecting the RAV Network Access and RAV Mapping Tool tabs.

Under the legislation, a farmer can be found in breach of the CoR legislation if they induce a cartage contractor to travel on a road that is not permitted for RAV travel.

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

News

Centurion purchases Regal General Freight

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ith a sale completed K&S Corporation announced late employees of KSF working in the Regal General Freight business."

August that an unconditional agreement has been executed K&S told the market that Centurion had bought Regal’s general for its Western Australia-based general freight business – Regal freight contracts for a nominal price and would have access to its General Freight and "certain assets" with the purchaser being fleet at commercial rates for a transition period.

Centurion Transport. However, K&S will still retain the Regal’s A Centurion spokesperson said they would offer employment to heavy haulage arm. about 90 of the 150 employees of Regal’s general freight business, In an announcement to shareholders, K&S Corporation said, "After which leaves 60 transport jobs lost. considering various options in relation to Regal General Freight, Centurion chief executive Justin Cardaci said increased scale the Board of K&S Corporation elected to undertake this transaction from the acquisition of the Regal business would enable Centurion to realise improved shareholder returns and provide ongoing certainty to remain cost competitive. to the Regal General Freight employees and customers."

“Centurion’s business is focussed on Australia’s resource-rich "The Transaction will allow K&S Corporation to focus on its core areas, so we possess comprehensive knowledge and understanding competencies, including its Regal Heavy Haulage business, which of Regal’s Pilbara and Kimberley-focussed business, customers and will continue to be operated and invested in by K&S Corporation. routes,” he said.

"K&S Corporation will redeploy (or sell) assets that are not Centurion will expand its current fleet of 1500 prime movers and currently generating an adequate rate trailers to service Regal’s customers. of return in the Regal General Freight Centurion also launched a new A Centurion spokesperson said business and the Transaction will also division to provide logistics to the oil release working capital of approximately and gas industry, Centurion Upstream they would offer employment to $7 million.

Solutions.

"Under the Transaction, Regal will It will partner with PSM, that about 90 of the 150 employees of transfer to Centurion its rights and preserves critical spares so they are Regal's general freight business, entitlements under customer contracts ready for use when needed, and and Centurion will make offers of Jetwave Marine Services to ship which leaves 60 transport jobs lost. material offshore. employment to the majority of the

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

The terrible state of the transport industry

E

ight years ago I was truck driving as a subcontractor for a medium sized transport company. I had regular work mainly driving to the North-West carting freight for the oil industry. At the time it was considered to be a pretty good job with plenty of interesting regular work and being paid every week was a bonus.

The rates were not brilliant but we were making ends meet and the company helped out with cheap fuel. I owned my truck and trailer so I considered myself to be fortunate.

Rumours had been going around for a while that the company I worked for was up for sale but we thought that they were just rumours and so we just carried on regardless. Anyway, the rumours became reality which was not good news.

I had just finished unloading the truck at my destination when my boss rang and informed me the company had been sold and this was to be my last trip for the company that I had worked for at various times for the last fifteen years.

We were still going to keep our jobs as the new company wanted to keep all the drivers on. This new company had been around for quite a while and they ticked all

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the boxes with quality endorsements etc. but history showed that they had a terrible reputation with stretching out payments to over 60 days to subcontractors. As far as I was concerned, I wasn’t sure that I wanted any part of them.

I know it’s not legal but I believe they did it because they are big and don’t care who they hurt in the process. Anyway, I’m heading home thinking about my future with regards to the transport industry and what my options are. It didn’t take long for

which I had done in my life before trucks. I was ready for a break from truck driving.

However, my new boss had other plans for me and my first week was spent in a Kenworth with a couple of side tippers hanging off the back. It was good work and the money was unbelievable and eventually I found my way onto a grader. The thought was just to enjoy the benefits of the mining boom and when the time was right find a suitable job for my old truck and hit the road again.

It never happened as the work was good and the money was excellent and before I knew it a year had passed. Interestingly, a lot of my fellow workers were like me being ex Owner Drivers who had a passion for trucks but were disillusioned with the transport industry yet our aim was to one day return to the life on the road.

The longer we worked we came to realise that there is life after trucks and the desire to get back behind the wheel became a distant dream. It was just great to get paid for every hour that we worked and to be treated with respect. It was certainly different than what we had to put up with in the transport industry.

The mining boom finished and I had several interesting jobs since. Every one of them paid well with the benefits of putting away some superannuation and having paid holidays. I still have my truck parked in the shed and I honestly cannot see myself driving it again. By keeping it I retain my link with the transport industry but it and I are becoming museum pieces.

