WA Transport Magazine June 2024 edition

HOW DO WE MAKE BETTER DRIVERS?

There exists a major recalibration within the Australian transport industry as immigrants from the subcontinent open new transport businesses and many take up truck driving as a career

Having researched many articles from the subcontinent plus the thoughts from people who have driven there it would seem fair to say that ‘some’ are exporting their bad driving habits to Australia

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HOW DO WE MAKE BETTER DRIVERS?

By KAREN-MAREE’ KAYE

Ihave heard many say you can’t take the young ones for a ‘drive’ anymore so they get to learn some basics early.

If you have your own truck and have someone who loves life on the road and hanging out with you they are covered by your third party insurance – just like your car. Obviously, adequate seating capacity and approved seating is required and it’s best not to be teaching those habits a professional trainer may deem unsafe or to be avoided.

Some transport companies in Western Australia encourage their drivers to take their children (over four years of age) and partners with them on the job. This is such a positive for building job satisfaction and encouraging new people into the industry.

It is also encouraging to see the number

of bigger transport companies who have designed comprehensive training programs over a decent period of time and employ experienced driver trainers who do an assessment before they let them drive unsupervised. This means the business meets its obligations under the Work Health Safety Act.

The other option for learning is the driving schools and as I reported in the last edition, the License courses do not seem sufficient.

One operator told me he did a MC course and it was ‘tick the box to be deemed competent’ with a total of seven hours driving time including the assessment - all done in a B Double.

And again, there are no rules I can find that say that through the process of moving

up in licenses you need to have actual driving time in order to gain experience. Government must step up and fix this ‘blaring hole’ in the system as this is where the problem begins -unless the driver is employed by a company who has a solid training process.

Can drivers with dangerous habits be retrained?

There exists a major recalibration within the Australian transport industry as immigrants from the subcontinent open new transport businesses and many take up truck driving as a career.

Having researched many articles from the subcontinent plus the thoughts from people who have driven there it would seem fair to say that ‘some’ are exporting

their bad driving habits to Australia.

These include and are not limited to a disregard for the road rules, speeding, lane violation, using a mobile phone or watching videos whilst driving, tailgating, leaving high beam on and using the wrong side of the road.1 1a

Obviously countries in the subcontinent have a large and dense population however in India alone 460,000 road accidents in 2022 were reported, up 12% since the previous year. Of these, hit-and-run accidents accounted for over 67,000. Overall, India sees 53 road accidents and 19 deaths every hour, on average.2

It does not seem to be much better in other countries with WorldNomads.com reporting erratic driving is common place in Sri Lanka and as a result road accidents are frequent. The brokebackpacker.com reported the rules of driving in Pakistan are an oxymoron as there aren’t any and driverabroad.com reported that the road network in Bangladesh is poor and drivers of larger vehicles expect to be given right of way. Speeding, dangerous and aggressive overtaking and sudden manoeuvres without indicating mean that serious accidents are common.

Generally, truck drivers in India do not come from a well-off background and they report that they live in dread of being beaten by a mob at the spot of an accident – regardless of who was at fault and they also fear being harassed at the police station if they go to report the incident.2

A new law was to be introduced in India in 2023 with a jail term of up to ten years and a substantial fine for whoever causes death of any person by rash and negligent driving of vehicle not amounting to culpable homicide, and escaping without reporting it to authorities.

Indian truck drivers went on strike and their government was forced to put the law on hold – they cited ‘fines’ being the major motivator of their concerns as they did not earn enough to afford them.

Subcontinent migration to Australia consists of a higher educated group. As of 2016, 54.6% held a bachelor's or higher degree, more than three times Australia's national average.

One of the biggest challenges they face working in Australia is overcoming workplace cultural differences. Whilst Australia and people of the subcontinent share some similarities in terms of work ethics and values, our communication style is chalk and cheese.

Australians tend to be direct and assertive, whereas they are more indirect and

Regardless of where you hail from ‘everyone’ wants to get home safely and in spite of the social position you held in the past – not all people are cut out to be truck drivers

may use a lot of nonverbal communication. In India, there is often a strong respect for authority and a clear hierarchy in the workplace and when coming to Australia they are encouraged to seek mentors or colleagues who can provide support.

And cricket will always be a communication starter.

These things can work in the transport industries benefit to become part of the solution and it was heartening to read recently of an WA operator who was adamant that the problem lay squarely with RTO’s not providing adequate training in the first instance, but went on to say that he also believed that “We the Aussie Truckies” need to embrace (not literally) and change our industry by throwing in a bit more ‘old school’ kindness and consideration.

He said, “I approached two Indian blokes tonight at Northam, they were clearly having problems hooking up a B-triple. When I walked up to them one back peddled until I stuck my hand out and shook his. The poor bugger looked so relieved. Anyway, between me and another driver we gave them some guidance and solutions to their situation and they were so accepting of our help and explained how they are still learning - as we all were and still are. They said in India they listen to their elders and keep their mouths shut and my thoughts are maybe we all need to be more accepting and actually offer support and guidance to these fellas like we did in days gone by to each other.

