WA Transport Magazine

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

WA

ISSN 2202-6193

100007516 July 2018 | price $6.95

TRANSPORT magazine

PAGE 2

THE FUTURE OF TRANSPORTATION WORK: PART THREE

Twin Drivers of Change in This Issue: RAV Mapping Tool

Growing Driver Shortage in WA

Reid Highway Duplication Progresses

State Budget to Transform WA Roads

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FOCUS

The Future of Transportation Work: A SUMMARY REPORT – PART THREE

by BY DR JIM STANFORD AND MATT GRUDNOFF as adapted by WA Transport Magazine. // Centre for Future Work at the Australia Institute

Twin Drivers of Change Australia’s transportation industry continues to grow and develop, and it will become even more important to the national economy in the decades ahead. But the sector faces enormous uncertainties and challenges that will exert a powerful but unpredictable influence on transportation services, and transportation jobs, in the future.

Of course, one crucial driving force of change is the accelerating pace of innovation in the technology of transportation: including propulsion systems, driving and navigation, logistics, and information and data management technologies.

But it is not just technology that will determine the future of transportation work. Other pressures are also acting on the sector, such as environmental challenges, fiscal and governance

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WATM | JULY 2018

issues, globalisation, and demographic ageing. One particularly important driver of change in transportation work is the changing nature of employment relationships.

New forms of engagement and compensation (including various self-employment and contractor arrangements), and the vertical disintegration of supply chain relationships (with more work occurring in independent ancillary firms rather than being integrated within a single enterprise), are affecting transportation jobs at least as much as new technology.

Transportation stakeholders must consider ‘both’ of these key drivers of change, as they position themselves to make the most of future opportunities, while minimising the negative effects of disruption.

DISRUPTOR #1: Technology Most analysts agree transportation will be one of the sectors

most dramatically affected by coming waves of innovation and automation. The startling prospect of driverless vehicles traversing the nation’s roadways has captured much public attention (and elicited much concern); but there are many other less visible, but equally important, ways in which new technology will affect transportation jobs. This article will review new directions in technological innovation, and catalogue some of the important ways that new technology will affect the production and delivery of transportation service.

Predictions that machines will “destroy” large numbers of jobs, and impoverish the people who used to perform them, have been made for hundreds of years – dating back to the industrial revolution.

It is a historical fact that past waves of innovation did not produce mass unemployment

as a lasting outcome. To be sure, unemployment is a chronic concern, but it is not consistently correlated with technology. To the contrary, in some instances new technology, by sparking stronger business investment, led to stronger job-creation and ‘lower’ unemployment. So we must be skeptical about pessimistic predictions that technology will displace large numbers of workers and cause widespread unemployment.

But there are also clear ways in which the current wave of technological change is indeed “different” from those that preceded it, and hence its labour market impacts may be more concerning. Current innovations in computing and automation are capable of undertaking whole new sets of tasks that in the past were not amenable to machine-aided production.

Traditionally, functions being automated had to be routine and precisely described by programming code. These could be manual tasks (involving the movement of objects) or cognitive (involving the manipulation of data), but in either case automation was only possible for routine and replicable functions.

The current wave of automation, in contrast, allows the automation of ‘non-routine’ tasks -- including those that require judgment, flexibility, and decision-making capacity, in the face of noncontrollable or unpredictable environments and stimuli. These new applications include machine learning (ML), data mining, machine vision, computational statistics, artificial intelligence (AI), and mobile robotics. In every case, computers rely on large databases of past experience to make best judgments in the face of unpredictable circumstances. This allows them to undertake nonroutine functions, again covering both manual and cognitive tasks.

Since machine learning and other new computing strategies allow for a wider range of tasks to be computerized, economists are now considering the impacts

on employment. One approach, pioneered by economists Carl Bendict Frey and Michael Osborne, involves detailed audits of various occupations to simulate their amenability to computerisation.

They analysed the specific task content of different jobs, and then judged the extent to which they could be automated given the new abilities of computers to perform non-routine functions. They came to the startling conclusion that almost half of all jobs in the U.S. economy were “highly vulnerable” to automation within a few years, on the basis of technology that already exists.

Moreover, transportation was seen as one of the most-affected industries; Table 2 reports the Frey and Osborne estimates of

the vulnerability of several key transportation occupations to computerisation.

These results need to be interpreted very cautiously. Frey and Osborne do not suggest that half of all jobs will ‘disappea’r: there are many countervailing forces that will tend to create other work, as the process of automation unfolds.

But as an indicator of the number of jobs likely to fundamentally changed by the new wave of automation, the Frey and Osborne results are insightful, and have sparked significant follow-up research extending and replicating their results.

In the next edition of WA Transport Magazine will be Part Two of the ‘Twin Drivers of Change’. ■

PROBABILITY OF COMPUTERISATION, TRANSPORTATION OCCUPATIONS OCCUPATION

PROBABILITY

OCCUPATION

PROBABILITY

Commercial pilots

55%

Transportation attendants

75%

Transit & railroad police

57%

Heavy truck drivers

79%

Transportation & distribution managers

59%

Railroad brake / signal / switch operators

83%

Motorboat operators

62%

Railroad conductors

83%

Bus drivers

67%

Industrial truck drivers

93%

Postal mail carriers

68%

Locomotive engineers

96%

Light truck & delivery drivers

69%

Driver sales workers

98%

Aircraft mechanics

71%

Shipping & receiving clerks

98%

Bus & truck mechanics

73%

Cargo & freight agents

99%

Source: Adapted from Frey and Osborne (2016).

ONE CRUCIAL DRIVING FORCE OF CHANGE IS THE ACCELERATING PACE OF INNOVATION IN THE TECHNOLOGY OF TRANSPORTATION: INCLUDING PROPULSION SYSTEMS, DRIVING AND NAVIGATION, LOGISTICS, AND INFORMATION AND DATA MANAGEMENT TECHNOLOGIES

To read the full report visit: www.twusuper.com.au/the-future-oftransportation-work/

5

WA

TRANSPORT

magazine

From the publisher

VOLUME 24 | NUMBER 6

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

T: 08 9296 4488 E: karen@angrychicken.com.au Australia: 1 year $65.95 (inc GST) 2 years $127.55 (inc GST) Overseas subscribers: Airmail postage will be added to subscription rate.

Editorial Submissions: The Publisher welcomes editorial submissions. Once received they will become the property of the Publisher who reserves the right to edit the or adjust the content to fit with the format of our publication.

West Australian Transport Magazine (WATM) is published by Angry Chicken Publishing Pty Ltd ABN: 35 486 530 095 All rights reserved. No part of this publication may be reproduced, adapted or transmitted in any form by any process (graphic, electronic, mechanical or storage and retrieval system) or sold, resold or otherwise exploited for any purpose without consent of the Publisher.

The publisher, contributors, editors and consultants disclaim any and all liability and responsibility to any person or party, be they a purchaser, reader, advertiser or consumer of this publication in regards to consequences and outcomes of anything done or omitted, or being in reliance whether partly or solely on the contents of this publication. No person, organization or party should rely on or on any way act upon any part of the contents of this magazine without first obtaining the advice of a fully qualified person. The Publisher shall have no responsibility for any action or omission by contributor, consultant, editor or related party for content within WATM. The opinions and content within WATM does not necessarily reflect those of the Publisher, editor or their agents. No responsibility is accepted for damage or loss of material supplied to the publisher.

6

WATM | JULY 2018

What a wet start to winter it has been and I hope WA farmers across the state have been able to benefit.

Many thanks as always for those that contact me about the magazine. This month as you will see in ‘Letters to the Editor’ pages 6 and 7 of this edition, Ray Pratt’s article on Driver Shortages last month got people thinking. As always, our resident Bird’s Eye View – Carol Messenger comes to the table (Page 12) with some good ideas on ‘how’ we can sort this issue out in the short /medium term.

Thank you to those who contact me about story ideas. Please know I follow up all of your suggestions and hopefully they can come to fruition.

I have just about run out of Questions to the Minister for Transport – Rita Saffioti. If you have concerns about any issues relating to transport in our state, have suggestions on how our state government can improve things for us, or have general questions about future road infrastructure or such, please send your questions into me at karen@angrychicken.com.au and I will have them answered and published in the magazine.

Best,

Karen

CONTENTS 2 The Future of Transportation Work – Part Three 6 Letters to Editor 10 RAV Mapping Tool 14 Reid Highway duplication progresses 15 New changes for the transport of Dangerous Goods 16 Western Roads Federation – Growing Driver Shortage in WA 18 ILRTAWA – Are some truck drivers fair game?

19 New Australian driving laws for automated vehicles 22 Back to basics – the key to surviving time of change 24 State Budget to transform WA’s roads and create jobs

25 NTC to help industry harness benefits of telematics 26 PBS will encourage further innovation 27 ALRTA backs calls to protect live exports 28 HCVC – Keeping the past alive Every Month 8 Fair Go for Owner Drivers 12 Bird’s Eye View 13 Questions to the Minister 20 Dangerous Goods 30 WA Transport History 32 Model Trucks

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ISSN 2202-6193 100007516 June 2017 | price $6.95

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5

OVER TO YOU

YOUR SAY LETTERS TO THE EDITOR Dear Karen While reading the June edition of WA Transport Magazine, I came across the article by Ray Pratt on Page 8 entitled ‘Change and Reformation needed’.

Please excuse me if this isn’t written too well; I just felt like writing while I was thinking about the subject.

I totally agree with what Ray Pratt is saying. We need to change our industry to recognise ‘Commercial Vehicle Operators’ – ‘not’ Truck Drivers.

By changing the definition of the name, we will empower our people because they are not ‘just truck drivers’.

Commercial Vehicle Operators have immense responsibilities for not only expensive trucks, trailer(s) and loads, but also other road users. In addition, there is COR, fatigue management, receipt and delivery advice, load security, masses of paperwork etc., etc.

By changing the definition we give ‘weight’ to training, education and certification of these positions and protection for the highly skilled operators thus creating a strong industry for aspiring trainees.

Who wants to be a truck driver?

Who wants to employ a truck driver?