I’m writing this to illustrate that there are a huge amount of ex drivers like me that wanted to keep working in the transport industry but we were not satisfied with the direction the industry was heading. The

Pay drivers for everything they do and treat them with respect for the hard work that they do and the driver shortage will cease to be a problem me to make up my mind and so when I got back to Perth I handed in my notice, parked the truck in the shed and thought I would have a break from trucks.

The mining boom was on and before I knew it I obtained a job with a contractor on one of the big iron ore projects. My aim was to get back on earthmoving equipment

transport industry has not improved since I left it and until it changes this exodus of older experienced drivers will continue.

Pay drivers for everything they do and treat them with respect for the hard work that they do and the driver shortage will cease to be a problem. Is anyone listening?

Keep it safe, Ray Pratt

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

Please send your questions to the publisher at karen@angrychicken.com.au Minister: There is a Main Roads WA Auditor on the Main Roads WA Accreditation working group / panel. Does the Minister consider this a conflict of interest? If not, what is the maximum term someone can serve in this group? Should not the members of the group be regularly changed out (say every three years maximum) to allow for fresh eyes and provide opportunities for others to join the group?

Answer: Main Roads does not have a “Main Roads WA Accreditation working group / panel”. However, you may be referring to the Ministerial Heavy Vehicle Advisory Panel. Members of this panel are appointed by the Minister and are selected for their knowledge and experience and for their ability to collaborate on strategic issues.

Members of the Panel must advise of any conflicts of interest over issues being considered by the Panel. The Panel operates for a term of two years and was reviewed in July 2019.

Minister: Why is the only transport company represented on the Freight and Logistics Council of WA –QUBE when it is ‘you’ that elects the members?

Answer: from Richard Sellers Director General | Department of Transport The Freight and Logistics Council of WA is Government funded, however it operates independently from Government as it is an incorporated association. The Council’s role is to provide independent advice to the Minister for Transport on strategic policy issues related to freight and logistics across all modes of freight transport.

The Council is not a decision making body, but a forum for senior decision makers from Government policy agencies, infrastructure owners and operators, industry and the unions to discuss strategic policy issues impacting on freight and logistics within WA. Members are appointed annually by the Minister for Transport on recommendation from the Freight and Logistics Council of WA Board. Members are selected based on the current work program, to ensure we have appropriate representation to deliver advice on our key areas of focus. In 2019, representatives from the road transport industry on the Council include Western Roads Federation, Qube and Linx Cargo Care.

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WATM • October 2019

13

Over to you BIRDS EYE VIEW by Carol Messenger

Review on WA Fatigue Regulations needed

D

river Fatigue in our industry is a real and deadly issue. And I am not just talking about Truck drivers here but also the general public.

How many times have you seen another driver - car or otherwise slowly drifting into another lane before yanking it back on track? They were the lucky ones - they were the ones who woke up before it was too late - for so many others that second or two when their eyes blinked shut were their last ones alive.

In the Transport Industry, we have strict rules about when and for how long we must 'rest' but for the general public, there is nothing stopping them having a hard and heavy weekend, pulling a double shift at work and then heading up the road for as far and long as they want to go. It’s an absolute recipe for disaster; and one where they have no thought or respect for other road users that they might run into - quite literally.

However, I still think that there needs to be a review of Fatigue Regulations - in Western Australia in particular. Northwest WA has long stretches where there are no towns, no road houses, no shade, no parking areas and no facilities - but if your five hours are up then you MUST pull over and have your fatigue break.

Your 'rest' is in the stinking hot sun, 20 metres (if you're lucky) from the edge of

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WATM • October 2019

the road where your vehicle shakes every time a roadtrain thunders by. You can't even go and have a relaxing ablutions break. With the number of oversize loads, grey nomads and slow moving international tourists on the road, your schedule can easily be thrown back 30 minutes or more meaning that your fatigue stops are often relegated to a parking bay or just a wide shoulder and that is just not acceptable as a fatigue break.

There needs to be a 'safety window' built into a drivers hours to allow them to legally reach a suitably provisioned stop somewhere where they can get out of the sun, get something to eat and drink and use restroom facilities There needs to be a 'safety window' built into a drivers hours to allow them to legally reach a suitably provisioned stop somewhere where they can get out of the sun, get something to eat and drink and use restroom facilities.

Fatigue levels are also greatly influenced

by diet. The pitiful offerings of pies, chips, sausages and burgers (washed down by a coke or a choc milk) that seem to be the only things available in many roadhouses only add to the sluggish feeling and can easily bring on that need for a 'bit of a doze'.

