THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA
WA
ISSN 2202-6193 100007516 July 2020 | price $6.95
TRANSPORT magazine
Page 12
THE SKY IS THE LIMIT AND NEVER PASS UP AN OPPORTUNITY This month, 2020 Daimler Future Leaders' Forum member and LRTAWA Vice President of the Rural Division Matt Henderson, shares with us his life as a successful transporter, what attracted him to the transport industry and how we can attract other young people
IN THIS ISSUE: Security in the Transport industry Preventing heavy vehicle rollovers A new Bayswater Bridge Give a Tru*k campaign
WATM • July 2020
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By Tim Dawson | Branch Secretary
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he widespread use of “permanent casuals� in the coal industry as a costsaving measure by big business has been exposed for the rort that it is with a full bench Federal court decision going against the labour-hire firm that brought the case. A verdict in WorkPac v Rossato was handed down recently and has been praised by unions as finally questioning the inequities of workplace power. This recent decision ruled that casual workers who have regular and ongoing work have a right to claim paid annual leave, personal/carer’s leave and compassionate leave and payment for public holidays in addition to casual loading. And that an employer could not offset the casual loading to reduce liability for paid leave. In layman’s terms, it means that employers in the transport industry are on notice. It is time to pay up. These casual employees have rights, the same rights as permanent employees. Employers have benefitted for too long from casuals who have fewer rights and privileges of full-time employees and could have the rug pulled out from under them in a moments’ notice. Why do some companies believe it is OK to employ long term casuals on contracts and at the drop of a hat, the company could decide they are no longer needed? If you are a casual employee and you are employed on regular, certain, continuing, constant and predictable hours and have been for an extended period, then you may have a claim. Contact the TWU WA Branch. We will
Long term casuals have leave rights
review your case, and, if you have a valid claim, the TWU will take action to recover your entitlements.
Insecure work a blight on the system Aviation workers are doing it extremely tough at the moment. Aviation has been decimated by COVID-19. A recent survey of over 1000 workers revealed that 70% of airport workers have been stood down from their jobs with almost 40% stating they have no income.
families throughout the crisis while 20% say they are worried they will lose their house. These aviation workers are Australian taxpayers and have been paying their Taxes in some cases over 40 years. They do not qualify because their employer is owned by a foreign Government. It is not good enough that aviation workers are treated differently to other Australians. It is time the Federal Government implement a national plan for the aviation industry.
Meaningful full-time jobs
This recent decision ruled that casual workers who have regular and ongoing work have a right to claim paid annual leave, personal/carer’s leave and compassionate leave and payment for public holidays in addition to casual loading We are demanding the Federal Government extend JobKeeper to these workers, workers that have been paying Taxes throughout their working lives. The survey was made up of cabin crew, airline caterers, cleaners, baggage handlers, ramp workers, security officials, refuellers and drivers with almost 30% stating they have had to access their superannuation just to get by. Almost half of the respondents are worried they won’t be able to support their
This point in history signifies a turning point. It’s obvious the old way wasn’t working when it took a virus to reveal a weakness in the system that has become too casualised and too insecure. Due to COVID-19, modelling by the Mitchell Institute at Victoria University estimates there will be 130,000 fewer new apprenticeships and traineeships over the next three years. The Federal Government recently announced its $585 million JobMaker skills package to provide apprenticeship incentives. But they need to do more to support creating meaningful and secure full-time jobs. We think it’s a perfect opportunity to introduce an accredited training system into the transport industry. Something the TWU has been pushing for, that our industry is better trained and educated on day one when drivers get behind the wheel to ensure a safer and more sustainable industry that has more permanent secure jobs.
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VOLUME 26 | NUMBER 6 Angry Chicken Publishing Pty Ltd
FROM THE PUBLISHER
Telephone 0430 153 273 www.angrychicken.com.au ABN: 35 486 530 095
PUBLISHER / COMMISSIONING EDITOR Karen-Maree’ Kaye T: 08 9296 4488 Email: karen@angrychicken.com.au WRITERS Russell McKinnon CONTRIBUTORS Jan Cooper, Cam Dumesny, Carol Messenger, John Milner, Ray Pratt, Peter Swift, Vince Ziino. ADVERTISING ENQUIRIES
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t was nice to put together a magazine where the emphasis was ‘not’ on COVID-19. I hope you have all noticed that I have tried to keep a positive spin on the events of late, the world seems to have gone upside down since the bushfires, then the Pandemic, the lock down, trade tensions, activists… when is it going to end? I am forever grateful that I am part of the transport industry – an essential industry with down to earth, good valued
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people in it. This month we look at security in the industry, the threats and possible actions (Page 4), a great interview with Matt Henderson from the LRTAWA (Page 12), lots of news and opportunities for you and as usual our columnists touch on matters that need to be said. Welcome to all the new subscribers and thank you everyone for your continued support. I appreciate it.. Best,
4............................................... Security in the Transport/Logistics industry 6............................................... $1.8 Billion boost for Local Government 10............................................ Preventing heavy vehicle rollovers 11............................................... Court rules 2011 cattle live export ban invalid 12............................................ LRTAWA – The sky is the limit and never pass up an opportunity 14............................................ Tier 3 grainlines assessment
Overseas subscribers: Airmail postage will be added to subscription rate.
16............................................ Western Roads Federation – The new government road tax
Editorial Submissions: The Publisher welcomes
18............................................ Trucking industry suppliers win instant tax write off extension
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.
19............................................ Give a Tru*k 22.......................................... Exploration applications show strong interest in WA 23.......................................... Latest truck crash stats highlight need for action
West Australian Transport Magazine (WATM) is published by Angry Chicken Publishing Pty Ltd ABN: 35 486 530 095 All rights reserved. No part of this publication may be reproduced, adapted or transmitted in any form by any process (graphic, electronic, mechanical or storage and retrieval system) or sold, resold or otherwise exploited for any purpose without consent of the Publisher. The publisher, contributors, editors and consultants disclaim any and all liability and responsibility to any person or party, be they a purchaser, reader, advertiser or consumer of this publication in regards to consequences and outcomes of anything done or omitted, or being in reliance whether partly or solely on the contents of this publication. No person, organization or party should rely on or on any way act upon any part of the contents of this magazine without first obtaining the advice of a fully qualified person. The Publisher shall have no responsibility for any action or omission by contributor, consultant, editor or related party for content within WATM. The opinions and content within WATM does not necessarily reflect those of the Publisher, editor or their agents. No responsibility is accepted for damage or loss of material supplied to the publisher.
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Every Month 7................................................ Questions to State Government 8............................................... Fair Go for Owner Drivers 15............................................ Bird’s Eye View 20.......................................... HCVC 24.......................................... WA Transport History Endorsed by
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Focus
SECURITY IN THE TRANSPORT/ LOGISTICS INDUSTRY By Ray Mancini
Ray Mancini is an internationally known trainer, professional security consultant and is the CEO of SIG GROUP Inc Ltd, which has been providing security services to the transport industry for the past nine years, with clients such as Star Track, Toll Group, Australian Air Express, Centurion Transport, TNT and the US Navy.
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his article examines issues around security in the transport industry. Whilst it does not provide allencompassing solutions to the problems, it does provide, in the author’s opinion, simple, cost-effective and achievable solutions that focus on the five key topics. If utilised wisely, these solutions could provide companies with an opportunity to not only protect their brand, but also possibly generate increased revenues.
Organised Crime Organised crime is increasingly found in industries where there is traditionally little awareness of, or exposure to, organised crime activities, where gaps in regulations can be exploited and/or where the penalties for crime are not sufficient to deter criminal behaviour. The transport industry presents opportunities for this exploitation by organised crime (Australian Crime Commission, 2007). From the author’s own experience, organised crime members have been able to infiltrate companies as an owneroperator contractor or as a contract truck driver. One transport company employed a contract truck company to transport their freight locally; however, this company’s owner had strong links to an organised crime syndicate and employed members from his group. Importantly, there is no dedicated national law enforcement unit targeting or combating organised theft of freight within Australia, especially involving organised crime gangs which has permitted these crime syndicates to flourish. Previously, a joint venture by Australian Federal Police (AFP), customs and various state law enforcement agencies created the RAFT project (Reduce Aviation Freight Theft), which introduced a multiagency approach to investigating aviation theft. However, this project was abandoned in most states and the intelligence was handled by AFP in Canberra. (To the author’s knowledge, Queensland is the only state that still maintains the RAFT project that involves security employees from transport companies). 4
WATM • July 2020
While it is acknowledged that many state’s law enforcement services do have a ‘gang crime squad’, many crimes perpetrated within the transport/logistic industries are often not reported or are overlooked by the police due to the crimes themselves being a lower priority, or there being a lack of avenues of inquiry. The Transported Asset Protection Association (TAPA) is a unique forum that unites global manufacturers, logistics providers, freight carriers, law enforcement agencies and other stakeholders with the common aim of reducing losses from international supply chains. According to the European Union, the theft of highvalue, high-risk products moving in supply chains in Europe costs business in excess of 8.2 billion Euro a year. The threat from organised criminals is increasing and becoming more violent (TAPA). Recommendations: • Re-create and implement the RAFT project, including the Joint Aviation Investigation Team (JAIT), on both a national and state level, involving both road and aviation transport companies and the respective security companies. • Provide continual security awareness training for employees and security personnel to reduce apathy displayed by employees and managers in the respective transport companies. • Provide TAPA training to staff and adopt TAPA’s minimum security standards; undertake regular auditing of security by a qualified TAPA auditor or security personnel trained in TAPA certification standards.