The reaction to this was generally positive with, “Good job... be part of the solution not the problem” and, “The RTOs need to be answerable but we also need to do our bit on the road - we all started somewhere and we all helped each other back in the day; so what you’ve done was acceptable then and is still what we should be doing now.

Another operator said, “I agree 100% as long as they have a legitimate license, some basic knowledge of what they are in charge of – everyone has to learn and none of us were born experts.

He also said rightly so, “Some operators just shouldn’t be behind the wheel, putting everyone on the road at risk.”

After listening to industry I am frankly frightened for everyone on Australian roads when I hear such things as drivers in automatic trucks that put their IPads or phones on their front window and are watching movies as they drive, or the disregard of the road rules. I question how does anyone get a license in the first place when they can’t speak English or communication is poor at the best?

A driver trainer told me in general many overseas drivers can be trained to our ways and his experience was they wanted to learn. The bonus is once trained properly they talked to their fellow truck driving brethren telling them, “No, you are doing that the wrong way – this is what I have learned.”

That is great if they start out in a company that offers sufficient training but what about the ones who don’t?

Maybe it is a blessing that the majority are ‘entry level’ and I would hope as they learn ‘the right way’ they also become part of the solution to dispel those whose attitudes leave something to be desired. There is no room for arrogance on our roads nor is there room for an ‘us and them mentality’.

One thing is clear, that regardless of where you hail from ‘everyone’ wants to get home safely’ and in spite of the social position you held in the past – not all people are cut out to be truck drivers.

It is also the RTO’s and all other driver trainer’s responsibility to identify those whose bad habits can't be changed; no matter how much training they receive and suggest a different career path for them. One highly respected driver trainer told me, “I once told a female who had ‘no’ spacial awareness that she best go back to baking scones. I didn’t make friends but I knew our roads would be a bit safer without her on them.”

1 https://gomechanic.in/blog/10-bad-driving-habits-indian-car-driver/ 1a https://gomechanic.in/blog/driving-habits-that-risks-everyone/ 2 https://scroll.in/article/1062312/every-seventh-road-accident-inindia-is-a-hit-and-run-but-truckers-believe-new-law-is-too-harsh

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Thank you all for your feedback on the last edition which covered the 2024 WA Mack Muster and Truck Show and also my story on New Licensing and Training Laws needed.

One of the readers who wrote to me said, “An excellent article on page 2 and written by your good self. Your article should be sent to every government twit in some wobbly sort of authority, Australia wide, that has anything to do with road transport and the governance thereof… And Carol Messenger gets that nail right on the head every time (Bird’s Eye View).

Sadly though he says, “Thank heavens on my knees, I’m out of this whole industry shemozzle.” This is the sad thing; we are losing so many experienced drivers because many of them don’t feel safe on our roads anymore.

So in this edition on Page 2 please read “How do we make better drivers” where I explore the driving culture from other countries, specifically the subcontinent and how some are exporting their bad driving

habits to Australia and talk to the most experienced trainers in our state asking them if these habits can be changed.

It is important to me that I write stories that are meaningful, and that portray what industry is really experiencing with the hope that the problems you are encountering are clearly delivered in a public forum to the government policy makers who read the magazine.

I have also been building up the magazine’s social network profile by making lots of the stories available on Facebook and remember if you have any friends or colleagues you would like to receive the digital flipbooks – I offer eleven of them a year free of charge. I just need the email address to send them to – email karen@angrychicken.com.au With the last edition I was rapped to get 36,000 views.

Welcome to the new readers and as always sincere thanks to everyone who supports the magazine.

Best,

SATURDAY AUGUST 3, 2024

Joondalup Resort Perth, Western Australia

Mullewa Truck MusterBringing together the Midwest transport community

For the last couple of years, a small group of trucking enthusiasts in the Midwest region of Western Australia have toyed with the idea of holding a local truck show in order to ‘showcase’ the many trucks from this region owned by Owner Drivers, Transport

Companies and Farmers.

After conversations with the committee of the Mullewa Muster and Rodeo, the Mullewa Truck Muster was born – an exciting country based event that includes a plenty of rodeo action, a truck show, live music and kid’s entertainment. Camping is permitted and it is guaranteed to be a great day for all the family.

The inaugural event of the Mullewa Truck Muster is to be held in conjunction with the Mullewa Muster and Rodeo’s ‘tenth anniversary’ on Saturday 1st June at the Mullewa Recreation Ground.

The committees hope is for this event to bring together the people of the Midwest transport community to share stories, reminisce on days gone by and enjoy a mutual love of ‘all things’ truck with likeminded people.

Mullewa is known for its incredible rodeo and combining the events opens the door for rodeo goers who may not be involved

A world class Animal Welfare Accreditation program for road transport

Working with the TruckSafe Board, ALRTA will review, design, and relaunch a world class Animal Welfare Accreditation program for the road transport of animals within Australia in partnership with NTI.