Many times drivers are not even aware of those micro naps where your eyes close for a fraction of a second - but if not recognised, and action taken, these can easily stretch to a couple of seconds which then leads to an accident in which they never wake up.

Many companies are now putting sensors and cameras in the truck that recognise when a drivers 'nods off'. I have a little thing like a mobile phone earpiece that sounds a loud alarm if my head droops at all - it cost all of 99c from eBay. I would NEVER knowingly drive tired but I would be lying if I said that I had never woken from a micro nap scared silly and thinking what just happened.

Any driver who says they have never experienced this is either lying or has not recognised it for what it was.

Fatigue is a killer - yet so many still laugh about it and how they run two log books or ask where the cops or heavies are or are the weighbridges open so that they can run extra hours. Just remember is it better to run one hour late than be dead on time.

Focus

Crippa and Diabetes Research WA are aiming to raise $60,000 Medical research has already kicked many goals that have made living with all forms of diabetes easier but the holy grail – a cure – is yet to be found.

J

ust a few decades ago, blood glucose levels still had to be tested through urine and glass syringes – which had to be sterilised in boiling water – used to inject lifesaving insulin.

We now have new technologies which can send information about your blood sugar levels to your smartphone to help ward off the potentially dangerous highs and lows and better, longer-acting forms of insulin, as well as an array of other advances, thanks to medical research.

The progress has been powerful but those with the condition want, and deserve, more.

Our newest Ambassador, West Coast Eagle Jamie Cripps, was diagnosed with type 1 diabetes at the age of 18.

He still hopes for a cure, despite not letting the condition interfere with his AFL dreams.

“Diabetes is relentless – you can’t not think about it for even a day so those of us who live with it, and those around us, still can’t give up on the idea of a cure,” says Crippa.

“You definitely lose some freedom when you’re diagnosed – it’s a burden it would definitely be great to live without.”

There’s no cure for the more common form – type 2 diabetes – either.

A study published in 2010 found US transportation/ material moving workers were at greatest risk for metabolic syndrome – a condition associated with obesity that raises the risk of type 2 diabetes

A study published in 2010 found US transportation/material moving workers were at greatest risk for metabolic syndrome – a condition associated with obesity that raises the risk of type 2 diabetes.

“Every five minutes, another Australian is diagnosed with diabetes and it has the potential to take a huge toll on a person’s health, impacting things like eyesight, heart health, sexual function and circulation,” explains Diabetes Research WA executive director Sherl Westlund.

Crippa and Diabetes Research WA are aiming to raise $60,000 to fund one of the charity’s annual diabetes research grants which are given out on World Diabetes Day in November each year.

Every dollar counts. To donate to Help Crippa Kick Diabetes Research Goals head to chuffed.org/project/help-crippa now.

LIKE EAGLE JAMIE CRIPPS, 1 IN 17 AUSTRALIAN ADULTS LIVES WITH DIABETES. KEEN TO HELP CRIPPA’S DREAM FOR A CURE? Kick some WA diabetes research goals now. Donate at chuffed.org/project/help-crippa

All donations over $10 go into the running to win a signed 2019 West Coast home guernsey.

diabetesresearchwa.com.au

WATM • October 2019

15

Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO

Will there be another cycle of busts? especially with the introduction of Chain of Responsibility, where many have had onerous paperwork burdens imposed on them by customers.

Will there be another cycle of busts?

T

he standard joke goes that if you want to own a small transport company start with a large one.

And that has certainly over the last four years that has pretty much been the case in Western Australia.

Decline in number of Companies I dug through and found the Australian Bureau of Statistics figures for the period 2014 to 2018, on the number of businesses in Road Freight in Western Australia.

The results show that there has been a 6 % reduction in the number of small to mid-transport companies in the State. In fact, there are now 119 less small transport companies registered in Western Australia. Whilst there has been some small growth in Owner Drivers, much of this growth can be attributed to drivers losing their company jobs and deciding to strike out on their own.

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The Transport Margin Drought Margins in the transport industry have all but disappeared and it’s a widespread problem. For example, one our metropolitan courier members was saying that contract rates have not risen in nearly eight years and in fact they have declined.

Another member a mid sized regional carrier recently said the same thing - no rise in contract rates for nearly six years.

BUT as they and other members have said, whilst contract rates have either remained static or declined, costs have NOT. • Fuel: Since 2008 diesel has gone from $1.24 to $1.48 per litre a rise of 19.3% over the 2008 base price.