We’ve all seen the adverts - “If you are alive”, “If you can breathe” - apply for …” We want an industry of people who are proud of what they do, what they have trained for; people who actually get paid for their level of

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WATM | JULY 2018

competence - not just for ‘turning up’.

After reading Ray’s piece I felt I would like to share my thoughts.

I happen to be one of those ‘ageing members of the Transportation workforce’, and have worked in a number of positions in the transport industry, including operating commercial vehicles. My driving experience started way back being taught to drive by an Aunt in a Fiat 500 Bambina with a non-synchromesh transmission, and my driving education since then, has mostly followed the traditional pattern for our part of the world.

Get just enough experience to pass your ‘learners’ and then be set loose to drive on some sort of ‘provisional’ licence. Survive enough ‘mistakes’ on the road and somehow get through life to pass on the same pattern to your children. Well, in my case it started off like that. Eventually, I followed a similar pattern to get my Truck licence in a really old Bedford with vacuum operated two speed diff and some years later as a Diesel Mechanic, I discovered that I was the only mechanic in the shop who was Truck licenced and consequently did all the ‘test’ driving.

I had to ‘learn’ or teach myself how to drive Road Ranger transmissions and weird trucks with two (yes two) gear-levers to shift both the main

and auxiliary transmission. This led to moving any vehicle that had wheels, (someone had to do it).

I drove trucks with semi-trailers, dog trailers, wheel loaders and motor scrapers. Thank goodness I had no accidents in that time, but some years later after driving a large new 8x4 (un-registered) cab chassis to rescue a work colleague, I was reprimanded (rightly) by the Branch Manager who said, ”It’s not necessarily you that may cause an accident, but there are other road users. You need to be aware of everybody on the road all the time”.

From that day on I made sure always to have the appropriate ‘licence to operate’. Since that time, I’ve also operated large tour coaches, truck and dog tippers and semi-trailers.

It is incumbent on the Transport Industry to change, not legislate, but change. It needs to be issuing ‘Operator’s licenses’ .

Let’s consider the correct terminology here. Anyone who has some level of training should be capable to ‘drive’ a car or ‘ride’ a motorcycle. However, to be ‘better’ than capable requires a step-up. To drive a race car you need a Competition Licence; same for racing a motor bike or a Go Kart. Currently anyone can get some level of training to ‘drive’ a truck but that does not make them a Commercial Vehicle Operator. The

Transport Industry needs to employ Commercial Vehicle Operators and train them accordingly.

Not too long ago, whilst between jobs I thought, “I’ll go do some driving, I can do that!”. I was fortunate to find a company willing to give me a go (it’s been many years since I’d operated a Heavy Commercial Vehicle for a living) and as was predictable, my manoeuvring skills were a tad rusty. These guys could ‘see’ the basics were still there and gave me some time to work on my skills. So after a week the owner agreed to hire me, but first I would have to pass the required tests from the prime operator (a large Multi-national company). This involved a ‘real’ test drive (with the company trainer) to prove my ability to negotiate the urban environment and correctly position the delivery vehicle for unloading. To be able to competently operate the vehicle, interface with the customer, complete paperwork on a number of levels and complete the tasks in a timeous and safe manner.

Once complete there were arduous

physical driving tests in a controlled environment followed by a number of verbal lessons on equipment and the environment. Finally, there were 18-20 ‘on line’ assignments each approximately 30 mins duration on the multi-national’s HSE, HR and Operational requirements.

Having gone through the process, I was considered a competent Commercial Vehicle Operator and was now able to be employed as - wait for it… a ‘Truck Driver’.

Its time now for HSV or Commercial Vehicle Operators to be regarded and recognised as the highly skilled professionals they are. No more ‘Truck drivers… please. ~ Mike Dawson WA Trailer Sales, G&A Lombardi Pty Ltd

Hi Karen I have been reading the last edition (June) of WA Transport Magazine and articles pertaining to Driver Shortages - namely ‘Change and Reformation needed by Ray Pratt.

Semi Trailer Rentals

Sadly, many have known this was coming for years.

Twenty years ago, I started forums and sat on industry forums warning of the problems that would arise in the future with a lack of skilled trailer builders, skilled drivers and many other industry associated trades. That there would be a ‘severe shortage’ of these people in the future – and here we are now.

I believe the government has let us down and now more than ever, businesses are suffering.

A huge push needs to be made by ‘all’ to get parents to educate their kids into the benefits of trades and educate them that being a ‘blue collar worker’ is not some dirty job. That being a ‘blue collar worker’ requires ‘skills and in most cases, blue collar workers will ‘out earn’ white collar workers sitting in an office.

Better education and information needs to be delivered to the next generations from parents, schools, government and industry.

Regards, ~ Doug McDonald Penrose Asset Pty Ltd ■

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9

OVER TO YOU A fair go for owner drivers

I

have been watching with interest the Owner Drivers in New South Wales involved in car carrying who have been trying to get a rate increase.

When I first got involved in trucks I spent many years car carrying and delivering cars anywhere between Perth and Darwin so I have always had a passion for this part of the industry.

Anyway, these Owner Drivers have for some time been trying for get a rate increase and as is usual the employer groups have dug their heels in and resisted coming to the party with some much needed money.

Over the last year costs have been rising to the extent that these drivers have proven that they need a 5.4 per cent increase just to cover increases in fuel and other associated costs with running a truck.

Surprise, surprise, but all the employers were willing to pay was an extra two per cent. The TWU got involved and look like they have secured a 3.4 per cent increase for these hard working truck drivers.

Most people would consider this to be a great win for the drivers but I think it is a terrible result.

The question is if costs have risen by 5.4 per cent then why cannot they be paid the full amount? If the costs of operating a business of any sort have risen then it is only common sense to recoup this cost if you want to run a successful business.

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WATM | JULY 2018

The companies involved have acknowledged that costs had indeed risen by 5.4 per cent but they were just not going to pay any more than the negotiated price of 3.4 per cent.

The companies argue that the clients dictate the rates and they say they just do not have any extra money to pass on to the drivers.

I have heard it all before and have been in the very same position when trying to negotiate rate increases. I can tell you from experience that it does

THE ATTRITION RATE IN OUR INDUSTRY IS HIGH AND IT'S NO WONDER WHEN WE ARE EXPLOITED LIKE THIS. not take many years of repeating this little exercise before you find that you are trying to operate at well below what the true operating costs are. It then becomes a mammoth effort to try and catch up.

The transport industry is in trouble and this is one of the main reasons why it is in trouble. No other industry would survive if they did not pass on its true operating costs and the transport industry must be the same if it is to survive.

The attrition rate in our industry is

high and it's no wonder when we are exploited like this.

The argument has always been that clients and customers will not pay the extra which is a cop out and needs to be addressed. If it cost ‘x’ amount of dollars to run a truck then that's what must be paid. If we are not paid every cent that we are entitled to then as far as I'm concerned, it’s just a form of stealing.

These clients and transport companies are using their size and power to bully us into accepting rates that are less than what is sustainable.

Remember the freight has to be moved so let's charge the right rate.

Also remember that if your rate is not right then it's very hard to run a safe operation. These low rates of pay put extra pressure on drivers to drive harder and longer to get in more trips just to survive.

I was talking to a mate recently about his work and the company he drove for and he summed it up by saying the rates are not flash and you have to wait for your money and the company trailers I tow are fairly ordinary but it's a job. This is not an isolated case, but one that is often repeated by whoever you talk to.

Anyone who says that safety and rates are not linked needs to walk a mile in the shoes of a truck driver because they are just kidding themselves. ■ Keep it safe, Ray Pratt.

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11

FOCUS

RAV Mapping Tool

D

id you know that Main Roads has a Restricted Access Vehicle (RAV) mapping tool?

The RAV mapping tool provides an up to date illustration of the RAV Networks which can assist the Transport Industry with their journey mapping.

The Tool has a number of features, including: • a Google interface, which shows a seamless base map of Western Australia • the ability to access network information and its associated conditions • the ability to overlay individual networks, to enable efficient journey planning • a GPS Straight Line Kilometre (SLK) Tool which identifies exact SLK points along approved roads • a 'measure tool' which allows the user to measure distances along roads • the locations of Road Train Assembly Areas, Truck Bays, Parking Bays and Roadhouses; and • the ability to identify Main Roads Regional boundaries, along with Local Government area boundaries.

Networks available through the Tool include: • Tandem Drive Networks 1-10 • Tandem Drive Concessional (Level 1-3) Networks 1-10 • Tri Drive Networks 1-5 • Tri Drive Concessional (Level 1-3) Networks 1-5 • Oversize Road Train Networks The RAV Mapping Tool will always open with the Google base map as a standard, however, greyscale and hybrid imagery can be ‘switched on’ to enhance the visual experience for particular locations. Users are also able to switch between views by clicking on the icon at the top left hand side of the map.

It is worth noting that imagery currently used in the Tool is Google

12

WATM | JULY 2018

based and should be used as a guide only as some images may not be up to date. This is also true of the naming conventions, which means that what shows up may differ to the locally known or Main Roads name.

That being said, if you click on a road when a network layer is selected, the Main Roads road name will be displayed.

Changes to the RAV Networks will automatically be updated every

Wednesday so industry can be confident that they’re operating on approved routes. ■

The RAV Mapping Tool and its User Guide can be accessed via the Main Roads website – www.mainroads. wa.gov.au > Using Roads > Heavy Vehicles > RAV Mapping Tool. For further information please call the Main Roads Heavy Vehicle Help Desk on 138 486.

JULY 2018 | WATM

13

OVER TO YOU BIRD’S EYE VIEW

By Carol Messenger

Creating Connections S

o I just got back from Transport Women's conference in Melbourne. The theme of the weekend was ‘Creating Connections’ - this covered all facets of the connections theme from personal development, business networking and business practices.

I only started going to these conferences a few years ago and if you have never been to one, I can highly recommend them. As well as the obvious networking opportunities - and not always just to gain business, but also on a personal level - it is a great time to rub shoulders with people with a positive attitude and who really want to make their business better. I always come back feeling inspired.

Although this conference was run by Transport Women Australia Ltd (TWAL) men are certainly welcome to attend and a number did - both as conference participants and as presenters.