This agreement comes after several months of consultation, reaching agreement that ALRTA is best placed to manage and maintain on-road animal welfare accreditation for those participating in the livestock supply chain in Australia. The new program will be developed in partnership with NTI and will support consigners, transporters and consignees

meet their driver and animal welfare obligations.

ALRTA Executive Director Rachel Smith said, “Given the importance our members place on the safe and humane transportation of animals, it is an exciting time for ALRTA and its members, having developed the original TruckCare accreditation scheme that eventually formed part of TruckSafe. I’d like to thank the TruckSafe Board for their support in this transition and look forward to further collaboration as the new program is developed.”

TruckSafe Board Chair, Paul Fellows

with the trucking community and vice versa for the local transport industry to witness the wonderful event that is the rodeo.

Mullewa has a special place in the hearts of those on the Mullewa Truck Muster committee - the Jakovich, Rowe and Swift families who love to support and bring together the Mullewa community.

There will be eleven prize winning categories for the Truck Muster which is to be judged by three highly regarded persons of the Midwest transport community. There will also be a ‘People’s Choice’ prize to be voted on by the general public as the name suggests.

The winners of each category of the Truck Muster will take home a prize pack kindly donated by category sponsors as well as a winner’s sash which is perfect to adorn the pool room or take pride of place as a dash mat of their truck, and for their own physical adornment a nostalgic Country Trucker cap.

The committee of the Mullewa Truck Muster thank their valued sponsors for making their small dream become a big reality and for whom this event would not exist. Many thanks to Truck Centre WA, Maisey Fuels, Macao Compliance, Wayne’s Spraypainting, Billabong Roadhouse, Penske Australia, Geraldton Towing Services, TAJ Mechanical, Rowhaul, Kick Solutions and Suncity Signs and Graphics. Please visit www.facebook.com/ mullewatruckmuster

said, "Trucksafe has always been owned by industry for industry and the Trucksafe Board are delighted to see our Animal Welfare Module return home to ALRTA and the livestock industry.”

Those operators with expiring or expired accreditations will be extended to 30th June 2025. Operators concerned about their expiry date are encouraged to contact ALRTA.

ALRTA and NTI will work with supply chain participants, animal welfare groups, regulators, and operators over coming months to ensure best practice is embedded in the accreditation process.

Investing in muchneeded heavy vehicle rest stops

The green light has been given by the Federal Government for five new projects in the Heavy Vehicle Rest Area Program (HVRAP).

Heavy vehicle rest stops play a pivotal role in Australia's transportation network. These rest stops aren't merely convenience; they're vital for ensuring road safety,

driver well-being, and efficient logistics management.

The new heavy vehicle rest stops will be on the Barrier Highway in South Australia, Newell Highway and Sturt Highway in New South Wales, and in Pingelly, Western Australia.

They are part of a $17 million a joint

WA OWNED AND RUN

initiative between federal, state and local governments, with the Commonwealth contributing over $14 million and are funded through the second tranche of the HVRAP, which will provide $140 million of funding over ten years.

These projects include the construction of new rest areas with dedicated slip and turning lanes, shelters, landscaping, and connecting footpaths. The plans also include upgrades of existing rest area from light to heavy vehicle classification, with better lighting and amenities for drivers.

Project criteria was advised by the Heavy Vehicle Rest Area Steering Committee, Chaired by Senator Glenn Sterle who said, ”The Australian Government’s Heavy Vehicle Rest Area initiative aims to increase heavy vehicle user safety and productivity through vital new and upgraded rest areas across their journey.

“We want to keep our truck drivers and communities safe and these new and upgraded rest stops will help drivers reduce their fatigue as they keep goods moving across the country.”

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Over to you

A FAIR GO FOR OWNER DRIVERS by Ray Pratt

The declining safety standards of new drivers on our roads

For too long I’ve been complaining about the transport industry needing help and the declining safety standards of new drivers on our roads. For too long nobody wants to listen to a truck drivers problems.

While the wheels are turning and the freight keeps appearing on the supermarket shelves everyone thinks the industry is working fine. Well the industry is not working fine because older drivers are leaving the industry in droves and are being replaced with younger and inexperienced drivers.

Many older truck drivers are leaving the industry due to retirement age but they are also leaving because they don’t want to share the road with inexperienced unqualified drivers.

The standards of driving in the transport industry have declined - everyone in the industry can see the problems but very few are trying to implement any change.

Recently, we had some terrible accidents on the Eyre highway where several truck drivers lost their lives and freight movements ground to a halt as the road was closed. We can complain about drivers from other countries and their lack of skills but there are plenty of bad incidents caused by poor driving with Australian born drivers.

We have a skill shortage in Australia

with almost every type of industry including the transport sector. The answer is definitely not to fast track bums into seats by dropping training requirements and bringing in untrained foreign drivers on various work visas.