Terrorism Transport companies have transformed into transnational companies, providing international freight services across the globe. As such, dramatic increases have occurred in the demand for express service delivery of international freight using aviation services, including both freighter and passenger aircraft. This increased demand increases the risks of terrorist activities within this area.
Whilst the transport industry already has measures in place, such as screening and security checks, to reduce the risks of IEDs and other explosives or chemicals being loaded onto aircraft, criminals and terrorists continue to improvise methods to circumvent detection strategies. Many governments have made it mandatory for improved freight screening and security procedures to prevent breaches. Supply chain security for air cargo is regulated in Australia under the Aviation Transport Security Act 2004 and Aviation Transport Security Regulations 2005. It is administered under the Regulated Air Cargo Agent (RACA) and Accredited Air Cargo Agent (AACA) schemes. • cargo terminal operators at airports • express post services • freight forwarders (including express freight companies) • regular international postal services In Australia, surface (road) transport security arrangements are under state and territory jurisdiction, with OTS working to coordinate the dissemination of best practice information on security measures. Implementation of preventative security measures is the responsibility of owners and operators of the individual transport companies. Recommendations: • Provide training/information for transport operators and employees in relation to RACA and security awareness for the security of their freight. • Provide updated and continual training for security and transport employees (company or contract) in the areas of transport/logistics and aviation security requirements, including RACA and other regulatory or convention requirements, including the ‘unknown shipper process’. • Use suitably trained and qualified security guards to provide professional and quality guarding services within the transport/logistics industry.
Theft of freight Criminals use employees to gain intelligence or provide information as to
which transport company is transporting the various brands or products of highvalue electronic freight (for example Apple, Panasonic and JVC electronic items) and to gain information on the company’s weaknesses and areas of opportunity in order to plan and commit offences. Offences could be committed across various states (causing jurisdictional issues with law enforcement agencies) and/or whilst the freight is in transit (difficult to track and delays the discovery of the crime). For example, high-value freight is often targeted on the Sydney to Perth tour as it is a three-day transit tour, thereby delaying the discovery of the crime and reducing the possibility of apprehending the perpetrators. Many employees in the transport industry are low income earners, which increases the risk of these employees providing information, stealing freight or providing accessibility for criminals to access freight, in order for the employee to supplement their low wages through bribes or ‘pay offs’. Additionally, many workers in the transport industry are transient, temporary labour hire employees who have no allegiance to the company and are hired because no one else has a desire to complete a four-hour split shift between 2am and 10am or 3pm and 9pm. As such, the risks of theft and damage due to poor handling skills and lack of training is increased tenfold, especially since the turnover of staff is significant and the continual training of these personnel is a large cost burden to the parent company. Many large transport/express companies have implemented ‘up-to-date’ technology to allow customers to track their consignment over the Internet and to provide internal ‘visibility’ of a specific consignment or item. However, those companies recognise that many employees do not scan the freight for a variety of reasons, including laziness, lack of time or so that the item itself can be stolen. Even those companies that conform to the TAPA convention security standards still suffer losses through theft or compliance failures when employees do not comply with policies or procedures. Recommendations: • Provide training on a continual basis for all employees and contractors to maintain their knowledge of scanners, scanning disciplines and scanning compliance requirements. • Provide adequate and frequent training of freight handlers to handle the freight in a correct manner to reduce the
risks of damage or injury to the freight handler. • Provide adequate training of security personnel who are involved in the handling, securing, sorting, scanning and loading of high-risk freight or freight classed under an ‘enhanced security program’ requirement. • Provide appropriate training to security personnel/transport staff to enable the thorough conduct of factual investigations and subsequent root cause analysis. • Ensure security personnel/transport employees have the knowledge to conduct security audits and risk analyses so as to reduce the risks of theft or shrinkage.
Transport Companies Transport companies operate under increasing financial challenges caused by the world’s markets, including fuel prices. Various natural disasters, such as the bush fires, can bring air traffic to a standstill and cost companies millions of dollars. The profit margins for transport companies are not large. Therefore, freight is moved as rapidly as possible to ensure the highest level of profit and, more importantly, repeat business from a satisfied customer. However, it is this rapid handling of freight that causes process failures to occur. Efficiency versus expedience is always an issue with the movement of freight and a headache to security personnel tasked to investigate missing freight, as expedience will always be put first. Further, the lack of customer service units and/or appropriate security personnel, coupled with the lack of appropriate training, can delay the early detection of lost or stolen freight, which in turn increases the time taken to locate the freight. Recommendations: • Provide appropriate training to employees to equip them with the knowledge and tools needed to conduct inquiries to locate freight or to report freight missing as soon as possible. • Provide accessible training tools and workshops, which are cost-effective and do not waste either the employee’s or employer’s time.
Security Companies With the various security issues experienced across the world and new challenges being faced every day, numerous security firms have been formed to meet the growing demand for private security as law
enforcement agencies are battling to cope with increases in demand for their services. Many offer security guarding services within Australia and, in a competitive market, attempt to underquote their competitors to win the contract. As a result, these security companies have to reduce their costs, which may include staff wages/ conditions and training which results in the supply of undertrained and unwilling security guards. The supply of a security guard who is tasked to watch a CCTV system and sit at a guard hut to provide access control to a depot is no longer acceptable or viable. Security personnel now and in the future need to be fully trained in a variety of areas (for example, to investigate losses, understand and use complex electronic surveillance equipment, have knowledge of the transport/logistics industry), be able to multi-task and have a willingness to conduct other transport-related duties such as pallet counts, refuelling vehicles, audits and so on to assist in providing cost effectiveness to the transport industry. Recommendations: • Source security companies who provide the appropriate level of security services associated or aligned with a registered training organisation and who have transport industry trained/experienced guards to provide the requisite guarding requirements for transport companies. • In any hire or tender process, transport companies are encouraged to request references from other transport companies and investigate the incumbent security company to ascertain other evidence of what specialist transport/logistics security services they have provided in the past.
Conclusion The transport/logistics industry is rapidly evolving and transforming due to many factors, including costs, increasing demand for movement of high-value freight and global security risks. With these changes, the industry must embrace the appropriate high level of security to ensure that their assets, employees and customers’ freight are protected to minimise risks from theft and losses. The old cliché that security is a cost that cannot be retrieved is a thing of the past. The more savvy transport companies now utilise security services and protection of freight as a selling tool to customers in order to win their business or to increase their bottom line. WATM • July 2020
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News
$1.8 billion boost for local government T
he Federal Government will deliver a $1.8 billion boost for road and community projects through local governments across Australia. The package of support will help local councils support jobs and businesses by delivering priority projects focused on infrastructure upgrades and maintenance. The new $500 million Local Road and
Have your say and help to shape the new normal
Community Infrastructure Program and the bringing forward of $1.3 billion of the 202021 Financial Assistance Grant payment will also help communities battling the effects of COVID-19. Projects could include constructing or improving bridges and tunnels, street lighting, and heavy vehicle facilities such as rest areas. The package takes Commonwealth investment in local governments through the Financial Assistance Grant program to $2.5 billion this financial year, with a further $1.2 billion being distributed through other programs to deliver infrastructure, and provide relief from drought and bushfires.”
Encourage your council to invest in rest
You can view the amount that has been allocated to WA local councils at https:// investment.infrastructure.gov.au/files/localroads-community-infrastructure-program/ lrci-funding-allocations.pdf Councils will be able to select the projects to be funded in their community
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he Australian Logistics Council actively engages with Ministers and departmental officials at all levels of government and is keen to ensure that policy solutions to transition out of COVID-19 consider your suggestions. If you have a suggestion for what needs to change to make the broad Australian logistics and supply chain stronger, they're asking you to email admin@ austlogistics.com.au "It may be an idea for an infrastructure project, a rule or a regulation that needs to change, suggestions for what additional skills or training support the industry needs or an idea about how we can better support our workforce in the challenges they face. No idea is too big or small and every suggestion can make some contribution to ensuring our industry and our supply chains emerge from COVID-19 more resilient."