One particularly interesting speaker was Simon Macaulay who is the National Manager Transport at DECA (Driver Education Centre of Australia).

Simon came and spoke about a new program designed to encourage women into the Transport Industry.

This Superior Heavy Vehicle Licensing (SHVL) program will be delivered through Wodonga TAFE (but operated out of a central Melbourne location) in conjunction with DECA, TWAL and the Volvo Group who kindly donated the Prime Movers for the students to learn in.

The program has been created to help women qualify for their heavy vehicle licence and through an intensive four week training program designed to provide behind the wheel experience it will put participants through all facets of driving on our roads.

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WATM | JULY 2018

Simon Macaulay, said the training will assist females obtain a high demand skill for which to fast-track their entrance into the heavy transport workforce.

“We provide participants with the industry standard skills and know-how.

We take them through areas that are barely mentioned in a lot of licence instruction, such as safety protocols and health and safety procedures, road maps, fatigue management, chain of responsibility and use of technology,” Macauley said.

The Transport Industry has an aging

Helen spoke about the introduction of the 'Wheels' badge for the Girl Guides - starting with a colouring book and activities for the younger girls through to visits to Transport yards and having women operators coming in and talking to the girls as they get older. Many girls had never even thought that a career in Transport - apart from an office job - was even possible, so by opening their eyes early and encouraging them, we are opening up a whole new pool of workers to select from - which can only be a step forward.

Many girls had never even thought that a career in Transport - apart from an office job - was even possible, so by opening their eyes early and encouraging them, we are opening up a whole new pool of workers to select from - which can only be a step forward. population, with the average age of truck drivers today being 47 and is always short of competent drivers and it is hoped that by encouraging female drivers into the industry this will work towards addressing the driver shortage.

Another interesting speaker - and again along the same lines of encouraging women into our traditionally more male based industry was Helen Reid from the Girl Guides.

Back in the ‘old’ days, the Father had a truck, and sons and nephews would go with him and learn the craft and then take over or get a truck of their own. But these days this just doesn't seem to happen and we need to be able to draw new drivers from other places. I think that these new initiatives are really positive for our industry and look forward to seeing a new and brighter future. ■

OVER TO YOU

Q&A

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 readers, we hope you will take advantage of this opportunity. Please send your questions to the publisher at karen@angrychicken.com.au.

FROM THE MINISTER OF TRANSPORT - HON. RITA SAFFIOTI B BUS MLA Minister: Lives continue to be lost on isolated highways due to cattle wandering on roads. Industry has been told by regulators for years that a solution is being worked on.

Given that the major highways are the jurisdiction of the State what is the Government doing to resolve the issue of cattle thus reducing the level of incidents and fatalities?

Answer: A Pastoral Fencing Advisory Group was formed in 2012 to address animal hazard issues.

The Group comprised Main Roads, Pastoral Lands Board members, Pastoralists and Graziers Association, plus State and Local Government Agencies. A range of initiatives were implemented to reduce the incidence of stock related crashes including moving watering points, installing one way cattle gates, improving livestock warning signage and funding replacement fencing.

Main Roads initiated a special funding program to reduce the number of fatalities on the network caused by stray animals. This program has been active for several years and has funded the installation of fencing and signs at known

hotspots in regional WA. In February 2016, Main Roads, in conjunction with the Kimberley RoadWise Committees, launched the Horns and Hooves on the Highway campaign to raise awareness of the risks associated with cattle on roads.

This campaign printed and distributed more than 3000 bumper stickers, in the Kimberley and Pilbara regions. In addition the following was achieved: • behavioural change recommendations for road users • social media campaign • A brochure with the Horns and Hooves message in five different languages was distributed • The Cattle in Road Reserve Stakeholder Group was formed led by the Kimberley Pilbara Cattlemen’s Association with support from Main Roads, the Kimberley RoadWise Committees, Local Government, WA Police (Kimberley) and transport operators. The Group is investigating, funding, policy, technological, engineering and legislative options to help resolve the issue.

When you need high durability and a good performance brake lining is youR besT opTion A Medium to high friction coefficient asbestos free brake lining. Made with the base of fibreglass is adequate for high brake performance when necessary. Recommended for aftermarket application as well as hydraulic use. This lining has a good resistance to fade, high durability and good compatibility with the drum. The performance and durability characteristics have been extensively evaluated in our testing laboratory as well as on the roads, demonstrating to be cost effective by giving increased lining and drum life.

4 Hopetoun Place, Welshpool, WA Tel: (08) 9353 4411 Fax: (08) 9353 5922 JULY 2018 | WATM

15

NEWS

Reid Highway duplication progresses, possible extra bridge sought

A

call for proposals for the design and construction of the $70 million Reid Highway duplication project are open following a recent expression of interest period.

The design and construct contract will include a revised scope, including an option to build a new bridge over Reid Highway, connecting the northern and southern sections of Arthur Street.

The revised project scope follows a decision from the City of Swan to contribute funding towards the bridge project.

The proposed bridge, linking the growing suburbs of Caversham and Dayton, will provide alternative access for buses to cross Reid Highway and pedestrians to access a proposed new primary school at South Caversham. It will also provide an additional entry and exit point for emergency vehicles.

To ensure construction efficiencies and minimise impacts to the community and road users, the bridge

will be included within the scope of the Reid Highway Dual Carriageway project as a priced option.

Construction of the Reid Highway Dual Carriageway between Altone Road and West Swan Road will begin in early 2019.

This project includes four kilometres of widening to build two new traffic lanes on the southern side of the existing highway, modifications to the intersection of Reid Highway and West Swan Road to improve traffic flow, and a new shared path for pedestrians and cyclists.

It will eliminate the final section of single carriageway on Reid Highway between Marmion Avenue and Great Northern Highway, reducing congestion and improving safety at a well-known pinch point.

Main Roads Western Australia expects to call for proposals from industry for a design and construction contract in late June. ■

Surge In Commercial Building Approvals Drives Up Jobs Growth

T

he latest ABS building approvals data shows a 13 per cent rise nonresidential building approvals recorded over the 12 months to April 2018.

Denita Wawn, CEO of Master Builders Australia said, “This surge in commercial building, including the construction of offices and new facilities in the education, health and aged care sectors has been a major driver of jobs growth and is set to continue.”

“In the past year alone the industry created more than 100,000 new skilled jobs, accounting for more than one in every four new jobs created. That means employment growth in building and construction was 9.6 per cent, three times the rate of jobs growth in the wider economy,” she said.

“More than 370,000 small builders are playing a key role in kicking the surge in jobs growth along. People should pay more attention, there are more small businesses in building and construction than any other sector in the economy,” Denita Wawn said.

“In the residential building sector the total number of new dwelling units approved in April was 18,701, up by 1.9 per cent over the year, supporting Master Builders’ view that the trough in the housing construction cycle is likely to be moderate and short lived,” she said.

“Continued growth in the work done by the industry is forecast to continue but it can’t be taken for granted. Investment decisions and business confidence, particularly in the commercial construction sector are heavily impacted by the policies of political parties,” Denita Wawn said. ■

New Report Calls For 24 Hour Permit Approvals

T

he Australian Trucking Association (ATA) has welcomed the focus of an Australian Government inquiry into national freight and supply chain priorities.

The Deputy Prime Minister, Michael McCormack, launched the report at a ministerial Transport and Infrastructure Council meeting in Darwin in May. The

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WATM | JULY 2018

report’s key recommendations focus on boosting productivity, improving road access and streamlining the permit approval process.

“The ATA welcomes the report, which shows that Michael McCormack and the Australian Government understand the importance of trucking and the need to make the road freight

transport regulations more efficient,” ATA CEO Ben Maguire said.

“The report supports the ATA’s calls for an urgent, independent and agile review of the Heavy Vehicle National Law, including road access approvals.”

The report recommends: • the streamlining and review of permit approvals, with the aim of

NEWS

Annual Wage Decision 2018

T

he Fair Work Commission has handed down the 2018 Annual Wage Review Decision.

“The federal minimum wage and all Award based pay scales will increase by 3.5%. This equates to an increase of $24.30 per week to $719.20 for employees on the national minimum wage. In hourly rate terms the increase is $0.64 cents per hour for permanent employees to $18.93,” says Graham Lilleyman, Director of Employment Services and Solutions Australia “The 3.5% increase must also be applied to each wage classification in each Award and as such, the amount of the increase will be higher than the minimum increase as the Award classification rate of pay increases.

The increase in wages will flow on to employees that are less than 21 years of age proportionally depending on the junior worker provisions that are relevant to those employees.

“The increase has effect from the first full pay period commencing on or after 1 July 2018.

“Employers are reminded that they are legally obliged to comply with minimum wage and/or Award obligations and there are severe penalties for noncompliance,” says Graham.

“Employers using enterprise bargaining agreements or the old AWA’s should also ensure that they have their arrangements reviewed, because whilst awards do not generally have application to businesses that have agreements, there are certain minimum obligations under the Fair Work Act 2009 that must be complied with and only a review of your arrangements will ensure that you are compliant with your obligations,” Graham finishes. ■

reducing the approval period on key freight routes to 24 hours • improving road access and targeting investment to key freight routes and last mile access • the expansion of infrastructure investment programs to improve road access for high productivity and oversize/overmass vehicles

Vehicle Relocation Industry employees to be covered under Transport Industry Award

F

or the first time ever, Vehicle Relocation Industry employees will be covered by the Transport Industry Award.

This will mean in some cases a substantial increase of pay and conditions will arise for employees in the Vehicle Relocation Industry and the current industrial instrument, namely the NMWS (National Minimum Wage System) will no longer be applicable. Companies must comply with the relevant legislation and industrial instrument.

This in turn requires the supply chain partners and customers to also comply with the laws starting July 1st, 2018.

Employees who drive vehicles inhouse or contract externally will also be covered by the Transport Industry Award as summarized below.

Four yearly review of modern awards – Road Transport and Distribution Award – substantive issues.