We do not fast track electricians because of safety concerns. We certainly don’t fast track airline pilots for obvious reasons so why would we allow unskilled drivers behind the wheel of a large heavy truck to wreak havoc on our highways?

The fault lies initially with the Government departments that hand out licenses to unqualified and untrained drivers. Our license and training system is a joke as is evident by our driving standards.

I believe that most driving schools teach you how to pass a driving test and that is all they do. It is assumed you will learn extra skills as you take to the road. That just doesn’t make any sense.

Many driving schools and Government departments have Assessors and Trainers who do not have the necessary truck skills and qualifications to adequately train new drivers. Truck driving is a skilled occupation and it takes a lot of time for a truck driver to become competent enough to drive safely on our roads.

We owe it to the community for truck

drivers to be skilled and safe drivers as we share the roads with other motorists. While it’s an easy target for me to blame the Government for all our problems it’s also the fault of big business and the pressure they apply to get their freight delivered as quickly and as cheaply as possible.

The Chain of Responsibility needs to be examined carefully from the top to the bottom and the whole exercise of moving freight needs changes to make it safer for all concerned. Transport companies have to be made more aware of their responsibility in this chain when they fill seats with poorly trained drivers.

I know a middle aged lady that has attained her MC license and has gained a lot of experience which led to her taking up a transport driving career. Sadly, she has now given up going driving due to the state of our transport industry and the carnage on our roads. She invested a lot of money and time in pursuing her dream and is now disillusioned and too frightened with the whole idea.

What hope has the industry got? We do need help and we do need change. Hopefully no more lives need to be lost before someone sees the light and instigates change.

Keep it safe, Ray Pratt.

Victoria 13-21 Bliss Court, Derrimut VIC, 3026

Tel -(03) 9369 0000

Queensland 1/15 SeeanaPlace, Heathwood QLD, 4110

Tel -(07) 3372 2223

Western Australia 5 Freight Road, Kenwick WA, 6107

Tel -(08) 9350 6470

Solution focused discussions needed to solve industry woes

The system that enables us to put a person in the driver’s seat of a heavy vehicle has been a hot topic of conversation in recent months. Fuelled partially by a spate of serious and tragic accidents, the chorus of voices calling for change has grown louder.

While there are differing views about the pathway to a solution, there is common ground that the skills required to be a heavy vehicle driver need to be tightened up urgently. These skills need to be taught and tested in a credible system that isn’t focussed on pumping out as many graduates as possible regardless of their ability to safely control a heavy vehicle on our road network.

There is also general agreement that the on-road’ culture has degraded. Helping another truck driver out is not as common as it used to be, and you hear many a lament that the ‘good old days have gone’. We can retrieve that ethos but first we have to rebuild confidence in the profession.

The Austroads review of the National Heavy Vehicle Driver Competency Framework has been underway since 2011. Several recommendations arising from the review are promising.

For example there is support for an option for experience based progression through the licence classes. It has also recommended that the learning and assessment standards are expanded from 15 to 180 standards.

Expanding the criteria is important but an increase to this extent is not reassuring. A new driver training module is proposed to teach attitude to the driving task. Exactly what this will cover and how it will be delivered is still to be decided. There

We exist in a state of contradiction where on one hand seemingly sub-standard drivers are accredited to operate heavy vehicles while a pool of competent drivers is untapped and prevented from driving combinations they are experienced in

is merit in most of these proposals but despite more than a decade of consulting on this project there is still no tangible outcome, and we are unlikely to see a result for several years. The Review will however continue to be held up as the answer whenever a query is raised about the competency problems in the industry.

Sitting alongside the genuine concerns about the skill standard of some heavy vehicle drivers we have a chronic driver shortage.

The demands of industry to find more drivers has contributed to the degradation in driver standards. You know the sentiment – ‘b…ms on seats’, ‘steering wheel attendants’. This is clearly the wrong response to a critical issue, but it is born out of desperation.

There are immediate policy responses to this dilemma and one of them involves enabling experienced drivers from jurisdictions with similar standards to our own to transfer their skills to Western Australia within a reasonable period of time.

We exist in a state of contradiction where on one hand seemingly sub-standard drivers are accredited to operate heavy vehicles while a pool of competent drivers is untapped and prevented from driving combinations they are experienced in.

There has been much talk in the last couple of years, but talk has not got us anywhere. I invite those who make and implement the rules to engage with industry associations in a meaningful and practical way to address both the diminution in skills and improve access to competent foreign drivers at the same time. We know there are reforms that can be implemented in a short space of time if there is a will to do it.

No-one is suggesting we preside over a licensing system that lacks integrity and governance. Modifying the system to enhance driver skills as well as provide access to competent international drivers is complementary to a safe and efficient road transport industry. We all have a part to play. Let’s start with the rules and the rest will follow.