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WATM • July 2020
This is an opportunity for the road transport industry to influence where heavy vehicle rest facilities could be added or improved on regional roads according to priorities at the local level, and they need to be projects that are additional to pre-COVID-19 works programs for 202021. Funding is available from 1 July 2020 and councils need to complete all project works by 30 June 2021. This is an opportunity for the road transport industry to influence where heavy vehicle rest facilities could be added or improved on regional roads. If you have ideas, you can send an email to the Livestock and Rural Transport Association of WA admin@lrtawa.org.au who already have significant intelligence into priority rest stop areas for WA.
Upgrade for Leach Highway and Welshpool Road intersection
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roposals for the design and construction of the $93 million Leach Highway and Welshpool Road Interchange project have opened for submission. Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge said, "We are investing in critical infrastructure in WA to lay the foundations for economic recovery on the other side of COVID-19 and this project is part of that." “Safety is a huge factor in this area, in just five years from 2014, 224 crashes have been reported and we need to bring these numbers down. The Leach Highway/Welshpool Road intersection is currently ranked as the second-worst intersection across WA for crash frequency and cost. Up to 50,000 vehicles travel through this intersection daily. A new road bridge will carry Leach
Highway over Welshpool Road and an additional road bridge on Leach Highway over the Armadale railway line, Railway Parade, and Sevenoaks Street. The project is jointly funded with the Australian and Western Australian governments each committing $46.5 million and is scheduled to commence construction in late 2020.
Safety is a huge factor in this area, in just five years from 2014, 224 crashes have been reported and we need to bring these numbers down
Over to you QUESTIONS TO THE WA STATE GOVERNMENT Thank you to our WA State Government for answering WA Transport Magazine reader’s questions. If you have a question that is related to the transport industry please email it to the publisher at: karen@angrychicken.com.au Response from Main Road’s Spokesperson in answer to reader’s questions about livestock on roads The issue of livestock wandering onto roads has been ongoing for many years in pastoral areas. Between 2014 and 2018 there were 212 crashes involving cattle. The state government has allocated $12m of funding to assist pastoral stations with fencing and other mitigation actions at known hotspots. This ongoing mitigation action includes new fencing, relocation of water points, spur gates and advertising/ awareness. These efforts have resulted in a 23% reduction in the number of reported crashes involving livestock on state highways in pastoral areas, when comparing the past 5 years (2014 – 2018) with the pre-funding period (2006 – 2010). This funding is ongoing and new fencing agreements recently signed will see more fencing installed during 2020.
The number of deceased cattle identified on our regional roads demonstrates that cattle strikes continue to occur on sections of road that have been fenced, in turn, raising questions regarding the integrity and maintenance levels of some sections of pastoral fencing and their effectiveness in reducing the risk. A perceived increase in cattle strikes in 2018 led to increased media attention that year and Main Roads convened the Pastoral Animal Hazard Advisory Group (PAHAG) to engage key stakeholders able to influence improved outcomes in this area. Membership includes representatives from the DPIRD; DBCA; RAC; Road Safety Commission; PLB; PGA; WALGA and WAPOL. Key areas agreed for investigation by the group include reflective ear tag options and research; a review of fencing agreements; and communication and educations plans.
The PAHAG considers raising road user awareness of the risks of animals on the road network as critical in reducing the rate of animal-related crashes. A targeted advertising campaign has been developed, and is directed towards informing road users (including local residents, visitors, tourists and mine site workers) of the associated risks of animal crashes so as to change their perception and, ultimately, their behaviour. Road users also have a duty of care to be aware of the conditions in which they drive. For example, in one section of road approximately 85% of hit cattle crashes in pastoral areas occurred at, or after dusk. Locals and transport operators are or should be aware of this risk and adjust their travel accordingly. This message has been included in previous awareness campaigns and is a strong focus of the upcoming advertising campaign.
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WATM • July 2020
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Over to you A FAIR GO FOR OWNER DRIVERS by Ray Pratt
Bob was a stickler for obtaining the right rate to have proper recovery of his costs. The writing was on the wall for Bob as costs were increasing and rates were decreasing
OWNER DRIVERS PLAY AN IMPORTANT ROLE IN THE TRANSPORT INDUSTRY
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wner Drivers play an important role in the transport industry in this fine country of ours. For many, it is not just a job but a way of life, and in many cases, it dominates everything we do. The enthusiasm of many Owner Drivers shows in the way that they look after their trucks, load their freight, and conduct themselves as they travel the highway. Many a friendship is forged with fellow truck drivers as they share experiences and knowledge as they travel together. So with all this in mind, it came as a bit of a shock when a friend recently called me and said that his truck was for sale and his driving days as an Owner Driver were finished. My friend whom I will call Bob said that he had battled for many years to survive in this cutthroat industry but as conditions for truck drivers deteriorated he decided it was time to call it quits.
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WATM • July 2020
Bob had a passion for trucks like you would not believe. Like most of us, he started driving as a company driver for many different companies before he took the plunge and brought an old banger for himself. The truck was old but he nurtured it along and slowly built it up as the money became available until he had it up to a standard that he was happy with. Everything was rebuilt and with a new coat of paint, it looked the part as it travelled up and down the highway. Every time he came it home it was serviced, washed, and cleaned until it sparkled. The truck was a credit to him and with work ethics to match the truck he was always busy. After a few years and with some good paying work he took the plunge again and brought a brand new truck. Years passed and with plenty of hard work the truck soon had over a million kilometres under its wheels.
Bob was keen to notch up another million kilometres so the truck had a bit of a facelift and he was on the way again. Work was still plentiful but rates were not keeping pace with costs and customers were taking longer to pay their accounts. Bob saw a lot of Australia through the windscreen of his truck as he kept following work. He kept on quoting on work but most times other operators were putting in cheaper prices just to get the job. Bob was a stickler for obtaining the right rate to have proper recovery of his costs. The writing was on the wall for Bob as costs were increasing and rates were decreasing. Bob wasn’t getting any younger even though he had quite a few years of work left in him. Operating a truck was getting harder to the point that he admitted defeat and made the painful decision. The truck was sold and another Owner Driver has bit the dust with his dreams shattered. Bob is not the only one with this story. I have heard the same scenario many times. The industry is losing a valuable asset that they could ill afford to lose. The skill and experience he has are now wasted as his life takes another direction. The transport industry has been crying out for many years for help because it is failing these operators. It’s easy to buy a truck and go to work. All you need is to drop your rates and you can have all the work you want. The trouble is that it’s not sustainable. Big multinationals dictate the transport rates to maximise their profits which are also not sustainable. The transport industry is in trouble and is slowly imploding from within. Bob is disillusioned with the transport industry and is looking for other means of employment. I cannot help but keep thinking that we need reform in our industry if it is to survive. Keep it safe, Ray Pratt.
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www.khitch.com.au WATM • July 2020
9
Focus
Preventing Heavy Vehicle Rollovers
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ach year, across Western Australia, Main Roads sees a significant number of heavy vehicle rollovers. Apart from the significant risk to human and animal life, rollovers can cause damage to goods, vehicles and road infrastructure. Although there is no single solution to prevent rollovers, an understanding of what causes them can help to significantly reduce the risk. One of the main challenges for heavy vehicle drivers is coping with loads of various sizes and weight, which affect the vehicle’s centre of gravity. In some cases, such as when carrying containers, drivers can’t see what’s in the container, or how it’s been loaded. To reduce the risk, a driver needs to understand: • vehicle dynamics and what can cause a rollover • use of correct driving techniques to manage the forces at work • vehicle speeds appropriate for driving and road conditions; and • effects of speed and road conditions on different loads.
Speed
The faster the vehicle is going and the tighter the turn, the more likely it is that a rollover could occur, often before the driver has even realised the vehicle has commenced rolling over and had an opportunity to brake. This effect of speed is highlighted in figure 1 below. The arrow in the left-most illustration represents the overturning force acting on a truck in a 30 kilometre per hour (km/h) corner. If the same truck is driven through the same corner at 60 km/h, the overturning forces will be four times higher, represented by the arrow in the middle illustration. If the truck is driven through the corner at 90 km/h, the overturning forces will be nine times higher than at 30
km/h, as shown in the third illustration. Speed therefore, has a dramatic impact on vehicle stability and controllability, and these impacts are amplified through trailers in a multi-trailer combination.
height. In a multi-combination vehicle, rollover stability could be improved by reducing the payload centre of gravity height and mass of the rearmost trailer. Bulk liquid transport tankers with partially filled compartments allow the liquid to move from side to side, producing a “slosh” load condition. Slosh is a potential safety concern, as it negatively impacts on the vehicle’s centre of gravity, particularly when cornering. In this situation, properly designed longitudinal baffles in tankers can reduce the risk of rollover crash. It is a requirement under the WA Heavy Vehicle Accreditation Scheme for operators to have processes in place to minimise rollover risk. In this regard, transport operators are encouraged to use the SRT Calculator available under Assessment Tools at www.mainroads.wa.gov.au to assess the rollover risk of their particular vehicle configuration and load. The SRT calculator will enable operators to either adjust the load accordingly or ensure there are suitable controls in place to mitigate any risks.