• Wages: Wages for company drivers may have generally risen in line with CPI but sub-contract drivers have probably not seen a rise.

• Business and Compliance Costs: Well that has just grown year on year,

Whilst there are some bright shoots within West Australian transport, they are mainly limited to mining related activity. Yes, there are some big major projects on the horizon some in early stages of set up. But the question is will it be enough?

Trade wars, a softening global economy and an Australian economy not sure if it wants to slow down or tread water all pose risks for our West Australian transport businesses. The risks are simple - a slowing in exports and a slowing domestic economy means a slowing of transport demand.

If the slow down occurs, then it will lead to another wave of transport company closures. As quite simply, many companies are only just holding on as the on-going margin drought continues.

Transport has No POWER Diverting for a minute, do you remember the campaign by dairy farmers against the $1.00 a litre for milk. The farmers successfully campaigned and won a farm gate price rise for each litre of milk? Good on them.

The question is did the milk transport carriers at any stage in the dairy supply chain win a rise?

Number of businesses in Road Freight in Western Australia 2014 - 2108

2014 2018 Number Percentage

Owner Drivers

3,108 3,172 64 2%

1-19 Employees

2,032 1,913 -119 -6%

20-199 Employees

120 113 -7 -6%

200+ Employees

5 5 0 0%

Total

5,262 5,197 -65 -1%

Australian Bureau of Statistics 8165.0 Counts of Australian Businesses, including Entries and Exits, Jun 2014 to Jun 2018

Customers LOVE the Transport Industry It doesn’t matter whether you are a large corporate transport company or an Owner Driver the fact is as an industry we are price takers. Why - because customers know there is always someone around the corner that will transport it for less than you.

As one of our Western Roads Federation

Directors told me, “If one transport operator finds out his competitor is transporting a load for free, then they will think of a way to undercut them.”

If you were a customer would you want the transport industry to change?

Western Roads Federation along with some other state associations are trying to change this scenario so jump on board to help ensure your future.

If one transport operator finds out his competitor is transporting a load for free, then they will think of a way to undercut them

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 • October 2019

17

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

TRANSIT STORAGE OF DANGEROUS GOODS Where transport, load consolidation and storage intersect

T

ransport providers engage in a range of site-to-site cartage and depot consignment operations, often requiring the use of transit areas.

Transit areas are short term storage and handling systems on sites not open to the public where the dangerous goods are normally kept at the site for less than five consecutive days. The ability to accept dangerous goods into appropriate laydown areas, hardstands or warehouses is an important aspect for procuring businesses.

So what do the agricultural chemicals (agchem) supply businesses need to do when logistics meets head-on with the impending cropping season, a time when there is an upsurge in the transport of chemicals? And what are the ramifications for an agchem business of a “late break to the season”? Late rains mean longer

News 18

Black Spot funding to reduce risks on some of WA’s worst roads WATM • October 2019

times in transit storage. For instance, three B-doubles of agchem goods are arriving at the site weekly, while only two rigid truck-loads of goods are being despatched to farms.

Seasonal peak storage of dangerous goods and non-dangerous goods have been identified at various regional agchem sites by the Department’s Dangerous Goods Officers. Areas of concern include the external stockpiling of large inventories of dangerous goods and environmentally hazardous goods in IBCs adjacent to dedicated storage of toxic and flammable agchem goods.

Have you considered the inherent hazard presented by the co-storage of large volumes of oxidising agents, such as peroxides, nitrates or hypochlorites, with flammable solvents, combustible liquids

T

ransport Minister Rita Saffioti has announced $25.78 million has been allocated through the 2019-20 State Black Spot Program to upgrade some of Western Australia's worst roads.

Safety upgrades and improvements will be carried out at 117 locations, with 63 roads in the metropolitan area and 54 regional roads to benefit.

The State Government has contributed $20.78 million to the program, with the remaining $5 million provided by local governments.

Upgrades in the metropolitan area include:

or fumigants?

It is widely known that transport depots can be inundated with containers for consignment ranging from small packages to IBCs to freight container and ISOtainers.

This seasonal oscillation to peak quantities carries the risk of breaching dangerous goods site licensing. Additionally, dangerous goods-loaded vehicles stored in a secured private premises constitutes dangerous goods storage, and the Regulations apply.

Risk assessment and classification of goods Minimising risk as per Section 8 of the Dangerous Goods Safety Act 2004 requires application of appropriate risk control measures. Relevant risk management applied to your site operations should

• $1.5 million to upgrade the intersection of Albany Highway and Fremantle Road in Gosnells; • $800,000 towards the installation of a roundabout at Hepburn Avenue and Highclere Boulevard in Marangaroo; • $173,333 towards the installation a roundabout at Powell Street and Waterloo Street in Joondanna; and • $149,800 to complete the upgrade of the Shepperton Road and Miller Street intersection in Victoria Park. The total State funding for this project was $749,000.