LRTAWA by Darran Bairstow President, Livestock and Rural Transport Association of Western Australia (Inc)

Heavy Vehicle Services Industry Workshop and Information Sessions in 2024

M

ain Roads Heavy Vehicle Services (HVS) would like to remind industry of the 2024 State-wide series of free heavy vehicle workshop and information sessions.

The format and outline of each information session is generally as follows:

• Regional Update – Presentation from the Main Roads Regional Office on heavy vehicle related matters and/or relevant infrastructure project(s).

• Information Session relating to a HVS product or service – see topics below.

• Interactive Workshop – HVS related topic.

• One-on-One with HVS staff –attendees can meet with HVS representatives from Access, WA Heavy Vehicle Accreditation, Compliance, Over Size Over Mass (OSOM) movements and Permits.

There is an option to attend online or in person, noting that where an in-person session is held, online attendees will only have access to the Regional Update and the Information Session portion (up to one hour) of the event.

The schedule is as follows for the remaining sessions of this year:

Heavy Vehicle Travel Impacts

Heavy Vehicle Travel Impacts are published when road conditions may impede the movement of Restricted Access Vehicles (RAVs). All operators and drivers are required to check the Heavy Vehicle Travel Impacts page on the Main Roads website at https://www. mainroads.wa.gov.au/heavy-vehicles/ updates/travel-impacts/ immediately prior to operating the vehicle on the public road network to ensure that there is no relevant information that will impede their vehicle operating on the WA road network.

For single trip permits, we also specify within the permit conditions any current travel impacts relevant to the approved journey, using the allocated reference number known as the Travel Impact Notification (TIN). The operator and driver can then simply use the TIN to search for the specific travel impact on the Heavy Vehicle Travel Impacts page.

The Heavy Vehicle Travel Impacts page also allows you to browse travel impacts by type, Over Size Over Mass (OSOM) or RAV, and filter by Region or location, all of which helps to make it

easier to plan your journey.

Following industry feedback at Main Roads Industry Workshops and Information Sessions requesting a map to display Heavy Vehicle Travel Impacts, and reflecting our ongoing commitment to improve our online services, HVS recently incorporated the Travel Impact layer into the RAV Mapping Tool at mrwebapps. mainroads.wa.gov.au/hvsnetworkmap

The Travel Impact layer on the RAV Mapping Tool supports efficient journey planning for industry and promotes improved compliance by enabling operators and drivers to spatially view the current Heavy Vehicle Travel Impacts on the road network that may impede their intended route.

In addition to the mapped travel impact information, a ‘list view’ is also available within the RAV Mapping Tool as an alternative way to view the travel impacts, which provides operators and drivers the ability to search, print and filter relevant TINs.

For further information, please contact the Heavy Vehicle Help Desk on 138 486 or hvs@mainroads.wa.gov.au

Albany 5 June Chain of Responsibility – Understanding your Responsibilities Northam 19 June Road Train Signage Kalgoorlie 24 July Pilot Review Outcomes

Port Hedland 9 October

WA Performance Based Standards Scheme –Overview and Application Process Metropolitan Perth 6 November

Various topics including Road Train Signage; Moving Oversize Loads; Pilot Review Outcomes; Chain of Responsibility

Please note: the HVS Industry Information Session 2024 schedule may change dependant on in-person registration numbers. Places are limited. To register for one of the sessions, please visit https://webcd.mainroads.wa.gov.au/cn/azvoz/HVSRegForm2024 If you have any questions about these events, please contact the Heavy Vehicle Help Desk on 138 486 or email hvs@mainroads.wa.gov.au

A nationally consistent data set for the transport sector

The latest federal budget will see $21 million invested in the National Road Safety Data Hub.

The Federal Government will look to improve data sharing from the states and will seek to include a provision in a negotiated agreement with the states, which will create a requirement for the provision of a nationally consistent data set.

This investment will ensure that the Hub can be used effectively by everyone, including decision makers and will continue the work of harmonising the important data provided by state and territories.

“A clear picture, underpinned by data, about where best to target road safety funding will save lives and ensure we are investing in the projects that will make the biggest difference,” says Federal Minister for Transport Catherine King.

road safety. I encourage the states which haven’t indicated they will do so to now do the same.

“We want people to get home safely to their family and be part of ending the scourge of road deaths.

“We are increasing investments in transport infrastructure because we know that better roads boost efficiency, productivity and safety.

“Better roads get us home quickly and safely, they keep trucks moving, and they get goods to market.

This investment will ensure that the Hub can be used effectively by everyone, including decision makers

“This significant step adds to the work we have already done on coming to government to improve the data we collect.

“Many stakeholders including the Australian Automobile Association have been calling for this action and we thank them for their advocacy.

“The Commonwealth is committed to using greater data collection to increase

“Addressing the absence of consistent road safety data will complement the work we have already done since we came to Government to improve road safety.”

The Assistant Minister for Infrastructure and Transport, Senator Carol Brown said, “This is important work to meet the goal of zero deaths and serious injuries on our roads.