Further to the decisions issued on 6th July, 2017 (FWCFB 1913) and 31st May 2018 (FWCFB 3133), the above award is varied as follows: 1. By inserting the following clause (j) the definition of road transport and distribution industry in clause 3.1 (j) the distribution and / or relocation by road of new or used vehicles as described in the classifications within this award where the vehicle itself is required to be driven from one location to another for the purposes of delivery / or relocation of the vehicle. ■

• the reinvestment of road charges revenue to road infrastructure investments • better consideration of freight in urban and land use planning • improving infrastructure for regional supply chains, including sealing roads and providing mobile phone coverage and broadband. ■

New changes for the transport of dangerous goods

T

he Australian Code for the Transport of Dangerous Goods by Road and Rail is set to be updated with changes designed to reduce the burden on industry when transporting low-risk items and bring into line with new United Nations transport requirements.

In May, Transport ministers approved version 7.6 of the Code, with the changes effective from 1 July 2018 and compulsory from 1 July 2019.

National Transport Commission Chief Executive Paul Retter said one of the key changes included simplifying transport of lower-risk limited quantities of dangerous goods.

“Operators who transport low-risk dangerous goods in limited quantities such as household cleaning products, perfumes and cosmetics will no longer be compelled to abide by overly burdensome labelling and marking requirements, for example,” Mr Retter said.

Every two years, the United Nations updates the Transport of Dangerous Goods Model Regulations. The United Nations recently approved the 20th round of changes to the United National model regulations. These model regulations are subsequently adopted by participating countries.

“The changes approved by ministers on 18 May 2018 will ensure the Code aligns more closely with United Nations Regulations,” Mr Retter said.

Other changes include exempting mobile processing units (MPUs) from the Code to remove duplicate requirements in other laws, as long as the MPU is authorised within each jurisdiction to operate. MPUs are vehicles designed to take raw explosive materials to mine sites where the explosive will be manufactured and used.

States and territories have committed to amending their local laws to align with making the changes from version 7.6 of the Code for the Transport of Dangerous Goods by Road and Rail to their local laws.

The National Transport Commission is responsible for the maintenance of the model legislation for the land transport of dangerous goods in Australia.

Version 7.6 of the Code is available on the NTC website. ■

JULY 2018 | WATM

17

OVER TO YOU - WESTERN ROADS FEDERATION By Cam Dumesny, CEO

GROWING DRIVER SHORTAGE IN WA

A

n increasing number of our member companies are reporting difficultly in recruiting good drivers.

The driver shortage is being felt at both the long haul and local delivery ends of the transport task by an aging workforce and the “amazon effect”.

Long Distance Driver Shortage I would like to app ly for the Perth to Sydney truck dr iver’s job you advert ised.

I recently obtained my MC licence and really like the idea of becoming a long distan ce truck driver.

I can start in a mont h; the only thing is that I do ne ed to be home by 5 pm every da y, so I won’t be able to do ov ert ime.

[Extract from ‘a real job ’ application for a Perth to Sydney truck drivers job ]

Long distance Heavy Haulage, Dangerous Goods and even General Freight companies are reporting difficulty in recruiting drivers in Western Australia.

The demand for drivers is in part due to the increased level of activity in WA and partly due to the aging workforce.

One major company reported that in WA the average age of its drivers is over six years older than the East, whilst another said that the average age of their long haul drivers was nearly 60.

In WA both long distance truck drivers and farmers are one of the oldest average age groups on any sector of the workforce.

There are many reasons for that,

but part of the reason is that to be a farmer or to be a long distance truck driver you are choosing a way of life, not just a job.

It is like being in the Army - it is not a job it is a way of life.

Amazon Effect The American Trucking Association estimates that about 51,000 more drivers are needed to meet the demand from companies such as Amazon and Walmart that are shipping more goods across the country.

The “Amazon effect” already being felt in the US and now here in WA is due to the changing delivery patterns driven by e-commerce and changing consumer buying habits.

For example, online shopping drives up smaller parcel deliveries. This increases delivery frequency etc. as people are not patient they want deliveries yesterday.

The most visible being the

Amazon Australia trounces leading Australian retailers in online traffic, Oct 2017 - Mar 2018 Website visits (Millions) 15 12 9 6 3

11.4m

Amazon Australia

7.35m

KMart Online

7.25m

Kogan

3.45m

Coles Online

2.85m

Myer Online

160,000 0

OCT

NOV

DEC

SOURCE: Similar Web traffic data

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WATM | JULY 2018

JAN

FEB

MAR

The Myer Market

increasing number of small Coles and Woolworth’s trucks running around delivering shopping orders.

Even our removalist and waste members are reporting that they are struggling to find good drivers.

How do we attract, train and retain good drivers?

That is a question that is going to be discussed on the 15th June at a joint WA industry and union summit chaired

by Senator Glenn Sterle.

There is no simple easy answer, but we need one.

So does the WA community, businesses and exporters who a fundamentally dependent upon the WA transport industry to support them.

As always I am happy to hear your thoughts and ideas. Please email me at: cam.dumesny@westernroads.com.au

Update on Local Council Road Charges Behind the scenes Western Roads

Federation has been working with Government on a solution to the growing threat of local government road user charges. This is a serious threat to the WA economy it is allowed to continue. If you are not aware, one WRF member is paying nearly $700,000 to use a road in one local government area. Imagine what would happen if every one of the 138 local governments in WA charged trucks to use their roads?

Putting Regional Roads Back on National Agenda Both the recent State and Federal budgets again demonstrated the on-going trend of Infrastructure Investment based on urban marginal seats not need. Both parties adopt the same strategy, as a number of reports have shown.

The problem is that inevitably nearly all the money flows to the capital cities, with the odd few bread crumbs of funding thrown out to the regions.

This is a national problem not just limited to WA but probably most strongly felt here and the NT. The NT for example just received $1.8m for black spot road funding. To put that in perspective, $1.8m is the cost of 38 metres of the Westconnex Freeway project in Sydney.

To address the problem we need a new approach to make sure regional roads are put on the national and state investment program regardless of whether they are marginal seats.

WRF and NTRTA have been developing a new strategy to put regional roads back on the national agenda. Early testing of the strategy on influence groups has been positive.

Companie s and organisations interested in working with WRF and the NTRTA are invited to contact us.

This is going to take collaborative effort from WA and NT transport and logistics companies in order to ensure our regions get the roads we need to support 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 180 Hay St, East Perth WA 6004

JULY 2018 | WATM

19

FOCUS OVER TO YOU by Stephen Marley, President LRTAWA

ARE SOME TRUCK DRIVERS FAIR GAME?

M

uch is said and written about duty of care in the workplace.

The Western Australian Occupational Safety and Health Act articulates the duty employers owe employees and the responsibility of employees and self-employed people to ensure their own and other people’s safety.

Very relevantly to this article, under the Act, people who control a workplace must ensure that the workplace and all entrances and exits are safe so that people may enter, leave and use the workplace without exposure to hazards. Hazards include intimidation and harassment.

Imagine industry’s surprise on hearing recently that the WA Government had given permission for animal welfare activist group, Animals’ Angels, to establish a vantage point at the entrance to Fremantle Port to enable them to monitor livestock trucks entering and unloading at the wharf.

Animals’ Angels representatives will carry special photographic identification provided by the Fremantle Port Authority (FPA).

Photographs will not be allowed to be taken of truck drivers or the stevedores during their breaks, but this restriction does not extend to other activities and times of the day.

Some may read this and think that additional monitoring of the live export industry is a good idea, but there are principles at stake here that every employer, employee and self-employed person should pay attention to.

The decision to endorse an activist group’s surveillance of truck drivers and stevedores going about a legitimate, and I stress legitimate, business activity, was made without

NEWS

Transport ministers agree to drafting new Australian driving laws for automated vehicles

A

ground-breaking approach to driving laws in Australia will see the development of purpose-built legislation to allow an automated driving system to drive more automated motor vehicles in place of a human.

National Transport Commission (NTC) Chief Executive Paul Retter said a new national law, due to be in place by 2020, would bring certainty to manufacturers and operators looking to bring more automated vehicle technology to Australia.

“With automated vehicles, there will

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WATM | JULY 2018

any consultation with transporters.

Therefore, the likely impact on transport companies and their drivers has not been seriously considered, unless the Fremantle Port Authority personnel believe they are experts in livestock transport.

Truck drivers’ right to work in an environment that is free from intimidation will be severely compromised. No-one likes to be degraded because of the job they do and that is exactly the result when cameras are trained on you as you enter a site and the load you are carrying is scrutinised with the express purpose of finding fault with what you are doing. It is a difficult job which is done with great care.

Maintaining experienced drivers in the face of ongoing criticism is a continuing challenge.

The Department of Primary Industries and Regional Development (DPIRD) employs inspectors to ensure transporters comply with animal welfare laws. DPIRD inspectors regularly attend the port and inspect vehicles. Why should drivers be subjected to another level of scrutiny by an unofficial, private organisation?

Prior to 2012, Animals’ Angels established a presence at the entrance to North Quay. From there, representatives would take footage of livestock vehicles and hand it on to authorities and publish it on its

website. Curiously the Fremantle Port Authority turned a blind eye to the obvious security issues with an unauthorised body taking photographs of port operations and publishing them. In most cases access to any port operations is closely controlled as anyone required to go through the MSIC process knows.

Over time transporters became increasingly concerned about the intrusion of Animals’ Angels into their day to day activities and opposition to their presence escalated.

Fortunately, with a lot of good will, there were no serious interactions, but it is generally accepted this was a close call. The situation came to a head in 2012 when activists boarded a live export vessel and at least one individual attached themselves underneath a livestock truck without the driver’s knowledge. He came close to inadvertently injuring the activist when he moved the truck which had a serious psychological impact on the

already been the equivalent of a trial and it wasn’t a success. There is no information on how this trial will be measured so it is irresistible to conclude that the assessment will be one-sided.

In no other workplace would surveillance of this nature be tolerated, and the duty of care so compromised

by Government action. A dangerous precedent is being set and we should all take heed. ■

be times when an ‘automated driving system’, rather than a human, will be in control of the vehicle. We need a nationally consistent law to know who is in control of a motor vehicle at any point in time,” Mr Retter said.

“Without a change to existing laws or new law, there would be no-one to hold responsible for compliance with our road rules when an automated driving system is in control of a vehicle.”