What regulations apply to transit storage?

• Dangerous Goods Safety (Storage and Handling) Regulations 2007 (the Regulations) require a licence for sites handling or storing “manifest quantities”, typically exceeding 10 tonnes for PG II/III agchem goods.

• Risk control measures from the Regulations apply to sites that store placard quantities, typically in excess of 1 tonne of PG II/III agchem goods.

• Australian Standards have criteria for transit storage of dangerous goods. For example, AS/NZS 38332007 The storage and handling of mixed classes of dangerous goods, in packages and intermediate bulk containers, limits individual transit storage areas to 200 tonnes.

include an assessment of your in-transit dangerous goods.

Be mindful that the potential fire load posed by large quantities of non-dangerous agchem goods may be in excess of the hazard posed by relatively small quantities of Class 3 flammable goods.

To illustrate this risk, there are many examples of trifluralin formulations that are technically classified non- dangerous goods because of flash points in the 100120oC range. However, in a fire situation, they contribute a high hazard due to their propensity to ignite and the toxicity of their combustion by-products.

Guidance on conducting a risk assessment can be found in the Department’s Risk Assessment for Dangerous Goods – guide www.dmp. wa.gov.au/Documents/Dangerous-Goods/

DGS_G_SH_Regs.pdf New Dangerous Goods Safety Storage and Handling Guide The Department has recently released the Dangerous Goods Safety (Storage and Handling of Non-explosives) Regulations 2007 - guide www.dmp.wa.gov.au/ Documents/Dangerous-Goods/DGS_G_ SH_Regs.pdf which has a section on Transit Storage. Part 5 of this guide refers you to applying an approved Standard (e.g. AS/NZS 3833) to your mixed class transit storage.

Three risk control measures to consider are key to transit storage: • Segregation of incompatible dangerous goods – use of freight containers, bunded chemical containers and consideration of separate hardstand areas (reg. 52) • Spill containment – typically 110% of

Full details on transit storage systems should be obtained from the transit storage section of the relevant Australian Standard.

In regional Western Australia, projects include: • $2.7 million to upgrade the intersection of Great Eastern Highway and Anzac Drive in Kalgoorlie; • $616,000 for Stage 1 of a $2.76 million upgrade of Brockman Highway in the Shire of Augusta-Margaret River; • $400,000 to complete construction of a right turn lane at the intersection of Brand Highway and Cockram Road in the Shire of Gingin; • $224,067 towards the upgrade of Bandya Road in the Shire of Laverton; and • $500,000 to complete installation

of a roundabout where Eaton Drive, Lavender Way and Blue Wren Drive intersect in the Shire of Dardanup.

The State Government allocated $4.2 billion in the 2019-20 State Budget for road infrastructure and maintenance initiatives to reduce traffic congestion, improve safety and create local jobs.

Ms Saffioti has also called on the Commonwealth Government to use the $1.2 billion set aside for the Perth Freight Link project to fund a nine-year WA Regional Road Safety Strategy to tackle road trauma.

Ms Saffioti says, "Since its inception

in 2000, the Black Spot Program has delivered almost a half a billion dollars in specific safety initiatives on the WA road network for drivers, motorcyclists, cyclists and pedestrians.

“The program aims to further improve road safety across the State, reducing the significant trauma and suffering of crash victims and their loved ones by targeting sites with a proven crash history or those with a high risk.”

For full details of the 2019-20 Black Spot Program schedule, visit Main Roads’ website at www.mainroads.wa.gov.au

largest individual DG container plus 10% of aggregate quantity of liquid dangerous goods (reg. 51) • Fire protection – accessible equipment appropriate to the class and subsidiary hazards (reg. 73).

Further information on these risk control measures can be found in the Guide.

Allowances exist for consolidated vehicle loads awaiting transport: • Use the dangerous goods transport document compilation to inform your site manifest • Vehicle placarding can be used to satisfy the on-site placarding requirements.

WATM • October 2019

19

News

Improving Australia’s economy

T

he release of the 2019 Infrastructure Australia Audit has identified increasing challenges for agricultural, regional, urban and nonbulk freight including poor planning and congestion, and poor maintenance and limited capacity in regional areas.

“Governments have allowed significant challenges to accumulate, which are now holding back our economy, ATA Chair Geoff Crouch said.