“We have already started rolling out our $43.6 million National Road Safety Action Grants Program, with research and data being one of the key focusses.

“Australian, state and territory governments have also started developing the National Data Collection and Reporting Framework, in addition to the National Minimum Data Set – due at the end of this year.”

TruckSafe John Kelly Memorial Award goes to Marley’s Transport

Congratulations to Marley’s Transport for taking home the 2024 TruckSafe John Kelly Memorial Award at the National Trucking Industry Awards.

This award recognises a TruckSafe accredited operator that has implemented and promoted the program in an exceptional fashion and fosters a strong

Have your say on automated vehicle safety reforms

The National Transport Commission (NTC), in partnership with the Department of Infrastructure, Transport, Regional Development, Communications and the Arts (DITRDCA), has launched public consultation on automated vehicle safety reforms, and we are seeking your input to help shape the future of transportation in Australia.

Automated vehicle technology is advancing rapidly and is likely to fundamentally change road transport. It will impact everyone who uses roads, not just people who use automated vehicles. This means that automated vehicle safety is important for all road users.

The consultation on automated vehicle safety reforms will help inform the development of a new Automated Vehicle Safety Law, as well as amendments to existing state and territory laws.

To have your say, visit our www.ntc.gov.au/transport-reform/ntcprojects/av-safety-reform where you can read the consultation paper and supporting papers - or register for one of our information sessions to find out more.

Your thoughts, ideas, and suggestions are essential in shaping the future of automated driving. Public consultation closes on 11 June 2024.

culture of safety in every part of their business.

TruckSafe is the Australian Trucking Association’s business and risk management system, aimed at improving the safety and professionalism of trucking operators nationwide.

Candidates for this award were selected from amongst TruckSafe operators that have had an external audit by a TruckSafe auditor in the calendar year before the award is presented and who showed measured and documented driver retention improvement, were able to prove they won or retained work contracts because of accreditation or the accreditation system, showed measured improvement in LTI or road accidents and demonstrated a reputation for integrity and ethical behaviour in trucking.

By KAREN-MAREE’ KAYE

Will driverless trucks make a meaningful impact in our lifetime?

We were going to bring you the news of driverless trucks being let loose in Victoria but that idea was quickly put on hold just hours before it was meant to begin after the transport union labelled it “shambolic and sneaky”.

Two driverless trucks on Melbourne freeways were to be part of a six-month trial taking place at night-time from 10pm to 5am to avoid as much traffic as possible, and a supervising driver and engineer would have been on board at all times. The trucks were also to have their own dedicated lanes.

The trucks are fitted with sensors and cameras and can drive at Level4 autonomy, which means its automated driving system is in complete control.

Apparently the trucks can navigate motorways, change lanes, drive inside tunnels, observe traffic lights and respond to unexpected traffic conditions they encounter.

The TWU said that due to a lack of consultation with necessary stakeholders, the trial would have resulted in major delays to the critical distribution of freight.

They said, “The TWU believes that no automated heavy vehicle should be placed on public roads until there is unanimous agreement from government officials, the industry, and the community that these vehicles are safe.

“The TWU criticised the current trials

for not adequately demonstrating the ability of these technologies to interact safely with human drivers, pedestrians and other road users.”

Transurban said the trial had been months in the making and it had consulted with relevant stakeholders and customers about how it would work. They also said there has been months of testing at the Australian Automotive Research Centre

What do you think about this? Please email

karen@angrychicken.com.au

My thoughts are perhaps a driverless skateboard would have been a less scary start to automated vehicles in cities

One writer put it eloquently saying it’s a big lie and gave his opinion on why driverless trucks won’t happen in our lifetime.

He believed that once large carriers announce that driverless trucks are being introduced all self-respecting drivers will walk away and he believed that the unions would back them.

He said this technology needs to meet all the requirements for weight, inspections, paperwork and cargo handling that today’s trucks must abide by and what happens when there is an issue on route and who handles breakdowns or changing tyres?

He continued that driving conditions change rapidly, rain storms, flooding, high winds, road debris, accidents, road work, detours, emergency vehicles, wild animals, children running into the street… and for any driver that has ever navigated a loading or unloading facility can testify they can be messy, cluttered, tight, difficult, unpredictable and require a lot of human communication – by drivers.

He asked who is responsible for accident claims and how are they handled? The first time a driverless truck ends up in a devastating accident with fatalities, everybody from the government to the public will demand they are shut down until all issues are resolved.

Who will secure the freight if it shifts during transport? Who will help load incompatibly sized or overweight freight? Who monitors and verifies fuel, load temperatures, trailer brakes and lighting? Who knows what to do to save a load of produce if there’s an issue with refrigeration?

In-transit changes are common and must be expected. He said, anyone who has been in the business for a New York minute knows that issues occur frequently and often and it’s an experienced driver that helps solve the issue or executes the orders handed out by dispatch, the shipper or the receiver.

of the trucks, and that they have been approved by the Department of Transport and Planning and the National Heavy Vehicle Regulator to drive on public roads.

