Transformation of Mitchell Freeway

magazine will have either experienced or heard of similar stories which usually ends in head-scratching about how these particular drivers obtained their licences.

Whilst it is good for a bit of light-hearted banter, the issue of driver competence is now very serious. The driver shortage is making the situation worse with an industry desperate to fill recruitment gaps – a problem that doesn’t show signs of abating any time soon.

Congratulations to everyone involved with the new driver training initiative. Graduates from this program will have received structured training on load restraint, the accreditation system and fatigue management to name a few elements of a driver’s life. It will still remain the case however that most people will obtain their heavy vehicle licence through a shorter, less intensive process with minimal on the job instruction.

The problem appears to be twofold. Firstly, there is the issue of how some licences are obtained and the other relates to compliance once the drivers are on the road – is it really true there are examples of one licence being shared between two drivers?

There are many reputable driving training companies in Western Australia, and these comments are not directed at them, although I can imagine it is difficult for them to compete with those that offer an easier path to a licence.

If you search the internet it is not hard to find examples of HC or HR driver training being offered in a matter of hours. In 2019, the WA Department of Transport

I’m sure most people reading this magazine will have either experienced or heard of similar stories which usually ends in head-scratching about how these particular drivers obtained their licences

undertook a blitz of heavy vehicle licensing and as a result, more than 300 drivers were immediately taken off the road. If that was to happen today, given the driver shortage, the result would be less than desirable. What we do need however is greater oversight of the driver training process, with complaints followed-up and greater scrutiny of driver behaviour particularly on well-known, notorious routes because we cannot keep our head in the sand.

Much time and effort is going into researching the freight and logistics industry’s social license in WA. We know the community is concerned about heavy vehicle accidents and operator error. Given the increasing freight task it is very important to improve the perception of the industry if we are to have public support for what we do and a regulatory regime that doesn’t hamstring us at every turn. Stricter regulation is always the response to negative public reaction. To this end we have to strike a balance between regulation that protects the industry and community at one end of the scale and regulation that stands in the way of getting the job done. In relation to licensing, our regulations must protect the industry and community.

Although it seems almost contradictory, the other licensing issue which stands in the way of the industry attracting new drivers is the length of time a driver must have an HC licence before obtaining an MC licence. In practice a young person wanting to make a career out of driving a multi combination vehicle will be at least 21 years of age before they can drive an MC vehicle. By this age a lot of young people have opted for an alternative career and the transport industry has lost them. Whilst experience is important, most of us know of competent young people, who given the right training would be very reliable drivers. Unfortunately, our system doesn’t provide scope for accommodating them.

There are other anomalies in the licensing system such as the inability for an HR driver to drive a pig trailer on an HR licence or an HR driver to drive an unladen semi-trailer. Overcoming these anomalies would allow a career path for young people and assist the driver shortage.

It is clear our licensing system needs review to make sure it helps us get the right people on the road.

Hester Avenue to Romeo Roadand is being delivered by the Mitchell Extension Joint Venture, a consortium of BMD Construction and Georgiou Group.

The project will include new freeway access points at Hester Avenue, Lukin Drive and Romeo Road, an extension of Romeo Road from Wanneroo Road to Marmion Avenue, duplication of Wanneroo Road from Romeo Road to Trian Road and new shared paths on the western side of the freeway.

Additional funding recently announced by the Morrison Government means the interchange at Butler Boulevard can also be added to the scope.

On top of this, funding has also been negotiated to enable the duplication of

The $448 million upgrade of the Mitchell Freeway is now underway creating more than 2,200 local jobs.

Wanneroo Road from south of Romeo Road to Dunstan Road - this will result in a continuous dual carriageway on Wanneroo Road all the way north to Taronga Place in Carabooda.

Work on the $140 million Smart Freeway project has also commenced and will see the popular technology rolled out at nine entry ramps southbound from Hester Avenue to Warwick Road.

The third project will see the Mitchell Freeway southbound widened to three lanes between Hodges Drive to Hepburn Avenue.

This project also includes construction of a new lane from Hodges Drive to Hepburn Avenue, an extra lane from Hepburn Avenue entry ramp to Warwick Road exit ramp, new safety barriers and new or upgraded shared paths between Ocean Reef Road to Warwick Station.

All three projects are jointly funded by the Federal and State Governments and are on track to be completed late 2023.

The Western Australian Planning Commission estimating by 2031, the population of the northern suburbs will have grown by 39 per cent to 395,000 and to 740,000 by 2050..