“Australia needs efficient and productive freight and supply chains in order to minimise costs for businesses and consumers, enable economic growth and improve the quality and cost of living for all Australians.

“The Infrastructure Australia Audit found that supply chain costs account for around 10 per cent of the cost of a final product – a cost which is ultimately borne by consumers,” he said.

Mr Crouch said the key to unlocking Australia’s freight productivity lies in reforms to truck laws and utilising high productivity freight vehicles.

“Our current truck laws are an amalgamation of highly prescriptive laws that vary between jurisdictions. It is critical the current review of the national truck laws produces real change.

“Meanwhile, although high productivity freight vehicles have been proven to lower costs, improve safety and reduce emissions, their uptake has been discouraged by the time consuming and costly access permit decision making process.

“There is a wealth of untapped productivity potential that will not be realised unless governments consult with industry and take serious action,” he said.

“New investment should be targeted to

key freight routes and we need to plan for future freight needs, as recommended by the Expert Panel inquiry into freight and supply chain priorities.

“The Infrastructure Audit makes it clear that freight will continue to grow faster than population growth and that we need to change the way we plan, fund and deliver infrastructure.

“The latest industry forecast predicts that the Government’s ramping up of investment in transport infrastructure will drive up the volume of civil construction work from $92.42 billion in 2019 to nearly $104 billion in 2022,” Denita Wawn, CEO of Master Builders Australia said.

“This $92.6 billion increase will kick the volume of civil construction work up by 12.5 per cent over the next couple of years and this is obviously good news the economy,” she said.

“So while we commend and support the Government’s infrastructure agenda there is no doubt more needs to be done. As the Reserve Bank Governor has consistently noted, more infrastructure investment not only adds to demand in the economy and boosts productivity but construction activity needs to actually commence before this occurs – nothing happens if projects languish on lists,” she said.

“Infrastructure Australia’s 2019 Australian Infrastructure Audit points to a committed forward pipeline of $200 billion but also highlights measures that must be considered to accelerate its roll out,” Denita Wawn said.

“To overcome capacity constraints, fast track construction activity and better realise the benefits to local economies and communities, governments must urgently adopt more sophisticated procurement

Roll-out of roller barrier in a WA-first In a WA first, Main Roads will trial the use of a roller safety barrier on a Murdoch Drive Connection ramp connecting Roe Highway to Kwinana Freeway northbound.

The roller safety barrier provides better impact protection for high speed and heavy vehicle crashes by absorbing shock and converting it into rotational energy.

The new safety feature is built from vertical steel poles supporting a series of plastic rollers over a distance of 60 metres.

In the event of a run-off crash, the reduction of direct impact is a key factor in minimising driver and passenger fatalities. The barrier's bright yellow rollers also visually stand out to alert drivers of the curved ramp ahead.

The safety barriers have been used successfully overseas and Perth's first has been refined and enhanced for local conditions by Geraldton-based firm Mid-West Traffic Controllers.

The new barriers are visible to Perth motorists now where traffic heading from Roe Highway to Kwinana Freeway northbound shifts onto the new bridge over Kwinana Freeway to access the new northbound freeway ramp.

models that ease the almost overwhelming reliance on a small number of Tier One contractors, unlock the capacity of Tier Two and Tier Three contractors and facilitate local contractors and small businesses working on local projects,” she said.

Over to you THE LONE WOLF by John Milner

I

t is great to hear that our State Government is going to spend a bit of ‘our’ money on the Wiluna to Meekatharra road. I suppose they could divert a fair bit of the Royalties for Regions money to fix a bit more of it and other necessary regional roads instead of that money going to an urban rail link.

Our WA regional folk are the big losers in this as the Royalties for Regions (yes that

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WATM • October 2019

word is REGIONS) money is diverted from them to spend on city projects such as Metronet which I heard had blown out by another 20% and the redevelopment of the East Perth Power Station.

I remember when Main Roads used to grade the edge of the Highways but this does not seem to happen now and we have great canyons on the edge of the hot mix.

Onto other smart ideas… The Road

Safety Council want to decrease the speed limit by 10 kph on all roads in Western Australia bar freeways and highways. If this were to happen there would be more people die from road rage. We have enough problems getting from A to B without slowing down more.

Get our roads up to standard first I say.

Make sure you get home every day to annoy everyone..

News Image Fremantle Ports

Broome-Cape Leveque Road project on track for 2021

T Independent Westport Taskforce releases shortlist of future port options

T

he independent Westport Taskforce has released its shortlist of five port and supply chain options for managing Perth’s growing long-term freight requirements, all of which feature a new port being established in the Kwinana Outer Harbour.