You would have to hope that driverless trucks are not driven by government ideology and there are many naysayers to this idea.

He finished with, “Think about this for a moment. Why haven’t airlines done away with pilots? It’s certainly a much easier problem to solve than driverless trucks because airplanes can essentially take off, fly, and land themselves. They also don’t need to refill in the air and there isn’t a lot for them to hit up there. Yet, almost every commercial flight in the world has between 2 and 4 pilots on-board and that isn’t changing any time soon.”

What do you think about this, please email karen@angrychicken.com.au

My thoughts are perhaps a driverless skateboard would have been a less scary start to automated vehicles in cities.

Over to you

WESTERN ROADS FEDERATION

by Cam Dumesny, CEO

Albanese needs to be open with Western Australia

There is no hiding the fact that the Federal Government is on the nose a bit on Western Australia. You only have to read the front pages of the West Australian newspaper or even listen to some of our Premiers comments.

The latest effort - the announcement of the shutdown of Live Sheep export demonstrated a degree of political cowardice, the likes of which I cannot remember.

Regardless of whether you support or disagree with the ban, the way that the Federal Agriculture Minister went about it was disgraceful.

The Minister for Agriculture Fisheries and Forestry Murray Watt snuck into Perth and held a media conference in a hotel on a Saturday morning to announce that 3000 people including transport companies would lose their livelihood and in some cases the majority of equity in their businesses. The only people present at this announcement were ‘animal activists’.

Industry to fight live sheep phaseout

From Sheep Central, the Federal Government’s announcement to end the live export of sheep by sea from Australia on 1 May 2028 has been widely condemned by farmer bodies and welcomed by animal welfare groups.

Minister for Agriculture Fisheries and Forestry Murray Watt announced the proposed phaseout date and promised $107 million to assist producers, processors and the whole sheep supply chain in a transition plan.

Mr Watt said the $107 million is nearly five times the estimated economic annual impact estimated by the WA Government, but the WA Government said it is not enough.

And Leader of The Nationals David Littleproud reiterated that a future Coalition Government will maintain the live sheep trade if it wins the next election.

“Minister Watt didn’t even have the courage to fly to Western Australia and face farmers, instead announcing from a high-rise in Perth, it’s just a big ‘up

yours’ to Western Australian farmers,” Mr Littleproud said.

“Industry has never had the science explained to them (as to) why they are closing the industry down.

“Compensation of just $64.6 million is an insult, especially when Meat and Livestock Australia figures show live sheep exports were 84,430 in December 2023, which was a 177 percent increase in comparison with November export (58,732) and a 44pc increase on December 2022 exports (30,531),” he said.

“The legislation will be introduced in this term of Parliament, even though the industry embraced world leading animal welfare reforms in 2019, not only in transport but also the processing of sheep in the Middle East.”

Pastoralists and Graziers Association of WA president Tony Seabrook said the phaseout deadline decision is yet another blow to WA sheep farmers and

their families, and the tens of thousands of Western Australians that are employed along the supply chain.

“The Albanese government’s decision to ban the live sheep trade in four years was not based on science nor on any evidence of mistreatment of stock,” he said.

“This is solely a political decision driven by animal activists in the eastern states –with no regard to the impact this will have on not only on WA’s regional economy, but also the tens of thousands of Western Australians who work throughout the sheep industry supply chain,” he said.

Mr Seabrook said a four-year phase out period is ridiculous given that the government was told it would take over a decade to change flock composition.

“And if Minister Watt thinks the $107 million over four years will in any way address the situation he has created, it shows his total lack of any understanding of the financial implications of this decision. ”

That was spineless in my opinion but reflective of how the Federal Government is increasingly operating.

For example, the Federal Environment Minister's proposed Nature Positive Laws have been developed in private consultation with activist groups. Leaked elements have emerged such as capping speed limits in the Pilbara to just 40 kph on the ‘highway’.

Even the WA Premier and Environment Minister have come out publicly and said these proposed Federal Laws need to be put into the public space for discussion and debate prior to going before Federal Parliament.

I could go on and cite other examples, but you get the picture.

The Prime Minister should re-visit his statement published on his social media account on 16 Aug 22, when he said, "The Australian people deserve accountability and transparency, not secrecy.”

Unfortunately, it looks like his Minister's didn’t get the memo.

Major Changes to Transport Industrial Relations, ‘The new Federal Closing Loopholes

Act 2’ which directly impacts the road transport industry come into effect in late August this year and new provisions include:

• Independent contractor 'unfair contracts' disputes;

• Change to definition of employment;

• Minimum standards for regulated worker and contractual chains;

• Unfair termination of regulated workers; and

• Collective agreements for regulated workers.

There are some positives in it for the Road transport industry.

However, given the on-going program of broader Federal changes in Industrial Relations the best advice we have received is “find yourself a good employment relations lawyer - you are going to need one”.