Centre of Gravity
Braking
Simply put, the higher the centre of gravity, the more unstable the truck will be. The lower the centre of gravity, the m ore stable the truck will be. The payload centre of gravity height has a direct impact on the vehicle’s Static Rollover Threshold.
Static Rollover Threshold (SRT)
SRT is the side force required to cause a vehicle to roll over. It is the basic measure of rollover stability, expressed in units of ‘g’. High values of SRT (i.e. greater than or equal to 0.35g) imply better resistance to rollover (i.e. a greater side force is required to cause a rollover). Rollover stability is very sensitive to the centre of gravity of the vehicle and it increases by decreasing centre of gravity
Figure 1
4x
30km/h
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WATM • July 2020
60km/h
9x
90km/h
The ability of a vehicle to remain stable, controllable and keep within its lane during heavy braking is a key safety consideration in all road transport tasks. Rollover or loss of control (such as when a jack-knife occurs) presents high safety risks to the driver and other road users. If a load is not centred across its width, the stability will be reduced when cornering. Additionally, if the load is not properly distributed along the length of the trailer (i.e. if there is more weight on some wheels than others), then each wheel will not brake with the same force, which can cause wheels to lock up. With most rollovers involving multitrailer vehicle combinations, the rear trailer has commenced rolling over before the driver realises and has an opportunity to apply the brakes. Electronic Braking Systems (EBS) with Rollover Stability System (RSS) can prevent this from occurring as the systems will sense the vehicle is at risk of rolling over and automatically control the braking system to stabilise the vehicle. If you would like a copy of Main Roads’ free Heavy Vehicle Rollover presentation DVD, contact Heavy Vehicle Services on 138 486.
News
Upgrades for Thomas Road
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Court rules, Australian government’s 2011 cattle live export ban was invalid
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attle producers and livestock transporters in the NT and around Australia celebrated after the Federal Court Tuesday ruled a 2011 live export ban imposed by the Commonwealth was unlawful. The 300-strong class action started in 2014, seeking $600 million in compensation for lost income as a result of the ban. The Gillard government's ban came after an ABC Four Corners investigation into Indonesian abattoirs. In response to the outrage in the community, then-Senator Ludwig announced that trade to those abattoirs would stop. Justice Rares found that then-Senator Ludwig ordered the ban despite knowing that industry representatives had assured him exports could be conducted in a tightly-controlled manner. He also found that he had made no attempt to explore solutions with the Indonesian government and there was no advice from his Department about an exclusive ban on exports to Indonesia After 18 months of deliberation, Justice Steven Rares ruled former agriculture minister Joe Ludwig acted with misfeasance because he acted unlawfully in his position of public office when the then Gillard government introduced the ban. In delivering his judgment, the judge
found the blanket ban had been “invalid and capricious”. Justice Rares said Brett Cattle Company was “entitled to substantial damages” and said the “minister and the Commonwealth must pay its costs of the proceeding”. Colin Brett, Dougal’s father, said common sense had prevailed. “I don’t think any industry in Australia should ever be closed down overnight without government speaking to industry and giving them a chance to defend themselves. “From my own family’s point of view, it's not the money we were concerned about as much as the government not being able to do this ever again. While this ruling concerns a former Labor minister, it is the Federal Government that will have to wear the cost of any compensation claim. In a statement, Agriculture Minister David Littleproud said the Government would “carefully work through the judgement” before commenting on the matter. Agribusiness lawyer Trent Thorne said he would be surprised if the Commonwealth appeals the Federal Court's decision and described the ruling as extraordinary.
early $26 million worth of upgrades will be completed on Thomas Road, between Kwinana Freeway and South Western Highway, over the next two years. Premier Mark McGowan and Transport Minister Rita Saffioti joined Matthew Swinbourn MLC to inspect the intersection of Thomas Road and Nicholson Road in Oakford, that will soon receive a much needed upgrade. Planning and development is progressing on this crucial upgrade with construction set to begin in the latter half of next year. A new two lane roundabout will be installed to improve safety and traffic efficiency for the 19,000 vehicles that pass through the intersection daily. The works were made possible by a joint funding partnership between the State and Federal Governments. Safety improvement upgrades on a busy 4.3 kilometre section of Thomas Road, between Kwinana Freeway and Cumming Road in Anketell have recently been completed. Improvement works included shoulder widening and resurfacing along with the installation of new line markings and raised road pavement markers. The upgrades will significantly improve safety for road users on this stretch of road, which has seen 114 reported crashes in the five years to December 2019. Design and development work is also underway to improve safety at the intersection of Kargotich Road, which was listed as a State Black Spot in 2018. The project, set to commence construction next year, will see installation of a new roundabout. In addition, planning is also progressing to provide a dual carriageway on the one-kilometre section of Thomas Road immediately east of Kwinana Freeway, in anticipation of a commercial sector development that will create and support local jobs. Funding for this proposed upgrade, which will include the construction of a two-lane roundabout to help ease traffic flow heading north and south, is still to be secured and discussions with the Commonwealth Government are ongoing. Road planning is also underway to help develop the potential long-term future of the Thomas and Anketell Road freight corridor, from the proposed Kwinana Outer Harbour site to Tonkin Highway. WATM • July 2020
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Over to you LRTAWA by Jan Cooper, CEO, Livestock and Rural Transport Association of Western Australia (Inc)
The sky is the limit and never pass up an opportunity In the second part of our series of interviews with young committee members we talk to Matt Henderson, LRTAWA Vice President of the Rural Division whose motto is ‘the sky is the limit and never pass up an opportunity’.
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Tell us about yourself I am 35 years old, born and bred in Busselton, WA. I attended school in Busselton and graduated from Harvey Agricultural College where I concentrated on viticulture. I had hoped to be a viticulturalist, but the industry took a turn for the worse. After leaving agricultural college I worked on a local farm before moving to the North West as an all-round machine operator in earth moving. My father had an earth moving business and I’ve always been around trucks, so it was natural for me look towards transport. I
distinctly remember sitting on the steps of the Busselton Post Office on my 20th birthday waiting for it to open so I could get my MC permit. By the afternoon and after a trip to Bunbury, I had my licence. My partner Hannah and I have two children. When I have spare time, I indulge in my hobby of training for, and participating in triathlons. Tell us about your business I bought my first truck in 2011 when I was 26 years old and sub-contracted as a civil mining tow haulier in the North West. My
business grew from there into my second prime mover concentrating on grain and agricultural commodities. Currently I run nine prime movers and several sets of trailers with thirteen employees including office support. The business is now spread across civil mining, agriculture and linehaul into the Northern Territory. Altogether I have twenty-three trucks working under the company banner. I couldn’t have done what I have without Hannah’s support in running the administration side of the business at the same time as looking after the children – it really is a joint effort.
What do you like best about being a transporter?
What attracted you to rural transport? Being a country boy, I find rural work a natural fit. Rural transport is also a reasonably reliable source of work.
I guess I have a bit of a passion for the industry. It is good to be involved in one of the strongest industries in Australia if not the world. Most commodities have spent some part of their life on the back of truck. You also get to see the countryside and get paid for doing it. What kid growing up doesn’t like trucks?
school. The gap between kids coming out of school and being able to obtain an MC licence is too far. The gap needs to be closed by having them involved in the industry and taught the right way. I’m also concerned that the regulation of the industry puts young people off. The prospect of hefty fines for minor things doesn’t appeal to any young person. We also need better facilities if we are to attract young people, especially women.
What is the worst thing about being a transporter?
Why did you put your hand up for the LRTAWA Committee?
Chasing clients for money and sacrificing time away from family. Sometimes the phone never stops which can get you down. Changing tyres and washing trucks on the weekend especially when you are OCD like me is not fun.