Mr Retter said the NTC believed a uniform national approach will help automated vehicle manufacturers and the public understand the legal framework they are operating in and accelerate the introduction of automated vehicles in Australia.

On Friday, 18 May 2018, transport ministers agreed to a uniform approach

across all states and territories to ensure there is always a legal entity in charge of driving when an automated driving system is engaged. This is set out in the NTC Policy Paper ‘Changing driving laws to support automated vehicles’.

The new legislation would be in place by 2020 in time for the anticipated commercial rollout of automated vehicles in Australia.

The NTC proposed the introduction of a uniform law to: • allow an automated driving system (rather than a human) to perform the dynamic driving task when it is engaged • ensure that there is always a legal entity responsible for driving • set out any obligations on relevant entities, including the ADS entity,

and users of automated vehicles • provide flexible compliance and enforcement options.

The NTC consulted widely with government and industry in 2017/18 with a discussion paper on changing driving laws to support automated vehicles.

Following on from the ministers’ approval, the NTC will work closely with road agencies and transport departments to develop the detailed policy recommendations and legislative analysis necessary to establish the new purpose-built national law by 2020.

“This is a considerable change to national road transport laws, to support the significant changes we see coming in transport technology,” ■

driver for some time.

Animals’ Angels did not appear to be actively involved in that protest, but according to media reports at the time, urged people to support it i.e. protest action that was most likely a breach of maritime safety laws. This is the same group being given special status at North Quay.

Following the 2012 incident, Animals’ Angels’ unofficial surveillance ended.

The FPA advises that the renewed access is a trial, however there has

THE DECISION TO ENDORSE AN ACTIVIST GROUP’S SURVEILLANCE OF TRUCK DRIVERS AND STEVEDORES GOING ABOUT A LEGITIMATE, AND I STRESS LEGITIMATE, BUSINESS ACTIVITY, WAS MADE WITHOUT ANY CONSULTATION WITH TRANSPORTERS

JULY 2018 | WATM

21

FOCUS DANGEROUS GOODS

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

BEYOND THE GATE - site responsibilities for transporting dangerous goods Introduction All dangerous goods sites including major hazard facilities (MHFs) and mine sites have a legal responsibility to ensure that dangerous goods are transported safely from their facilities.

In doing so you are protecting the community and ensuring that you are not liable in the event of a breach of the road and dangerous goods laws

What does the legislation say?

The Dangerous Goods Safety (Road and Rail Transport of Nonexplosives) Regulations 2007 detail the requirements for people and businesses involved in transporting dangerous goods. In April 2015, changes to the Road Traffic (Vehicles) Act 2012 and Road Traffic (Administration) Act 2008 introduced greater responsibilities to anyone within the transport chain. These changes mean that if a vehicle is involved in a mass, dimension or loading requirement breach, a person who is connected with that vehicle may be held legally accountable if by action, inaction or demand, they caused or contributed to the breach.

What are the benefits?

The benefits of adhering to the regulatory requirements include: • improving road safety • improving industry compliance 22

WATM | JULY 2018

• creating consistency for industry.

What are my responsibilities as a site manager and/or site operator?

Staff in control of the dangerous goods understand the risks and safe management • Packaging is labelled in accordance with the Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code) • Ullage of road tankers and portable tanks filled on site complies with the ADG Code • Vehicles are placarded in accordance with the ADG Code • Transport documents contain correct information • Vehicle maintenance and safety standards are followed • Incompatible dangerous goods are segregated • Load restraint is adequate, in accordance with the Load Restraint Guide • Vehicle comply with mass and dimension requirements • Dangerous goods drivers and vehicles are appropriately licensed • Staff are trained in how to respond in an emergency.

What does it mean in an operational sense?

Everyone within the chain is

accountable for safeguarding against the risks of someone doing the wrong thing. The consignor must ensure that safety standards are met for vehicles and their equipment being transported from their site. This can be verified by checking that road tankers are approved to Australian Standard AS 2809 and are currently dangerous goods licensed.

Under regulation 40 of the Dangerous Goods Safety (Road and Rail Transport Non-explosives) Regulations 2007, consignor is: • a person who has possession of dangerous goods prior to them being transported • a company or person who engages a transport company to transport dangerous goods.

What would you do?

A full dangerous goods tanker is about to leave your site and you notice that the placards have not been displayed.

- ensure placards are up before the vehicle leaves your site.

A dangerous goods tanker enters your site to transfer product into a storage vessel. The driver manages the transfer operation.

Confirm that: - the driver has the appropriate training and work systems to conduct the operation safely at your site - the dangerous goods transfer systems (including transfer hoses) are safe and compliant. ■ VISIT: www.dmp.wa.gov.au/documents/ dangerous-goods/dgs_is_beyondthegate_ dgtransport.pdf

Government of Western Australia

Department of Mines, Industry Regulation and Safety

Questions about dangerous goods road transport?

The answers are at your fingertips Developed by the Department of Mines, Industry Regulation and Safety, the Dangerous Goods Road Transport Decoder App makes it easier to access dangerous goods transport information to help drivers safely transport dangerous goods on Western Australian roads.

Download the app for free from https://decoderapp.dmirs.wa.gov.au

KEEP UP TO DATE

CONTACT US

Subscribe to the Department’s email alert service to receive safety alerts as they are issued and find out about new publications.

For all other dangerous goods safety and licensing enquiries (including explosives, fireworks and major hazard facilities).

Visit www.dmirs.wa.gov.au to subscribe.

Telephone: (08) 9358 8001 Email: dgsb@dmirs.wa.gov.au

Department of Mines, Industry Regulation and Safety

www.dmirs.wa.gov.au

@DMIRS_WA JULY 2018 | WATM

23

FOCUS

Back to basics’ the key to surviving time of change

By Angus Sedgwick

S

mall and medium businesses operating within the Australian transport industry are facing disruption on a scale not previously imagined.

New technology, safety concerns, increasing levels of regulation and intensifying competition are just some of the factors in play.

Yet it is a period such as this that highlights the importance of getting “back to basics” – in other words, to focus on the fundamentals of business, including the importance of effective cash flow management.

It is no secret that cash flow problems are the biggest killer of small businesses. Two thirds of Australian SMEs that go bust are actually profitable – and according to some studies, as many as 82% of small business failures are down to poor cash flow as a result of debtors paying late.

It’s not just about staying in business. Cash flow issues probably have an even bigger effect on growth.

We just never get to hear about all the small businesses that are stuck in a rut because their cash flow constraints are strangling them.

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WATM | JULY 2018

A typical small-to-medium transport business could easily have upwards of $200,000 worth of invoices outstanding at any time, and the money it receives each month depends on how promptly its clients pay.

At the same time, its monthly operating bills need to be paid on time, every time. A business such as this

the funding option selected, this could result in further expenses as there are now monthly repayments to make on a business loan or overdraft.

Even businesses which take cash flow planning seriously can struggle to predict their inflows for a given month.

You may assume that all your clients are good payers, but you never know what

TWO THIRDS OF AUSTRALIAN SMES THAT GO BUST ARE ACTUALLY PROFITABLE – AND ACCORDING TO SOME STUDIES, AS MANY AS 82% OF SMALL BUSINESS FAILURES ARE DOWN TO POOR CASH FLOW AS A RESULT OF DEBTORS PAYING LATE requires careful management to ensure it always has sufficient funds available.

After all, a failure to pay wages on time, or “bouncing a cheque” to the landlord or a key supplier, will have immediate and serious consequences.

Businesses also have one-off expenses – especially if they want to grow. These could include the purchase of new equipment, R&D or an expansion of staff. Depending on

problems they may suddenly face.

Making hay while the sun shines When business is brisk, it’s tempting to make hay while the sun is shining. If you have an amazing business with a truly unique selling point, that might work out fine. For many transport companies, however, it is an approach that can lead to profits flowing to the bank rather than into the owner’s pocket.

In order to ensure all the hard work during these busy periods pays off, business owners must regularly review their finances and financing – otherwise, they can end up working for someone else without realising it.

When sales take off, it’s natural to do everything you can to service them and keep clients happy. After all, that’s the secret to good business.

However, financing a growth phase is not so simple, even when it only involves scaling up production without making dramatic changes. Faced with a spike in demand, it’s easy to justify taking on an extra business loan or diving deep into a business overdraft that was only supposed to bridge the occasional cash flow gap.

Reviewing your finances as well as your operations on a regular basis is a valuable exercise for any transport company. It will help you spot potential cash flow problems as well as identify areas where costs are escalating and money is being diverted from your bottom line, and ultimately help to ensure your business continues to power forward through this period of change. ■

quick steps to reviewing your businesses’ finances 1. Start with a general review of the business operations: Sitting down and delving into the numbers is always a good practice and will help you spot whether margins are sliding or increasing due to economies of scale, for example.

ANGUS SEDGWICK - CEO of The Invoice Market, a funding and cash flow provider to Australian small and medium enterprises.

2. Don’t forget cash flow: Even when a business is technically profitable, cash flow can be negative if customers take longer to pay their invoices and suppliers demand their payments sooner. Try to forecast your cash flow needs, weekly, monthly and quarterly and ensure there is ample cover in the company account. Cash is king.

3. Consider your financing options: Business owners will usually think carefully about a new financing option if it is a planned one-off, but when it is part of an organic growth process they tend to go with what is easily available. If expensive options are chosen, the costs can add up. Working out the real cost of business financing options can be tricky because you are not always comparing like-for-like.

JULY 2018 | WATM

25

NEWS

State Budget to transform WA’s roads and create jobs T

he McGowan Government's second State Budget will enable dozens of major job-creating road projects to continue or start construction in 2018-19.

A total investment of $3.2 billion for road infrastructure and maintenance initiatives will help reduce congestion, improve safety and create thousands of jobs throughout Western Australia.

A range of major regional and metropolitan road projects, committed to during the election and as part of reallocated Perth Freight Link funding, will either continue or kick-off construction this financial year.

New projects include a $15 million widening upgrade of Mitchell Freeway northbound between Hutton Street and Cedric Street, which is now the fifth project set to get underway as part of Perth's freeway transformation.