Westport’s evidence-based assessments ranked 25 different options featuring the ports at Fremantle, Bunbury and Kwinana against each other. The shortlist features the options that were awarded the highest scores across a range of important criteria, including capital costs and social and environmental impacts.

Three shortlisted options feature container operations - all of which are currently managed at Fremantle being moved to a new port in Kwinana.

Two further options propose sharing the container-handling task between Fremantle and Kwinana, or transitioning over a longer period of time.

Several Fremantle-only options were assessed in Westport's process but rated poorly due to significant economic and social impediments. The analysis reinforced that a standalone Fremantle Inner Harbour would not stack up in the medium to long-term, even with Roe 8 and 9.

Westport highlights that even when factoring in a range of major road corridor

upgrades, worth billions of dollars, the Fremantle Inner Harbour’s transport network will reach capacity by the mid2030s - meaning planning and design of an Outer Harbour must start now.

Building a new port may take up to ten years to deliver, making the work of Westport crucial to determining the best long-term solution.

Ports Minister Alannah MacTiernan said, “This is a coordinated freight and transport plan that will serve Western Australia for generations to come, will help grow the economy and support new industry.

“The plan to build a second major port at Kwinana has existed since the Stephenson-Hepburn Plan back in the 1950s. This is not new thinking; the Outer Harbour port has been supported by both sides of Government for decades.

Westport’s work confirms that this remains the best option.

“The continued funnelling of freight trucks to Fremantle and the western suburbs through built up residential areas does not make sense. In particular, as there is already $1 billion allocated to the next improvements of Tonkin Highway, including the extension to Mundijong.”

To view theWestport's shortlist visit: www. mysaytransport.wa.gov.au/westportbeacon

ransport Minister Rita Saffioti recently visited the $65 million upgrade of Broome-Cape Leveque Road in Lombadina, which is creating 290 jobs.

The project primarily involves sealing the last remaining section of unsealed road between Broome and One Arm Point - a 90 kilometre section of red dirt road currently prone to closures in wet weather.

A further 13.6 kilometres of narrow sealed road between Broome Highway and Manari Road will also be reconstructed and widened.

The project is running on time with all necessary heritage clearances obtained, clearing works complete and more than half of earthworks undertaken.

The focus for the remainder of the year is on completing the bulk earthworks, while road pavement construction and sealing is planned to start after the next wet season.

Following the success of recent Kimberley and Pilbara road projects, the upgrade of Broome-Cape Leveque Road is directly managed

by Main Roads Western Australia and achieving good results for local employment.

The project is exceeding targets set for Aboriginal employment and participation, with 27 of the 58 contracts entered into so far awarded to Aboriginal businesses.

“The current upgrade is effectively the third stage of improving this vital link to provide all weather access to the Dampier Peninsula and surrounding communities to improve safety, travel reliability and transport costs.”

WATM • October 2019

21

Over to you

By Trevor and Stephanie Winnet

(right) Cleaning the cab (below) Trevor and the White

White trucks are my passion

I

am always looking through the rural magazine adverts for another for restoration and in 2014 I found a White at a clearing sale at Kalannie and my mate Russell and I went to have a look.

Everything was original, even the cobwebs and dust and at the sale the auctioneer’s bid was $1,000 but I bid higher so it was knocked down to me. Now how to get it from Kalannie to Wanneroo and with help from Russell’s mate who had a low loader we got it home. The cost of this being more than the price of the truck.

First thing I checked was the compliance plate and discovered that it is a 9000. I turned the key and it started first go but it was a wonder that the Bush Fire boys didn’t turn up with their hoses at the ready. Smoke…more like smog.

In 2015 a Detroit mechanic checked everything over to find one stuck injector but this did not account for the smokiness.

A delay for a year due to my health then Albert D’Uva had done repairs on my other two Whites diagnosed one stuffed piston.

Amid a cloud of smoke I drove the truck to where my wife could admire it from her kitchen window, then it took three of us to lift the engine out and it was

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WATM • October 2019

taken to Albert’s workshop.

With the motor out the gear box needed to be propped up so the chopping block from the wood heap did a sterling job.

Next came cleaning the chassis and cab, many hours spent rubbing down, removing rust, paint, replace roof lining and repair the vinyl engine cover. This is where my wife’s cooking experience came in handy when I had to curve the vinyl to fit snugly.

Apparently it’s just like lining a round cake

Ready to be lifted out

tin. Finally the spray painting was done and the engine finished and all united.