Basically to help improve the industry I’m involved in. The people you meet are all faced with the same problems and it is good to get together to try to come up with a resolution. There is no point sitting on your hands and whinging on social media
What advice would you give to other young people starting their own business? Learn from other people’s mistakes by listening and learning from the successful people. They have made mistakes - everyone does. Young people have to realise that if you want success, the only way is through hard work and dedication and you have to take risks. In everything you do there is a level of risk. It is just a matter of how much you are prepared to take. I would also tell them to be careful who they trust, do their due diligence and get advice about how to protect their business. I learned a valuable lesson in the early days of my business career by being too trusting. Unfortunately, I was working with a company that went into voluntary administration owing me hundreds of thousands of dollars. Through hard work and determination, I paid all the money I owed other people. I’ll never get the money I’m owed but I have come out the other side bigger, stronger and wiser. Have you had any mentors? Although I have never had any financial backing there have been many people along the way who have helped me either with advice, opportunity or simply by observing what successful people do. Some of these mentors are Murray Lumsden and Des Johnstone from Earthex Logistics who helped me in the early days and the Marley family. My father taught me the value of hard work which is one of the foundations of what I do.
I’d like to see the industry become recognised for its professionalism and the people working in it treated with respect
Will you encourage your children to do the same as you?
unless you’re prepared to try to fix the problems.
I’ll encourage them to do whatever they want. It’s not that I wouldn’t encourage them to do what I do but it will always be up to them. They will be involved in the industry whilst I am anyway.
What have you got out of it personally?
If you were captain of the transport world what changes would you make? I’d like to see the industry become recognised for its professionalism and the people working in it treated with respect. The job is not just truck driving and we should have a recognised qualification rather than it being viewed as a fall-back option. This would flow through to things like decent facilities and the industry would attract both men and women on an equal level. How do you think we can attract young people to the industry? Training as a truck driver should start at
I’ve developed a bigger business network and I’ve extended my participation into involvement at the national level. I learn more about the industry as it evolves - new technology, new laws, reforms. Being involved has boosted my confidence and I’m proud to be part of it. I will make sure that I pass on what I have learned to younger people coming through. The LRTAWA nominated you for the Daimler Future Leaders’ Forum. What have you got out of that so far? Definitely a massive achievement for me to be recognised as a young leader in the industry. I’ve observed first-hand decision making in Canberra and had the opportunity to study leadership values. I have met some very impressive people through the forum and you learn something from all of them. WATM • July 2020
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News
Tier 3 grain lines assessment
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he WA government has committed to an engineering assessment of unused Tier 3 grain lines in the state to determine the cost and time of bringing the freight lines back into working order. Arc Infrastructure manages the lines which stretch over 500km and will facilitate the assessment. The lines were put into care and maintenance by the WA government in 2014 with ABC estimating it would cost $120 million to return the lines to operating condition. “The Public Transport Authority (PTA) has engaged a third party to conduct an engineering assessment and Arc is facilitating the assessment by providing access and some baseline data, however, it is being completed independently to Arc,” said an Arc Infrastructure spokesperson. The WA government is close to completion of the Revitalising Agricultural Regional Freight Strategy (RARF) and the draft strategy recommended improving the rail network in all regions, however, it noted that the reopening of the Tier 3 lines is not part of the strategy. The Arc Infrastructure spokesperson said that it was working with CBH on initiatives proposed in the RARF. “We will continue to support the planning and design on any of the high priority RARF initiatives that will increase the volume of grain being moved on rail for the benefit of WA growers.” CBH’s Ben Macnamara also looked forward to improving the rail network. “The grain rail freight network is a significant part of the WA grain industry supply chain and CBH has welcomed the State Government’s development of the Revitalising Agricultural Region Freight Strategy,” he said. “We look forward to continuing to work with the government and industry on this important initiative.”
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GREAT CENTRAL ROAD (OUTBACK WAY) SEALING WORKS UNDERWAY
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ork will soon begin on sealing Great Central Road with a $20 million contract awarded to Wongutha Way Alliance, a joint venture between CareyMC Pty Ltd and Central Earthmoving Company Pty Ltd. In consultation with local elders, the Alliance was aptly named the 'Wongutha' Way Alliance, meaning the broad group of local Aboriginal people who reside in the area and celebrating the united commitment to provide benefit to local communities. Deputy Prime Minister and Minister for Infrastructure, Transport, and Regional Development Michael McCormack said providing interstate connectivity for tourists, communities and the freight industry will help support our economy far into the future. "It's exciting to see work starting on this 41km section of Great Central Road. The project includes reconstruction of the pavement and sealing the road surface, which will ultimately form part of the longer-term upgrade of 'Outback Way," Mr. McCormack said. "This will create Australia's third Transcontinental Highway, providing a sealed route starting in Laverton, Western Australia, through Alice Springs in the Northern Territory and connecting to Winton in Queensland." The Great Central Road project is a jointly funded project with the Australian Government committing $37.2 million and the West Australian Government committing $9.3 million.
Works to start on Leach Highway turning lane upgrades
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orks will soon begin on $2.6 million worth of upgrades to several key intersections along Leach Highway to improve safety and traffic flow. The five intersections targeted for improvements are Rome Road, Marshall Road, Norma Road, Winthrop Drive, and Murdoch Drive. Right turn pockets in the median at each intersection will be extended to prevent traffic queues building up on the highway. Pavement markings, signage, drainage, and street lighting will also be upgraded to cater for the improved intersections. The turning lane works will accompany the $118 million High Street and Stirling Highway intersection upgrade currently under construction in Fremantle. Upon completion in mid-2021, the High Street project will deliver critical safety improvements and enhance freight efficiency on the approach to Fremantle Port. The $2.6 million upgrade is being undertaken by Main Roads and is expected to be completed by August 2020.
Over to you BIRDS EYE VIEW by Carol Messenger
But is not about revenue raising
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t’s not about revenue raising - how often have we heard that? However, the timing of Main Road's latest sneaky little speed changes could have you thinking otherwise. Just in time for a WA Day public holiday (which carried double demerits), Main Roads changed the speed limits on a number of the Kwinana Freeway exits as well as other roads in the Peel region. No prior warning, no explanation, no ‘change of speed limit ahead’ sign, nothing - just whipped out the 80 km/h signs and replaced them with 70 km/h. These speed limits have been 80 km/h since Adam was a boy, and yes we should all be more vigilant and notice the signs but let’s be realistic - do we notice every speed limit sign when we are used to a speed limit on a regularly travelled route? Also, a truck could be going past and block the sign for a second (bloody trucks - blame everything on them). In its defence, MRD spokesman Dean Roberts says, “The speed limits were changed to comply with Main Roads’new Speed Zoning Policy and Application Guidelines which indicate that the maximum speed limit through traffic signals is 70 km/h.” Instead of Main Roads putting out a publicity campaign to advise motorists of this and give them some fair warning, they put this new change on their website. Do they think that reading their website is on everyone's ‘must read’ list every day? To find this latest change just Google Policy and Application Guidelines for Speed Zoning WA. This policy was developed in April 2020 and came into effect on May 6th, 2020. Trolling through the regulations is a mind-numbing sleepinducing procedure so I will save you the effort and it is at section 5.1.1
Traffic Signals “The maximum speed limit through Traffic Signals in Western Australia is 70 km/h. Where the approach road has a Regulatory Speed Limit of 80 km/h and above, the approach to the intersection shall be speed zoned to 70 km/h or less, for a distance of not less than 10 seconds of travel time at
and it will be rolled out intersection by intersection. So coming up the Roe Hwy from Thomas Road it will be up and down up, 70-100-70-100-70-100 all the way along. You barely get the speed up and you have to slow down again. Interestingly, this same legislation talks about speed zone transitions signs, “A Speed Zone Transition is intended for use where there is a significant reduction in the speed limit along a carriageway. Where there is a significant reduction of the speed limit, two sets of Speed Limit Ahead Signs (G9-79) shall be placed in advance of the start of the lower speed zone in accordance with AS 1742.4, Section 2.3.5”. Sounds ok until you read the next page where there is a table that shows where and when they don't have to use them and that pretty much covers all cases (see table 3 below). Main Roads are slanting this whole thing on safety. It is safer to go through intersections at 70 km/h rather than 80 km/h. I do not doubt that intersections are major black spots and reducing the speed could reduce crash intensity but I have
Instead of Main Roads putting out a publicity campaign to advise motorists of this and give them some fair warning, they put this new change on their website Table 3: Speed Zone Ahead Signage Speed Zone Difference
Speed Zone Ahead Signage
10 km/h
Not to be used
20 km/h to 30 km/h
Optional (site-specific)
40 km/h and above
Mandatory (other treatments likely to be required), except at Freeway off-ramps
the preceding higher Posted Speed Limit before the signals. *Traffic Signals speed zoned at 70km/h are to have a minimum length of 0.3km. This comprises of 200m on approach to and 100m on departure from the intersection. Similarly, roundabouts, railway level crossings, and single-lane bridges on a road with a posted speed limit greater than 80km/h may have short sections of Posted Speed Limits applied on approaches.” So be prepared, all of our traffic light intersections will be changed to 70kph –
two questions. 1) Why has it suddenly be deemed 70 is the safe speed when it has been 80 for like forever? And, 2) Why the secrecy? Why not inform the public that you are changing the speed limits? There are simply millions of dollars in the road safety fund to be spent on ‘exactly’ this purpose - informing the public - so why not put up an ad campaign to let everyone know about the changes? Couldn't be that they want to catch motorists out ‘speeding’ could it? Surely not - that would be Revenue Raising. WATM • July 2020
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Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO
The New Government Road Tax
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ederal Government agencies are now using the need to reduce Green House Gas emissions to push the case for a new road transport tax to replace the declining revenue from fuel excise.