The State Government is allocating a total of $125 million on the extension of Stephenson Avenue between Scarborough Beach Road and the Mitchell Freeway, with $65 million of this funded by the Commonwealth.

Other projects that have either started recently or about to start construction include: • $145 million for the duplication of Armadale Road between Anstey Road and Tapper Road; • $86 million for the provision of a bridge at the intersection of Roe Highway and Kalamunda Road; • $40 million for widening the southbound lanes of Mitchell Freeway between Cedric and Vincent streets; • $115 million for bridges at the intersection of Wanneroo Road and Ocean Reef Road, and Wanneroo Road and Joondalup Drive; • $70 million for the duplication of Reid Highway between Altone Road and West Swan Road.

The massive investment in regional roads includes $70 million to deliver upgrades on roads where there is a high risk of run off road accidents, and funding for 18 major projects, including: • $347 million for a range of upgrades on the Great Northern Highway

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WATM | JULY 2018

from Muchea to Wubin; • $65.7 million to complete the construction of the remaining 90 kilometres of unsealed sections of the Broome-Cape Leveque Road; • $30 million for upgrades to the South Coast Highway between Albany and Jerramungup; • $50 million for Stage 3 of the Karratha-Tom Price Road improvement project; • $35 million to progress planning for Stages 2 and 3 of the Albany Ring Road; • $17 million to continue upgrades to Great Eastern Highway on priority sections identified in the Wheatbelt Safety Review; and

THE MASSIVE INVESTMENT IN REGIONAL ROADS INCLUDES $70 MILLION TO DELIVER UPGRADES ON ROADS WHERE THERE IS A HIGH RISK OF RUN OFF ROAD ACCIDENTS, AND FUNDING FOR 18 MAJOR PROJECTS • $20 million to widen a 58-kilometre section of Indian Ocean Drive to allow a greater centre separation between traffic and reduce the risk of off-path and head-on crashes.

The State Government will also invest $93.8 million over the forward estimates period - $75 million of this being Commonwealth funds - to commence the northern and southern sections of the Bunbury Outer Ring Road. This will improve road freight access to the Port of Bunbury, reduce congestion and improve safety for all traffic.

Significant funding has been allocated to safety related road

programs and projects, including $53 million from the Road Trauma Trust Account, $29 million towards various regional projects under the Regional Road Safety Program, $34 million for projects on key freight routes under the Safer Roads and Bridge Improvements Program and $20 million for the State Black Spot Program.

Road maintenance expenditure will also continue to increase, with the road maintenance budget totalling $1.8 billion between 2018-19 and 2021-22 - which is $438 million more than the four years up to and including 2016-17.

The State Government also reaffirmed its commitment to local government roads, allocating $182 million via the State Road Funds to Local Government Agreement in 2018-19 alone.

For more information on the 2018-19 State Budget, visit www. ourstatebudget.wa.gov.au Transport Minister Rita Saffioti says, “Busting congestion, improving safety and creating more local jobs remain the McGowan Government's primary focus when it comes to road spending.

"We are also continuing to deliver on our 2017 election commitments which will reduce congestion and improve road safety.

"Congested roads impede the movement of commuters and business, and lumbers industry with tens of millions of dollars in added operating costs.

"Since coming to government we have moved quickly to have a number of job-creating road projects get underway - building those projects is our focus right now - but we are also continuing to plan for the next priority projects.

"The new priority projects are important for WA's road network and we have already successfully secured Federal funding for them. As that work is completed, the timing of the projects will be determined, but importantly further Federal funding will also be sought from existing Federal Government infrastructure programs."

NEWS

National Transport Commission to help industry harness benefits of telematics

TCA WORKING ON INTEROPERABILITY OF FATIGUE MONITORING DEVICES

T T

he National Transport Commission is set to work with industry to design a best-practice model for regulatory telematics in heavy vehicles to improve safety, productivity and compliance.

Telematics in heavy vehicles can provide a range of important information to operators, drivers and regulators, but more operators could gain these benefits.

According to National Transport Commission Chief Executive, Paul Retter, the NTC has been gathering data on who is using telematics and for what purposes, as part of a recently released review of telematics.

The key recommendation of the review is the development of a bestpractice model for how telematics can be used for compliance and enforcement.

“We are co-designing a bestpractice model along with the National Heavy Vehicle Regulator, road transport agencies, the road transport industry, Transport Certification Australia and technology providers,” Mr Retter said.

“There are many advantages to this technology. Fleet operators can do remote monitoring, track engine hours, fuel usage, and live analytics. Drivers can use telematics for better route guidance and electronic work diaries.

Regulators can use telematics to improve the efficiency of compliance and enforcement,” he said.

Feedback from industry indicated that a lack of consistent policy on how telematics data would be used by regulators had impacted on the uptake

of telematics technology.

“By working towards a flexible, technology- and application-neutral model we can provide that certainty to increase the uptake of this promising technology,” Mr Retter said.

The NTC’s Review of Telematics Report which includes the findings of the review and recommendations is available on the NTC website.

Whilst not mandatory in Western Australia, but of interest to the Livestock, Bulk and Rural Carriers Association were the findings about the Intelligent Access Program (IAP).

“The LBRCA states, “The report confirms what the LBRCA has been expressing for nearly a decade, that the IAP in its current form is not foolproof with Road transport agencies confirming that they can receive between 25,000 to 70,000 false positive reports per month.

“The report cites that ‘transport operators that do not use IAP, and peak bodies, believe that IAP is a government-imposed cost with little benefit. There is a perception in industry that IAP is expensive and industry does not have certainty as to what specific applications will be included in IAP in the future.’

“Further, ‘IAP does not provide network managers with any information about what IAP vehicles, or vehicle combinations, have used the network, or when. The HVNL allows TCA to use or disclose IAP information for research purposes’.

The LBRCA states, “We have provided feedback to the review, taking our members views to the table and

ransport Certification Australia (TCA) has announced that it is leading work to facilitate the interoperability of fatigue monitoring devices and telematics In-Vehicle Units (IVUs).

Fatigue monitoring devices, which broadly include systems and services which detect driver drowsiness, are being adopted across the heavy vehicle industry to proactively manage driver fatigue.

TCA will work with a diversity of stakeholders to progress this work, including providers of telematics devices and services, providers of fatigue monitoring devices, road and transport agencies, regulators and industry associations.

we appreciate the depth of information and its inclusion of industry feedback.

“Road transport agencies confirmed this statement citing georeferencing anomalies as the core issue. Rectification requires a manual reconciliation of permits against non-conformance reports. Agency staff state that it is a process that is manageable but there is room for improvement.

“Confirming the LBRCA opinion, the report finds that there has been no IAP prosecutions in relation to HML in NSW, only 15 successful prosecutions to crane operators.

The LBRCA plans to input further effort to all agencies involved – including TCA, NTC and the NHVR - to ensure practical pathways are encouraged when implementing the recommendations arising from this report.”

JULY 2018 | WATM

27

NEWS

Toilets, lights and water are not just ‘desirable’

T

he Australian Trucking Association has called for major changes to proposed new guidelines for building truck rest areas. The new guidelines would classify access to toilets, lighting and water as ‘desirable’, not a requirement.

The ATA was responding to an Austroads report on updating the guidelines. Austroads is a research organisation funded by the Australian and state governments.

In its response to the report, the ATA recommended that: • Toilets, lighting and water should be a minimum requirement for level one and two truck rest areas • Governments should provide truck rest areas every 20 kilometres, allowing drivers to comply with work diary rules • There should be no general and caravan parking in the truck section of any rest area, and this must be enforced • Specific engagement of women drivers should be undertaken on the provision of toilet facilities at rest area locations, and on whether these should be unisex or gender specific, and • Guidelines must prevent road agencies from temporarily closing rest areas to store roadwork materials.

The ATA believes there should be a strong set of guidelines, an independent audit on the current state of rest areas, and then a funded national plan from governments to address the gaps.

The ATA's Ben Maguire recently spent a night at a rest area to walk in the shoes of a truck driver and experience f irst-hand what managing fatigue is like in a ‘best practice’ truck rest area. ■

28

WATM | JULY 2018

PBS changes will encourage further innovation in heavy vehicle industry

A

ustralia's transport ministers have approved National Transport Commission (NTC) recommendations to improve the Performance-Based Standards (PBS) scheme and encourage investment in a greater number of safer, efficient heavy vehicles on Australian roads.

“PBS scheme vehicles offer between 15 and 30 per cent more productivity than conventional heavy vehicles, depending on the freight being carried. This means the same freight task can be delivered with fewer vehicles on our roads and the flow-on effects include reductions in fuel consumption, carbon emissions and road maintenance costs,” said NTC Chief Executive, Paul Retter.

“However, our review of the PBS scheme has revealed that the take up of the scheme has not been as strong as it could be because of issues such as barriers to access, leading to a reluctance from industry to participate.”

Mr Retter said that the NTC has made several recommendations to address these barriers and, as a result, encourage further adoption of the scheme to ensure the original safety, productivity and environmental objectives can be reached.

The key recommendation from the review was for states and territories to allow as-of-right access for PBS certified vehicles to operate on PBS declared road networks.

This will address one of the main barriers to the scheme by substantially improving the infrastructure access approval process for PBS approved vehicles.

Other recommendations approved by ministers include: • Austroads to design nationally consistent guidelines for road managers to assess infrastructure, including pavement and bridges • National Heavy Vehicle Regulator (NHVR) to review and revise the PBS standards (the requirements for a vehicle to participate in the PBS scheme) to ensure they reflect the latest in vehicle technology and design and

as a result improve the safety performance of the PBS fleet.

The current PBS standards were developed in the late 1990s and technology has improved to a level where compliance against a number of these standards can now be achieved through alternative solutions such as anti-lock braking system (ABS) / electronic braking system (EBS) and roll-over protection that meets the stability and braking requirements.

• NHVR to develop and lead the development of a communications plan to further promote the benefits of the PBS. “Despite the current scheme’s limitations, the review found evidence that it has still delivered significant benefits, including savings of an estimated 94 million litres of fuel in 2016, which in turn reduced carbon emissions by about 250,000 tonnes,” said Mr Retter.

