History
The History of the West Australian Road Transport Industry
By Russell McKinnon
1977 W
estern Australia became the first State to permit trailers even bigger than the Salter Committee recommendations, with a maximum length of 12.5m. Studies revealed that the strain on the road surface increases by a four-to-one ratio in proportion to the load carried by a vehicle axle. For example, the road strain caused by an 8.2-tonne axle load (standard in WA for more than 40 years) is only one 16th as great as that caused by a 16.4-tonne axle load. Road trains, therefore, have avoided the need to increase axle loads and therefore to build heavier-duty and much more costly roads. Instead, they spread their enormous weight over so many axles that the individual axle load is actually lighter. The biggest road train operating in WA is a quadruple bottom (a truck towing three trailers) with a gross weight of 138 tonnes — carried by 19 axles. The Commissioner of Taxation indicated an alternative method for the method of payment of Road Maintenance Charges, requiring a less detailed method of recording distances travelled. The Association accepted the new method. The South Western Australia Transport Study was getting closer to fruition with the February 16 Council meeting being apprised of the current status. It had its genesis a year or two earlier and the following points were noted: 1. The group was looking at changes in transport policy, which would be effective for the next 15 years. 2. Studying the effects of policies No 1 and No 5 with the intention of submitting recommendations somewhere between these two policies.
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3. In studying road transport costs and activities, it was investigating direct road line haul, ancillary user vehicles frequency of service required, road trains, local delivery, and road tax revenue compared with actual road maintenance costs. 4. The team would be relying upon information from the Association members concerning utilisation of vehicles plus terminal handling costs. 5. Its recommendations would be finalised by late 1977. The Commercial Vehicles Industry Association organised a “Roadeo” at Gloucester Park in conjunction with the
Western Australia became the first State to permit trailers even bigger than the Salter Committee recommendations, with a maximum length of 12.5m. Studies revealed that the strain on the road surface increases by a four-to-one ratio in proportion to the load carried by a vehicle axle annual Truck Show. WARTA set aside $1000 for the event on the proviso that members could use their own vehicles and display advertising at the venue. The event was staged in early 1978 and minutes at the time show that the Association suggested its involvement in future should be “reduced”. Demolition work had commenced on the building next to the Association premises so it was decided to remove the existing boundary fence and outside toilet and lop the tree so as not to interfere with
the construction of the new building. It was suggested by a member that a Carnarvon branch be opened (or reopened as one was established in 1964) but it was considered by the Executive that there was insufficient justification to do so. Viv Hall stood down as Chairman of the Transport and Shipping Division at its Annual General Meeting of July 5, after four years in the position, and F Williams replaced him. The Government approved the use of double-bottom road trains between Wubin and Muchea and between Geraldton and Mullewa. Agreement was reached between the TWU and Association on a 10-hour rest period between shifts and the hours of work for long-distance drivers. It was resolved at the September 13 combined meeting of the Transport and Shipping Division and the Long Distance Division to amalgamate. The committee was to be expanded by two members and the new name to be the Shipping and Intrastate Transport Division. Wridgways changed its name to Ansett Wridgways on September 23. A flurry of meetings were staged from September 29 until October 14 regarding a TWU strike based around Bell Bros and rates in the North-West. Sub-contractors were striking and general drivers had joined the strike. The Association offered the following rate increases in a move to halt the strike: General cartage, 9 percent increase now and 4 percent on January 1, 1978; hauliers’ rates, 7 percent increase now and 5 percent on January 1, 1978; road trains, a rate was adopted because there was none beforehand. At the following day’s meeting it was noted that the offer by the Association was rejected. A September 27 offer seemed to do the trick, along with a few other incentives, including legislation, and the strike ended after 33 days.