Quick Background • Fuel Excise (the tax on fuel to pay for roads) is declining relative to the increasing distance travelled as we move to more efficient vehicles (including electric vehicles who don’t buy fuel so don’t pay to use roads). That means the Government is not collecting enough tax. • Road Pricing Reform, which is a policy discussion on how Governments can charge to use roads has gone nowhere. This is where you hear the terms massdistance charging, i.e. paying per kilometre per tonne carried. This concept in its current form would effectively destroy regional Australian 16
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communities and businesses and the transport companies that support them. By the way, it can also include congestion tax, ie paying to enter cities at peak hours, which has benefits for our industry. But I will explain why another day. Politically, road pricing reform is a poisoned chalice, so it will be a brave government that implements it.
So When All Else Fails – Tax the Truckies And that is exactly what a bureaucratically titled report released near the beginning of June 2020 by a Federal Agency was all about. Called “Decarbonisation of Road Transport Network Operations in Australia and New Zealand” the report effectively calls for a new tax on the road transport industry. Taxing “the Dirty Truckies” is far more politically acceptable as the average voter thinks well that doesn’t affect me.
For the record, in plain English I have added what each of the terms in the report’s recommendations actually means: • Assigning the costs of emissions at source – that means to tax the Trucks and Delivery Vans. • Incentivising efficient or electric vehicles – higher tax for older vehicles and probably no tax for electric. • Incentivising mode shift – Penalise road so we can put more on rail.
Now Here are My Recommendations Assigning the costs of emissions at source If the Government was serious about reducing Green House Gas emissions from the transport sector, then place a charge on consumers and business customers. Consumers and business customers drive supply chain mode choices not the transport industry. For example, an inner-city hipster sipping on a turmeric latte whilst ordering Online the latest book on say
Taxing “the Dirty Truckies” is far more “Protecting free-range tofu burgers from Machiavellian corporate predators” is the ONE GENERATING THE GREENHOUSE GAS (GHG). (ps if the book title makes no sense to you, then you can imagine what it’s like for me listening to my inner-city turmeric lattesipping hipster daughter.) Why, because naturally, the consumer wants the book in a couple of days or less. That means somewhere probably overseas, the order is received, packed, and sent by the fastest means possible. That will be a Cargo Jet, the highest GHG emitter of all transport modes. When it lands it will be processed and dispatched by land transport to the home. You can use any example you like, but it is consumers who are demanding fast delivery. Therefore, consumers are the ones forcing the transport mode selection so therefore they should be the ones who pay, not the transport industry.
politically acceptable as the average voter thinks. Well that doesn’t affect me. Incentivising efficient or electric vehicles Secondly, if you want the industry to adopt more efficient low emission vehicles give them a commercial incentive to do so. If you use say a Euro 5 vehicle for waste collection, then provide an incentive like removing all time curfews on waste collections or similar. There are so many different productivity incentives that could make it commercially attractive to adopt low or zero-emission vehicles. We don’t need taxation and regulatory penalties; we need real incentives.
stand on its own feet commercially. Stopping road productivity or penalising it in order to prop up rail is a bad national policy. As it means that Australia as a global trading nation is hamstringing itself by adding costs to its internal transport task so making our exports are less competitive. That translates to less money coming in and fewer jobs. Finally, no consideration has been given to re-designing supply chains to reduce GHG, happy to discuss what that means. And no consideration of drones and other emerging technologies that could also add new modes and solutions.
Incentivising mode shift Rail has its place, it does some transport tasks far better than road, but it needs to
So don’t use GHG emissions as an excuse to create a new Road Tax.
WESTERN ROADS FEDERATION IS THE UNITED VOICE OF WA TRANSPORT COMPANIES Western Roads Federation has been formed to give a strong unified voice for companies who use WA roads for commercial benefit.
Western Roads Federation is a membership driven organisation. If you believe in the industry and what you do, then make sure your company is a member, and get involved. For a membership application form Email cam.dumesny@westernroads.com.au ◆ Phone 08 9365 7799 or 0481 064 371 180 Hay St, East Perth WA 6004
WATM • July 2020
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News
Trucking industry suppliers win instant asset write off extension
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he extension of the $150,000 instant asset write off will enable trucking businesses to invest in safer equipment and support the industry’s suppliers, Australian Trucking Association CEO Ben Maguire and Heavy Vehicle Industry Australia CEO Todd Hacking said. The Government announced early June 2020 that it will extend the $150,000 instant asset write off to the end of the year. The write off, which was increased from $30,000 and expanded to more businesses in March, was due to end on 30 June 2020. The write off applies to both new and second hand assets. Mr Maguire said the write off extension would enable trucking businesses to invest in new trailers and some trucks, or even recent second hand equipment with better safety technology than their existing fleet. “The write off has already delivered an economic boost. With this six month extension, I urge every trucking operator to consider if they could bring forward their next equipment purchase and take advantage of the tax benefits,” he said. HVIA CEO Todd Hacking said the original 30 June deadline for the write off had been a real problem for heavy vehicle manufacturers and suppliers. “Many businesses did not have time to act on the increased write off before the pandemic escalated and they had to focus on staying in business,” Mr Hacking said. “In addition, much of the equipment we supply is tailored to an individual purchaser’s specifications. There just wasn’t time to do this before the 30 June deadline. “The ATA and HVIA made two joint submissions on the instant asset write off to the Treasurer and had detailed discussions with Treasury officials. We want to thank the Government for listening to industry’s views and supporting continued investment,” Mr Maguire said.
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Preferred proponent announced to build congestion-busting Tonkin Gap project
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onkin Gap Alliance has been selected as preferred proponent to build the Tonkin Gap project and associated works for the METRONET Morley-Ellenbrook Line, marking another step forward for Western Australia's infrastructure works program. Tonkin Gap Alliance - comprising BMD, Georgiou, WA Limestone, BG&E and GHD - will work with Main Roads to deliver the project, which is expected to support around 3,000 jobs. The project will fix a major bottleneck on Tonkin Highway between Morley and Redcliffe, which more than 120,000 cars and trucks use on an average weekday. Western Australian Premier Mark McGowan said the project was part of a pipeline of major road projects - worth an estimated $2.37 billion which would create more than 13,000 jobs - that the Western Australian Government was accelerating. “In times like these it's important we continue to progress the projects that will provide work for local businesses and keep workers in their jobs - this will ultimately support the state’s wider economy.” Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge said the project would transform a notorious part of the road network for Perth's growing outer-northern suburbs. “Our $100 billion infrastructure pipeline is setting the foundations for economic recovery on the other side of the COVID-19 crisis.” Western Australian Minister for Transport and Planning Rita Saffioti said, “Road and rail projects will play a key part to WA’s economic recovery going forward. This project will fix one of Perth's most congested roads while laying the groundwork for the METRONET MorleyEllenbrook Line.” “Together with New Bayswater Station procurement, we now have two out of three major contracts for Morley-Ellenbrook Line at an advanced stage. “Removing this bottleneck along this section of Tonkin Highway will unlock the potential of Tonkin Highway. It's just one of several upgrades we have planned for Tonkin Highway, with upgrades planned for the intersections of Kelvin, Welshpool and Hale roads.
TONKIN HIGHWAY ‘GAP’ CONCEPT DESIGN*
• other similar activities to corridor within Tonkin H enable construction of t Ellenbrook Line This work will support the c the new rail line that will of choices for those living and Perth’s north eastern subur
Have your say
To plan for the Tonkin Gap associated works, both Ma PTA are liaising with a rang stakeholders to ensure our with future planned develo road and rail. This includes Belmont and the City of Ba other government agencie
We are also keen to hea property owners and busin identify local issues and part of the planning proces
To provide your feedback, for project updates or nom opportunities to be involve www.mysaytransport.wa.go
Indicative timeline (su change)
• 2019-20: Planning, deve design
• 2020: Begin constructio
Key project benefits • • • •
More traffic lanes New bridges Upgraded interchanges Improved cycling and p facilities
• Noise walls • Early works for the MET Morley-Ellenbrook line
More information
Read about the Tonkin Gap subscribe for email update www.mainroads.wa.gov.au/
Read about METRONET M Ellenbrook Line or subscrib updates at: www.metronet.