“There are currently around 16,000 separate PBS registered trucks, trailers and buses which address some of the unique freight and environmental challenges we face in Australia, and we hope that these changes will allow the scheme to continue to grow.” ■

New Braking Technology to Save 126 Lives

T

he Australian Government’s decision to mandate stability control technology for a range of new trucks and trailers will save 126 lives and prevent 1,101 serious injuries in the coming years, the Chair of the Australian Trucking Association, Geoff Crouch, says.

The Government recently released the new Australian Design Rules (ADRs) and the new requirement will apply to selected categories of new model heavy trucks from 1 November 2020, and all new trucks in those categories from 1 November 2022.

NEWS

ALRTA BACKS CALLS TO PROTECT LIVE EXPORTS

T

he Australian Livestock and Rural Transporters Association (ALRTA) has backed moves by the Federal Minister for Agriculture, the Hon David Littleproud MP, to instigate a comprehensive review of the capabilities, investigative capacity and culture of the Australian independent regulator for live exports and the establishment of a whistle-blower hotline.

Chair of the ALRTA National Animal Welfare Committee John Beer said that Australian livestock carriers lead the world in protecting the welfare of live animals during road transport and there is no reason why international shippers shouldn’t be held to equally high standards.

“Caring for live cargos is a necessary part of the rural road transport task that is under constant scrutiny by markets, governments and the community,” said Mr Beer.

“The footage shown on 60 minutes demonstrated that current practices, monitoring, reporting and penalties applicable to live export vessels are not

The requirement will apply to all new model heavy trailers weighing more than 10 tonnes from 1 July 2019 and all new heavy trailers weighing more than 10 tonnes from 1 November 2019.

Mr Crouch said that stability control technology was a life saver.

“Stability control is a vehicle safety system that monitors the stability and sideways acceleration of a heavy vehicle and kicks in to brake the vehicle if it detects a rollover starting,” Mr Crouch said.

“The ATA lobbied hard to extend the original proposal that the Infrastructure Department released for consultation.

“As a result of lobbying from the ATA and other stakeholders, the final design rules extend the mandate to include short wheel base rigid trucks weighing more than 12 tonnes.

“This decision is projected to save

always delivering the animal welfare standards expected by the community and the livestock supply chain.

“While official statistics show that the mortality rate of 3.8% on the particular voyage in question was not typical, this is no excuse and more must be done to make sure similar incidents do not occur in future.

“As a first world nation with modern values and an enforceable rule of law, it is important for Australia to play a leading role in improving live export standards.

“Over 130 countries around the world export livestock, but in establishing the Australian Standards for the Export of Livestock and requiring that all exported animals be slaughtered in approved premises, Australia has gone further than any other nation to protect animal welfare.

“Asian and Middle Eastern markets simply cannot afford to substitute live imports with chilled boxed meat, nor does Australia have the capacity to supply it.

“We already have some of the world’s best live exporters operating in

another two lives over the years and prevent an extra 17 serious injuries compared to the original proposal.

Mr Crouch said the next step in advancing truck safety technology needed to be Autonomous Emergency Braking (AEB) for all new trucks.

“Autonomous emergency braking applies a truck’s brakes in emergency situations. Monash University research shows that rolling it out across the truck fleet would reduce fatal crashes by up to 25 per cent and serious injury crashes by up to 17 per cent,” he said.

New road train converter dollies will be exempt from the stability control requirement, because of issues with the technology in the rough conditions encountered by road trains in rural and remote areas. Non-standard low loaders will also be exempt. ■

Australia, so rather than surrendering the live export trade to less regulated competitors; we must take a hard look at this incident and do what is necessary to lift our standards further.

“Other nations rely on Australia to supply food to their growing populations and our domestic livestock supply chain benefits from international trade.

“In 2017, Australia exported 2.8 million cattle, sheep and goats valued at $1.4b. Independent research has shown that saleyard prices for older sheep would be around 18% lower without an export market.

“Live exports support more than 13,000 jobs in Australia, with wages in excess of $1b annually, and the vast majority being in rural areas.

“Domestically, Australian livestock carriers are subject to legislated Land Transport Standards. Even so, our National Animal Welfare Committee has scrutinised our role in the supply chain and championed several important animal welfare initiatives.

“For example, we have published national guidelines for the safe design of ramps and forcing yards, worked with regulators to establish more flexible driving hours to deal with any animal welfare risk that might arise in transit, merged our truckCare animal welfare accreditation system with the award winning truckSafe system, develop a national effluent control strategy and established LivestockASSIST – a 24hr national hotline dedicated to coordinating emergency responses.

“Our association now has a holistic approach to promoting positive animal welfare outcomes that commences with pre-transit livestock preparation, through loading, transport, unloading and emergency responses in the rare event that things go wrong. We have published our approach in a National Animal Welfare Policy.

“The ALRTA supports the calls

by Australian farmers and exporters to urgently improve animal welfare standards, monitoring, reporting and penalties applicable to live exports.

“We should not back away from this problem and leave it to other countries to resolve. Australia must identify the root cause of the issue and lead the way by putting the right type of oversight in place as soon as possible,” said Mr Beer. ■ JULY 2018 | WATM

29

OVER TO YOU

KEEPING THE PAST ALIVE My Mack B61 GOOD DOG

By Mel Taylor

This potted history is a collaborative effort between my wife Pauline and myself. She is better at committing my misdeeds to paper, and never forgets any of them…

30

WATM | JULY 2018

A

t one time I hankered after a nice Austin Healy to restore in a shed and then drive around looking cool.

As I got older, and the urge to be my ‘young self’ again grew stronger and I sought out a shiny red Ural motorbike with a sidecar of course, for the wife.

In the end, I had to admit that my true love was trucks, and more specifically B Mack trucks since in my mind, they have no equal under the sun. I first drove them in 1966 for Hamersley Iron at Dampier; a single drive B61 and a B615 bogie with a float.

After a great deal of internet searching I realised that I was living in the wrong side of the country and that

all the Mack’s lived 'over East'.

No problem, jump on a plane and head for cattle country in the hinterland of Toowoomba, where a nice 1961 Mack B was lying in wait for the unsuspecting victim from the West.

I had to take the wife of course, since she loves driving in the country.

However, she did not seem to appreciate being parked under a nice shady tree with her Kindle and two hundred Brahman cattle in the yard next to her while I poked and prodded the said vehicle and took it for a drive.

Most importantly, the truck started up with a satisfying screech and belch of exhaust - and took off down the road with me and my dreams all atremble.

I planned to drive the truck back home and show it as an original; running nicely but looking old, no fancy stuff with shiny chrome and decals and bulldog bonnet decorations… no sir.

But it's a long drive back to Western Australia and I had to get it licensed for the trip, so on a transport trailer it went down to Victoria to the ‘heady truck heaven’ of Tylden Heritage. "Just check out the motor, tickle it a bit, look at the running gear etc. and the Nullarbor here we come, I said to them".

You can all guess what happened next.

This particular Mack had lived its entire life transporting cattle and the ‘wee beasties’ did what they do all over the chassis; causing no end of destruction.

Things proceeded apace, with this and that having to be fixed, that painted and this redone. Soon enough, and with another trip to Kyneton to assess progress, the truck emerged in all its restored glory.

I have no idea how it happened but I fell instantly in ‘rapture’ and with

I thought it was very cool to change gears without the clutch which meant leaving my left foot lying idle for several days, and perhaps this contributed to my having a thrombosis in my left leg which needed emergency treatment. Obviously, I should have gotten out and changed a few tyres every five miles just like in my old trucking days up North - just to keep the blood flowing. They don't make tyres or roads like they used to, eh.

Many people have asked me why I have chosen to pour resources and passion into this large, uncomfortable by modern standards, noisy and niche market collectible. Secretly, they all love it, and I am envied by all who pass by as I polish and dust and 'tinker' with her. Even my accountant shakes his head in admiration, I think.

Thank goodness for the HCVC, where I don't have to explain a thing.

Here’s to you guys and here's to the trucks that have kept Australia going all these years and to the truckies that love them. ■

9

an ex-trucking mate as co-driver we prepared for the trip home, carting his little campervan on a trailer for luxury overnighters.

Coincidently, Tylden sold a drop deck trailer to someone in Beverley who offered to pay for the fuel if I dragged it home…sweet.

My new magnificent Mack was the envy of all who passed her, and we basked in the air horn appreciation of our fellow truckies.

JULY 2018 | WATM

31

HISTORY

The History of the West Australian Road Transport Industry

By Russell McKinnon

1951

In the 1950s, cattle hauls were getting longer. Beasts were trucked to the Meekatharra railhead from Ethel Creek, then from as far as Wiluna, and eventually from the furthest destination of all — Anna Plains Station — 800 miles north, the longest run of its kind in Australia. On the hoof, this journey had traditionally taken four months, through virtual desert in the dry season and through quagmires in the wet season. Many cattle died on the long, hard trek and most of those that arrived at Meekatharra were little more than living skeletons.

At the January 9 Committee Meeting, it was stated that there were two cranes at Fremantle Port, but only one was being utilised, when there was plenty of work for two. One member reported waiting for up to a day to get a truck loaded. At the April 17 Committee Meeting it was reported that the steam crane at Fremantle was ”hopelessly out of date”. It never got steam up until about 8.30am and stopped work at 4pm and only covered about 100 yards 32

WATM | JULY 2018

Jubilee Day Cavalcade, Perth, 9 May 1951 State Library of Western Australia 4383B/218J

on rails. As the diesel crane has broken down and would be out of action for several months, it was thought that the introduction of two mobile cranes would better serve the port.

From The Northern Times (Carnarvon) of February 8: “Transport Driver Fatally Burned. After having received extensive burns to the face and body on Sunday afternoon, Bruce McSweeney, truck driver, employed

by Westralian Farmers’ Co-operative Ltd, Carnarvon, died in hospital about 4 pm on Monday. McSweeney and two companions were on a truck carrying bananas and empty petrol drums and bound from Carnarvon to Geraldton. About 3.30pm on Sunday the truck was stopped and two rims and tyres were taken off. McSweeney was unable to separate the tyre from one rim and decided burn it off. After some petrol had been thrown on it and set alight without achieving the desired result, McSweeney threw on more petrol. Suddenly there was a flash, which burnt him and set alight

to his clothes. McSweeney was placed in the truck and Robert Moore, one of the two other men, drove on towards Geraldton. After having travelled about 30 or 40 miles he encountered a utility bound for Carnarvon. The two men in it, Neil Stinton and Geoffrey Boyes, both of Carnarvon, took McSweeney to Northampton, where a call was put through to an ambulance at Geraldton.