That was in October 2016.

The finishing touches included bull bar and seats. Only one air horn works and I have yet to get to Northam to buy a left hand side arm mount for the wipers but I hope it will be ready for club runs this spring and am pleased with the end result.

History

The History of the West Australian Road Transport Industry

By Russell McKinnon

WILDFLOWER TOURS WERE gaining in popularity since the Midland Railway Road Service started them. The superintendent of the company, Jack Norman, was responsible for this service when he and his wife were invited to show wildflowers at the Melbourne Town Hall. People asked if there were tours to see them and he quickly identified an opportunity. In 1957, a 36-seater bus, half filled by Eastern Staters, began operations. There were four tours in 1958 and 1959 and twice a week tours scheduled for this year at £25 a head. The round trip covered 850 miles.

It was proposed at the June 21 General Committee meeting that an Inter-State and Long Distance Section be formed.

The following committee was formed at the first meeting: Chairman: A R Smith.

Vice-Chairman: M Pretorious. Committee: T Clarke, C Dick, K Johnson, B C Kiernan, F L Samson.

Upon the illness of Secretary J R Secombe, it was decided to seek an assistant with an annual salary in the range of £850-1000. Eleven applicants were interviewed.

It was noted that all vehicles licensed for the first time on or after January 1, 1961 must have flashing lights front and rear.

They must be visible to pedestrians in front and rear and also to the side of the vehicle on which the lights were attached.

Commercial vehicles on WA roads at the start of 1960 totalled 69,203.

From May 30, 1960 the following railcar lines were discontinued: Perth-NarroginAlbany (6), Perth-Wyalkatchem-Mukinbuden (4), Perth-Wyalkatchem- Merredin (4), Perth-Toodyay-Miling (4) and GeraldtonMullewa-Meekatharra (8). However, the present Brand-Watts Government re-opened the Burakin-Bonnie Rock spur of 76 miles and the Hyden Lake- Grace spur of 52 miles for a trial period of three years, mainly through political pressure.

The oil search had taken a downturn — and subsequently transport work — with only five drilling rigs operating in Australia.

The only one in WA was at Beagle Ridge.

Another major issue during the year was local authorities competing with private operators for road cartage. Private enterprise pays sales tax, payroll tax, fuel tax, road tax and income tax. Local authorities can operate at a far lower cost than private operators because they do not pay any tax.

Membership for the year stood at about 700 at a time when the number of commercial vehicles on the road increased 80 percent from a decade before.

A report stated that only 14 percent of all traffic accidents were caused by commercial vehicles and the average number of accidents per 1000 commercial vehicles was 7.8.

Australia consumed a record 1,192.5 million gallons of motor spirit in the 12 months ended June 30. This figure is 8.7 percent higher than the same time the previous year. WA drew down 87.8 million gallons compared to New South Wales’ 410.7 million gallons. Most of Australia’s requirements of motor spirit are refined in Australian refineries, which are now meeting 86 percent of the domestic demand and, at the same time, they are providing 26 million gallons per annum for export.

The inter-State removal rate per cubic ton was £13 5s from Perth to Adelaide.

In his Christmas message to members, President J A S Warwick said: “Price cutting is a boomerang, which ultimately to some degree or other reflects on the originator and damages the public prestige factor as well as other members generally.”

Beaurepaire Tyre Service is expanding fast with the 71st branch opening in Albany, bringing its total in WA to 11. Beaurepaire, part of Olympic Consolidated industries, has branches in Fremantle, Stirling Street in the city, Bunbury, Geraldton, Northam (two branches and a depot at Wongon Hills), Narrogin, Katanning and Manjimup.

The Katanning-Nyabing railway was scheduled for opening on January 1, 1961.

The cost of repairs to bridges and culverts was estimated at £6950.

Official statistics showed that in 1960, of the total fatalities of 2605, only 165 were attributable to commercial vehicles — 6.33 percent. Injuries were less at 2906 — 4.71 percent.

Price cutting is a boomerang, which ultimately to some degree or other reflects on the originator and damages the public prestige factor as well as other members generally WATM • October 2019

23

Over to you MODEL TRUCKS

WATM welcomes your submissions to our model truck section.

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

READYMIX MACK R600 THE LATE RHYS CROSSKIL - a pioneer and inspiration to all model truck builders in Australia built this replica Readymix Mack R600 and cement tanker many years ago. The truck is converted to right hand drive and painted in Readymix colours straight out of the kit box. As for the tanker well, Rhys completely scratch built it.

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

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

REPAIRS

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