Email: info@metronet.wa.g Phone: 9326 3666 This document can be provided in alternative formats upon request
The project will fix a major bottleneck on Tonkin Highway between Morley and Redcliffe, which more than 120,000 cars and trucks use on an average weekday Works will focus on the section between Collier Road and Dunreath Drive, upgrading it to a three-lane, freeway-standard road that will significantly reduce travel times and improve safety. Upgrades include new interchanges at Guildford Road and Great Eastern Highway and new bridge structures over the Swan River (Redcliffe Bridge) and Guildford Road. A contract will be awarded in late June with construction on the Morley-Ellenbrook Line enabling works starting in coming months. The whole Tonkin Gap project is expected to be completed in 2023. Tonkin Gap is jointly funded with the Federal Government contributing 80 per cent of the project share.
News
$8 million project supporting important freight routes
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ork is now underway on an $8 million project aimed to make it easier for local councils to support heavy vehicle operators to choose the most productive routes. In Western Australia, the Town of Port Hedland will be one of the 12 councils nationwide to benefit in its pilot phase. Assistant Minister for Road Safety and Freight Transport Scott Buchholz said that the Strategic Local Government Asset Assessment Project would aim at important freight corridors around Australia and include many assets like bridges and culverts on local roads that have not been assessed in many years.” “For many local councils, especially in regional and rural Australia, the task of assessing infrastructure such as bridge weight limits and height can be complex, especially when you consider the enormous number of different vehicle configurations. “This project will balance productivity and reduce movement risks by giving local councils access to engineers and other experts so they can make the best decisions about improving accessibility on these important routes. “Improving our freight transport corridors and making the information available to industry, means it’s easier to plan. That means knowing the best route and the right truck for the job.” National Heavy Vehicle Regulator CEO Sal Petroccitto said that the NHVR would start work undertaking assessments with the local councils in the pilot. “The project will improve heavy vehicle access by identifying key heavy vehicle routes on local roads and assisting local governments with the management of their road asset data. “It will also provide a central database that contains information on road assets making it easier for heavy vehicle operators to use routes that can accommodate them.
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ransafe WA has launched a road safety campaign that they believe operators are going to appreciate. Entitled, Give a Tru*k the campaign addresses some of the biggest frustrations transport operators experience every day on the road. Issues such as the massive gap truck operators leave behind cars which are not as some car users think, a courtesy gap to say, “In you come”. It’s there so that if anyone slams on their brakes, we can actually stop without going through two or three cars.” Or, when cars race trucks to the red lights in order to cut in front of you so they can be one step ahead. Operators have reported to Transafe WA that they can guarantee up to 10 close calls each day with cars and that is not driving a great distance either. “We know how we would like other road users to behave … so how do we bring about this change? By showing WA that we Give a Tru*k about the safety of all road
users and that they Give a Tru*k about us. To change behavior, we need to get this campaign on as many trucks as possible,” says Transafe WA. Transafe WA are also funding a fun and interactive social media campaign featuring animations of the four messages for platforms such as Facebook, Instagram, LinkedIn and Snapchat and are giving acknowledgment of participating fleets in regular media releases, social media and on a campaign webpage. The campaign development and design has been fully funded by Transafe WA with the support of a grant from WA’s Road Safety Commission. Fleets are asked to cover the cost of custom print (including any modification to file sizes if required) and install for their trucks only. To organize signage for your truck or fleet contact Ana Stachewicz, Transafe WA at executive.officer@transafewa.com.au or phone 0417 185 810. WATM • July 2020
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Over to you Tables for lunch were all inside the museum and were well utilised by all for long discussions and get-togethers.
By Kevin Toovey
Below, inset & right: This old anti-aircraft searchlight was one of the main attractions for the day or should I say the night. It is an Australian made light, about 80 years old and equivalent to over 800 000 candles. The old V8 generator started fine and was having a warm-up but when it came to arcing the light some adjustment was needed from the people in the know. They were under enormous pressure as there were several hundred people standing in the dark waiting and watching every move that they made. They performed very well as I presume it is not something that they do every day either and there wouldn't be that many people around with the technical know-how for those very untimely and inconvenient problems. The light did come on and everyone was pleased as it is not every day you have the opportunity to see a WWII anti-aircraft searchlight in action. Well done to all involved.
A few of our members brought their trucks up for the weekend. Mel Taylor took his Mack Good Dog for a run with one of Lindsay Hills vehicles on the back. Lindsay brought the other one up on his trailer. Reg and Coral didn’t have a caravan, they have their bed set up on the back of their Dodge truck, that also looks the part.
Fords lined up
NUNGARIN VINTAGE RALLY PLUS WWII SEARCHLIGHT PARTY
T
he Army Vehicle Workshop in Nungarin was built in 1942 as part of Australia’s defence during WWII. It was the largest Army facility for Army Ordnance in Western Australia at that time. Apparently, it is also the biggest timber clad building in the southern hemisphere. After the war, the Nungarin Shire purchased the Army Vehicle Workshop for use as a Shire Depot. It is one of the very few remaining large volume, timber military buildings and it now houses the Nungarin Heritage Machinery and Army Museum. The museum is what the HCVC and several other car and machinery clubs have come to visit.
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WATM • July 2020
The white half-track was significant to the 10th light horse armour division (WA) as they were the only ones to have those vehicles, they had seven.
Also seen was this old Ford with a matching caravan. I think the caravan is homemade it has a bed inside and a small kitchen at the back. So not old, just made to look the part.
A Chevrolet truck donated by Mr. Hocking from Tammin
A very nice two-door Cadillac and Baby Giant on the right
A very good looking pair of Massey Harris tractors.
This image and below left: The Lauson 15– 30 1918 ( Kununoppin 1925 ) The comfort of the seat must have a very high rating. This can be seen by looking at the size of the spring.
The Cadi 1949 was imported from America. The owner has another one in the shed at home, waiting for restoration. He was told it would cost $90,000 to restore it, that is one of the reasons he imported this one for far less.
Above: Diamond T truck built in 1947. This was the first bulk bin truck to deliver grain to the Kununoppin CBH bin, last registered in 1970.
It’s a big shed
WATM • July 2020
21
News
Exploration applications show strong interest in Western Australia
T
he successful applicants for Round 21 of the State Government's Exploration Incentive Scheme's (EIS) Co-funded Exploration Drilling Program have been announced. The Department of Mines, Industry Regulation and Safety received 61 applications, with 45 applicants offered co-funded drilling grants worth $5.23 million. The applicants' 49 projects stretch from the Kimberley and Pilbara in the north, through to the Mid-West, Goldfields and the South-West regions. Almost a third of the successful general category applicants are searching for battery minerals, including one vanadium project and two rare earth element projects. While seven successful prospectors are looking for gold, copper and base metals. The applicants will have 12 months to undertake the work - from July 1, 2020 to June 30, 2021. The Co-funded Exploration Drilling Program, which provides incentives to drill in under explored areas, has resulted in significant scientific and economic results for the State's resources industry. The projects provide an extensive collection of drill core, which is stored at the Geological Survey of Western Australia's core libraries - offering a valuable resource for explorers. A recent EIS success story includes Capricorn Metals' Karlawinda gold project, which has exceeded two million ounces in reserves. Mines and Petroleum Minister Bill Johnston said, "Round 21's 49 successful projects was an increase on the previous round, which bodes well for the future of our resources industry as the State Government works towards economic recovery after COVID-19. "The amount of applications we received, reflect the strong interest in Western Australia as an investment destination for mineral resources"
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WATM • July 2020
Livestock supply chain review
A
LRTA has lodged a comprehensive submission to the NHVR Issues Paper on ‘Improving Awareness and Practices in the Livestock Supply Chain’. The final submission included 27 recommendations relating to the operation of chain of responsibility, livestock loading schemes, critical steps for compliant loading and education and awareness. ALRTA President Stephen Marley said that the review is an opportunity to improve the regulator’s understanding of the livestock supply chain and to highlight problems associated with regulatory inconsistencies across HVNL jurisdictions. “Livestock transport is like no other task in the road freight sector. Operators and drivers are simultaneously required to adhere to animal welfare laws and road transport laws,” said Mr. Marley. “The legislated Land Transport Standards mandate that livestock is loaded at specified densities. It is detrimental to animal welfare to overload or underload. “Commercial livestock crates are regulated under Australian Design Rules, HVNL regulations, and the rules of state livestock loading schemes. Crate dimensions are limited to 12.5m length, 4.6m height, and 2.5m width. “It is normal practice to fully load livestock crates in accordance with the Land Transport Standards. This will produce a compliant outcome under the rules of livestock loading schemes in Queensland, Victoria, South Australia, and Tasmania. “However, livestock loading scheme rules are substantially different in NSW. Operators who fully comply with the loading densities specified in the Land Transport Standards may not comply with NSW mass limits because of natural variations between individual animals and inaccurate or absent mass disclosures by consignors. “This stark regulatory inconsistency means that the same combination, loaded the same way, can be entirely compliant in
all HVNL jurisdictions except NSW. “One of the primary mandates of the HVNL and NHVR is to achieve regulatory consistency. Given there is no evidence to suggest safety or infrastructure outcomes for livestock vehicles differ across HVNL jurisdictions, it should be a key priority for the NHVR to bring the NSW livestock loading scheme into line with all other HVNL jurisdictions. At the very least, the 0.5t tri-axle tolerance should be immediately increased to 1.0t in line with the tolerance now available for other vehicles,” he said.