The men continued the journey with McSweeney and met the ambulance, which had received the call at 6.30pm, about 23 miles from Geraldton. From there the ambulance took McSweeney to St John of God Hospital, where he was admitted about 7.40 o'clock on Sunday night.

Bruce McSweeney, whose home address is Banksladale, near Pinjarra, was aged 24 and is the eldest son of Mr and Mrs F. McSweeney, a wellknown and widely respected family of Pinjarra districts.”

The Quarterly Meeting of February 15 attracted 66 members to the ANA Aquatic Clubrooms on Riverside Drive, Perth. The cartage of superphosphate was top of the agenda.

A complaint was received at the April 3 Committee Meeting that the tramways stop at the south end of

Winifred Wells is welcomed on her return to Perth after her journey across Australia, 16 January 1951 State Library of Western Australia 234761PD

Fremantle Bridge should be changed because of traffic congestion.

Mr M Corkhill resigned from the Association on April 17 after an uninterrupted membership since 1912.

He served as a Committee member and latterly as a Trustee.

The Association participated in the Jubilee Cavalcade of Industry on May 9 by entering a representative exhibit of road transport covering 50 years.

Decorating of the vehicles was not as expected as three of the four vehicles were working until late the previous day.

Mr Broadwood, James Kiernan Limited and Mr M Rosich supplied the vehicles.

It was reported to the Quarterly Meeting of May 31 that 45 wheat hauliers had been landed with 60 summonses for over-loading. The Association would assist in the defence of the companies and it brought up that manufacturers should be told that licences could not be obtained in many cases equal to the makers’ declared carrying capacity. Mr Kiernan pointed out that his company had to reduce the frame built on a truck from the present height, as there was now a regulation in the Traffic Act confining the heights of load or vehicle to 12 feet six inches from ground level.

Three new branches were formed during the year —Harvey, Bunbury and Albany. The inaugural committees were: Albany: Chairman: W Roots. ViceChairman: A A Turner. Committee: F Moore, S Brazier, W Pike, G Colley, J Watson. Secretary: W J Williamson.

Bunbury: Chairman: P Stubbs. ViceChairman: Iver Robertson. Committee: S G Hitchcock, C Woods, Rogers (initial unknown). Secretary: D Paddick.

Harvey: Chairman: H C Harding. ViceChairmen: E Crabbe and F Armstrong.

Committee: R Coughran, G Sharp, J Sears, A Wuillemin. Secretary: S Watkinson.

The Long Distance Hauliers’ section agreed that there would be no overtaking of loaded trucks by another vehicle on the way down Greenmount Hill and that the speed limit of 15mph be observed.

From The West Australian of July 26: “TRANSPORT OF GOODS. Conference Asks For Amendment. Inspectors who ‘snooped around’ in the manner of a Gestapo were criticised By Mr L E Gooding (Wagin) when he successfully moved at the Country and Democratic

League conference yesterday, that the Government be requested to alter the Transport Act so that private owners of motor wagons could be permitted to transport their own property anywhere in Western Australia. He said that if the Act were amended as he had suggested then the inspectors who were employed to ‘snoop about trucks’ to see what they were carrying, could be given more productive jobs. The railways had been protected for years, he said, but they were becoming more inefficient as time passed. He believed that private people should be able to handle goods as they wished. Senator H S Seward said that the State could not do without the railways and it was necessary to allow them to obtain revenue. Transport by road could not be carried out at a rate cheaper than

THE LONG DISTANCE HAULIERS’ SECTION AGREED THAT THERE WOULD BE NO OVERTAKING OF LOADED TRUCKS BY ANOTHER VEHICLE ON THE WAY DOWN GREENMOUNT HILL AND THAT THE SPEED LIMIT OF 15MPH BE OBSERVED 9d or10d a ton mile where the railways could transport at 3d a ton mile.”

A Wharf Bulk Cargo Section was established: Chairman: J Baird. ViceChairman: L Hindle. Committee: P E Cockcroft, T P Crogan, P Jonker, R T Monaghan, U Soltoggio, W G Tongue.

A Furniture Removers’ Section was established on September 10 with 11 members fronting along with President B C Kiernan and Secretary J R Secombe: Chairman: E G Somes.

Vice-Chairman: K Bulloch. Committee: A J Clarke, E E Iles, W Mitchell Jnr, R H North, J Purcell. The Section Committee then met on September 24.

The cartage rate on furniture, uniform conditions of contract with clients, and the rates on small quantities ex-retail shops were discussed.

The Owner-Drivers’ Section was abolished as it was considered that the reason for its formation some years ago no longer existed.

A traffic rule that applied at the

time: “No person shall, without the written permission of the Commissioner of Police in the metropolitan area, or a traffic inspector of any other district, drive or cause to be driven in or along any road any vehicle with signs or advertisements printed or painted on calico, paper, or other material attached thereto, or carry or exhibit on any road any board or other thing having an advertisement thereon as aforesaid, or solely or mainly for advertising purposes.”

Federal Minister for Transport George McLeay stated at the Australian Road Transport Federation annual conference in Canberra in October: ”The Commonwealth Government is satisfied that Australia is facing a situation in which the rapid and wide development of a new road network concurrently with the great improvement in existing main roads is imperative. Despite the magical progress in air transport in the last decade, the road is more than ever necessary today, both in peacetime and in war, than it ever was.”

R H North, in his final annual report before retiring, stated: “With the increasing shortage of spare parts and tyres it would be wise for every man in the industry to husband his resources.

By careful and constant maintenance, the life of vehicles can be lengthened by many years. Paint and body maintenance also tell of a careful and efficient operator.

Pride in appearance and a well-kept vehicle lends background to the industry and confidence to your client.” He also condemned the various Governments for their short-sightedness in not building better roads. The Annual General Meeting was held at the ANA Aquatic Club with 106 members in attendance.

They enjoyed two 10-gallon and two fivegallon kegs of beer, two dozen Cokes and a dozen other soft drinks.

Advert in The Transporter: “A Harley 10/12 HP motorcycle, with side box, equipped for delivery. Licensed to carry 10cwt. Fair condition, with spares available.”

Road hauliers had transported nearly half of the superphosphate to farmers in the past year. The actual totals were: By road, 175,544 tons and by rail, 180,439 tons. Mr Meadows, of the Farmers’ Union (Ed: for real), stated: ”A very fine effort by the hauliers, which is much appreciated. Without the cooperation of road hauliers, seeding would not have been so far advanced.” ■ JULY 2018 | WATM

33

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.

WESTERN STAR HERITAGE Another impressive model built by Gary Edgley is this Western Star Heritage built to replicate the everyday Western Star you see on Australian roads in the 1990’s. Gary also scratch built the bullbar, fuel tanks and shortened both the chassis and sleeper bunk. A very nice little Aussie Battler.

34

WATM | JULY 2018

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FOCUS

CONVERTED TO Hillseafood General Manager Fernando Smilovitis

Passionate about seafood.

I

t’s the phrase that sums up one of Western Australia’s finest seafood suppliers.

Hillseafood is based in Mundaring, metres from the Great Eastern Highway and supplies top quality produce from Western Australia and around the globe.

General Manager Fernando Smilovitis beams when talking about being able to supply the best that our southern waters have to offer. While seafood is the staple, meat and smallgoods also complement what is a fantastic range to suit the fussiest gourmand.

The company started in 1987 when Fernando’s parents, John and Anna branched out from their fish and chip shop in Mundaring and started supplying restaurants and function centres as well as the general public in the area.

John was born in Australia to Greek parents and Anna hails from the old country.

That Greek heritage and family values remain today with Fernando and brother Simon heavily involved in the company for the past 26 years.

Fernando is proud of his heritage and the family-owned-and-operated business, which specialises the freshest WA seafood.

“We source our product out of Broome, Exmouth, Shark Bay, Bunbury and Esperance, directly from the boats to us, thus supporting local fishermen.

“We now supply to the hospitality industry in Perth. Up here there was 36

WATM | JULY 2018

nothing in the way of seafood, except the supermarket. Our fish and chip shop offered fresh and frozen products and the company evolved and we never looked back.

“We were servicing local restaurants, catering for people’s requirements and sourcing products people asked for. We would meet those requirements and stock them. When we first started we had 45 products and now we have more than 4000,” Fernando says.

The seafood is seasonal and includes imported frozen and fresh according to the seasons.

Fernando says he is buying more WA, “definitely supporting Australia”.

The company has been located at the current location — 4 Wandeara Crescent, Mundaring — since 1991.

“We are a factory with a cash-and-carry retail store; we buy directly from the boats and process fresh fish on site. We also store the majority of the frozen, chilled and dry food.

“Australian quality product is everybody’s forepoint. Country of origin and service is paramount to the success of our business. “ People come from Fremantle, Southern

“One vehicle has done 400,000 plus since 1991-92. It’s still going good as new.”

Cross and parts between and the company has six trucks on the road ranging from 200s to 650s. “We service a lot of the Wheatbelt.

We freight products to Port Hedland, Kalgoorlie and Esperance.”

Hillseafood has recently converted some Ford Transits to Isuzus. One vehicle has done 400,000 plus since 1991-92. “It’s still going good as new.”

Fernando has been dealing with the Major Motors crew in Forrestfield. “They are really good, always beyond reproach and go out of their way, hunting vehicles that can fill our needs. The servicing is very thorough and there is on-site servicing when we are under the pump, which is most days.”

Hillseafood supports local sporting clubs and does a lot of charity work. “We employ local community staff. It’s our biggest key and we are open Monday to Saturday.”

FORRESTFIELD | 789 Abernethy Road | 08 9365 6333 BIBRA LAKE | 2 Selkis Road | 08 9331 9331

MAJOR MOTORS “The Truck Specialists” www.majormotors.com.au