Government access to vehiclegenerated data
T
he NTC is exploring the challenges and opportunities relating to government access to vehicle-generated data and wants your feedback on proposed policy options. “Vehicles are increasingly capturing a range of useful data which could provide new opportunities to improve our transportation systems,” they said. In the NTC’s latest discussion paper, they put forward policy options aimed at improving road safety outcomes, reducing congestion, and improving investment, maintenance, and planning decisions. The NTC wants to hear from road users, industry, and government agencies. Your feedback will inform recommendations to transport and infrastructure ministers in late 2020. To get involved, you can provide a written submission via the NTC website or respond to questions online at www.ntc.gov.au/engage-ntc or register your interest by emailing automatedvehicles@ntc.gov.au
News
Latest truck crash stats highlight need for action
N
ational Transport Insurance has released its Major Accident Investigation 2020 report, compiled by the National Truck Accident Research Centre, which outlines a rise in the number of truck driver deaths in 2019 compared to the two years prior. Chair of the Australian Trucking Association (ATA), David Smith said the report demonstrates a need to improve truck driver safety through increased education, improved business safety practices, and better transport infrastructure. “An important finding in the report is that 80 per cent of all serious crashes
involving cars and trucks were the fault of the car driver,” Mr. Smith said. The report also found that two-thirds of crashes were a result of fatigue or distraction. “The ATA has long called for improved and more frequent rest areas along our roads and highways, which would ensure that drivers have spaces to take proper breaks and manage their fatigue effectively,” Mr. Smith said. To better understand the cause of heavy vehicle crashes, Mr. Smith said the ATA is also calling for the implementation of noblame safety investigations.
An artist’s impression of the aerial view of the new Bayswater station. Image: Metronet
“Since 2013, the ATA has been arguing for the Australian Transport Safety Bureau to investigate crashes involving heavy vehicles. “The trucking industry needs more knowledge about the causes of crashes where there are safety lessons to be learned,” he said. Mr. Smith congratulated NTI on its report and said the data will play an important role in pushing for improved safety outcomes. “This report tells us that we must never become complacent when it comes to safety,” Mr. Smith said.
PAYMENT TIMES BILL TO HOLD BIG BUSINESS ACCOUNTABLE
T
A new Bayswater Bridge T
he Evolve Bayswater Alliance (Coleman Rail) has been awarded the contract to design and build the new Bayswater train station, which includes a new ‘Bayswater Bridge’. WA company Decmil has also been awarded a significant contract for the Bayswater project. The King William Street bridge is infamous with trucks frequently failing to clear its 3.8m height. It even has its own website which tracks how many days since it has been hit at howmanydayssincebayswaterbridgehasbeenhit.com/ and each soul is forever portrayed with a picture and often their company name. In 2020, the Baysie Bridge as it is fondly known has already had four incidences all involving trucks and a shipping container. The alliance will design and build a new four-platform station and associated track, signalling, civil, drainage and overhead line works. It will also build a rail turnback for the Forrestfield-Airport Link, a new bridge at the King William Street and Coode Street intersection, and make provisions to support a connection to the Morley-Ellenbrook Line. With a total project budget of $253 million, the Bayswater Station project is set to support more than 350 jobs.
he Government introduced legislation into Parliament to establish a Payment Times Reporting Framework, requiring 2,500 of Australia’s largest businesses and government enterprises to report how long it takes them to pay a small business. This move will benefit the transport industry who characteristically operate on tight margins and little capacity to negotiate with large customers. Whilst this has been a welcomed the move to make payment times more transparent, the legislation does not go far enough according to the ATA. “Trucking businesses are vulnerable to adverse changes in their payment times, and monitoring schemes have limited effect. They are regularly ignored,” said ATA CEO Ben Maguire. “For example, the ACCC monitoring of landside port charges is openly mocked by the stevedores, with prices climbing to astronomical levels.” In a submission on the Payment Times Reporting Framework, the ATA called for a mandatory code for the trucking industry to address payment terms issues facing trucking businesses. “Given the scope of the problem, however, the Government needs to follow the UK’s approach and include all business to business transactions in mandatory payment terms legislation, with the statutory time period set at 20 days,” Mr. Maguire said. “Australia’s economic recovery from the pandemic will depend on the nation’s small businesses – but cash flow to them will be more important now than ever before.” WATM • July 2020
23
History
The History of the West Australian Road Transport Industry
By Russell McKinnon
1964 A
Concrete Carriers' Section was established on May 13 following exploratory meetings on January 14, 1963 and again on April 22, 1964. There were 31 carriers from the three concrete suppliers — Readymix, Pioneer and Swanmix — at the April 1964 meeting. The contractors felt that by belonging to the Association a voice other than their own would be heard by the three companies. Twenty-six carriers attended the inaugural meeting and G Dickenson was elected Chairman with R Colpitts and W Graves elected to the Committee. The three companies expressed their non-opposition to contractors joining the Association, but reports have filtered back that this was not the case and the Association officer has had to once again approach the companies. One of the major concerns of the contractors was that rates had not increased since 1960. South Australia is introducing a road maintenance tax on commercial vehicles with a payload of 8 tons or more travelling on SA roads from July 1, 1964. The tax is one third of a penny per ton-mile based on tare weight of the vehicle, plus 40 percent of its carrying weight. Exemptions include berries and other soft fruits, unprocessed market garden and orchard produce (other than potatoes and onions), milk, cream, butter, eggs, meat, fish, flowers and on the
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WATM • July 2020
It was reported that nine million tons of cargo passed through the Port of Fremantle in 1963, with heavy road transporters bearing much of the burden
return trip, empty containers used on the forward journey for the cartage of any such commodities. A judgment by the Commonwealth Arbitration Commission in May established 13 weeks of long service leave after a qualifying period of 15 years’ continuous employment in the Federal metal trades and printing trades. New South Wales introduced long-service leave in 1951 by Act whereby all workers get long-service leave of 13 weeks after 20 years. Victoria followed in 1953. Other States and Territories were compelled to follow suit. It was stated in the June-July issue of The Transporter that: “If long-service leave was given at 15 years in WA, it would cost industry £320,000 per year more than it does, with nothing whatsoever to offset this loss. In other words, WA would be very much less able to employ more people — probably young people at that — than it is now.” However, by October, WA had joined the fold. It was reported that nine million tons of cargo passed through the Port of Fremantle in 1963, with heavy road transporters bearing much of the burden. Some of the early giants of the iron ore fields were transported north from Fremantle, moving at a “snail’s pace”. Newspaper reports stated that low loaders each carried a 70,000-pound truck to King
Bay. Each truck weighed 64 tons, but could carry a load of 100 tons. The crew had to improvise on the way with makeshift repairs with one crew using welding gear to repair a broken-down low loader. The Furniture Removers’ Section attempted an advertising campaign in the West Australian from July 15, but members noticed no increase in business from the adverts two months later, so it was discontinued. Some statistics: There are 903,619 commercial vehicles on Australian roads, employing 596,750 workers; the transport industry hauled nearly 316 million tons of goods; 2.7 million-ton miles inter-State; buys 681 million gallons of fuel and buys 60,000 vehicles annually. Metro Tours span the length of the State for the first time by arranging a coach trip to Kununurra, only three weeks after the official opening of its controversial dam project by Prime Minister Robert Menzies. There was a marked upturn in the movement of freight in and out of WA in 1963. A total of 6140 trucks either used the piggyback rail or travelled the road with a total tonnage of 85,680 tons, an average payload of 14 tons. The return payload from Perth to Eastern States was an average of 6.4 tons at 39,180 tons — an increase on the previous year’s 17,890 tons. A move by school bus contractors to gain a retaining allowance during school holiday periods was dashed by the Education Department..
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