Western Roads Federation organised a briefing to its members on the new Transport industry specific changes in early May. The presentation was extremely good but left everyone present somewhat overwhelmed by the changes. There are more briefings for our members being arranged on this issue.

Western Roads Federation Members Work with AI Company

Western Australia is facing a major surge in Over Size Over Mass movements in the next few months and these will stretch the capacity of our industries and regulatory resources.

There is no argument that more needs to be invested into making the OSOM system more efficient for transport operators yet still be compliant with the safety and regulatory standards Main roads is obligated to meet.

To help improve the system and justify the investment required, WRF OSOM members are working with a specialist AI company engaged by WRF to determine the cost to major State projects of delays in OSOM moves.

It is conceivable that an OSOM delay of a say a few days in delivering to a site, could translate to a million dollar plus impact on a major project.

Knowing this helps us and helps Main Roads justifying investments in more resources and effort to make the system more efficient.

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.

Become a TRANSAFE WA Safety Partner

TRANSAFE WA is a not-for-profit industry initiative with the vision of aiding the delivery of safer transport industry workplaces and roads by fostering and promoting safer practices. TRANSAFE WA deliver events and projects for both the road transport industry and the general public focused on safe heavy vehicle operations and interactions.

TRANSAFE WA relies on the ongoing support of industry and corporate partnerships to safeguard TRANSAFE WA's future. The day to day running and the ongoing delivery of TRANSAFE WA’s great road safety initiatives are funded by Safety Partners. Foundation Safety Partners Main Roads Western Australia, Centrewest Insurance Brokers, Coogee Chemicals, Busselton Advanced Driver Training, Western Stabilizers and Alcolizer Technologies who have been valuable contributors since 2014 and have provided high level annual funding.

Long standing and valuable support has also come from Teletrac Navman, Connect Source, Patience Bulk Haulage, Low Flying

Pilots, MT Data, Nationwide Training, G&V Roberts Pty Ltd, Truck Centre WA, Wesfarmers Kleenheat Gas, Fuel Distributor of WA and the Department of Energy, Mines, Industry Regulation and Safety.

In 2020, hard fought grant funding was secured from the National Heavy Vehicle Regulator, Road Safety Commission of Western Australia, and the Steadfast Foundation, along with financial support from safety partners, enabled the build of TRANSAFE WA’s dedicated WA safety truck called iNSTRUCKTA!

Diamond safety partner BCI Truck (Formerly Sitrak Australia) provide the Sitrak C7H prime mover that tows the custom built double expanding trailer around to schools and community events.

Platinum safety partner Main Roads Western Australia, Gold safety partners Centerwest Insurance Brokers and CBH Group, along with Silver safety partners Busselton Freight Services, Global Transport Insurance, MT Data, Alcolizer Technologies, Blackbox Control, Teletrac Navman, Connect Source and Hella

Australia provide financial support to ensure the survival of TRANSAFE WA.

In-kind support to meet the safety truck’s insurance cost is covered by National Transport Insurance. Modern Motor Trimmers donated the ten ISRI truck seats that are used for the safety trucks virtual reality experience. 3M Australia, Blue Diamond Machinery, RV Solutions, Fennell Tyres, JOST Australia and Vinyl Wrapz all contributed goods and services which were crucial to the build of the safety truck.

3D Walkabout provide ongoing assistance with the VR program used in the safety truck and Coh Digital regularly assist with updating TRANSAFE WA’s website. Kindred Equipment Sales and Hire provide a secure place to park the safety truck and take care of any trailer servicing as required.

Finally, the WA Transport Magazine provide a digital and print media opportunity for promotion of TRANSAFE WA and their road transport industry safety initiatives.

For government agencies, multinationals, small and medium enterprises and owner/drivers, a Safety Partner

sponsorship provides a unique opportunity to showcase your business and support road safety education which will save lives and reduce serious injuries on our roads.

Annual sponsorships are available for every budget with a Bronze Safety Partnership starting at $2,000, Silver $10,000, Gold $25,000, Platinum $50,000 and Diamond $100,000.Individual memberships are available for $100.00 and Safety Supporter memberships for business of less than 10 employees are only $500.

In choosing to become a TRANSAFE WA Safety Partner, your contribution will positively affect the way our current and future road users and the broader community understand and interact with trucks and heavy vehicles. You will directly benefit and contribute to road safety strategies working ‘Towards Zero’ road deaths and serious injuries on WA roads. Please reach out to TRANSAFE WA for more information on the benefits and inclusions on offer. info@transafewa.com.au

TSCT Group celebrates 50 years

he SCT Group is celebrating its 50th year in business having been established in 1974 by Peter Smith. Although this is a time to reflect on the many milestones the business has achieved over the journey, it’s not a time to stop innovation or growth. SCT is the largest Rail freight forwarder of food and beverage into Western Australia, employing more than 400 people in the State.

SCT ‘s property arm is commencing the construction of a new Refrigeration Facility at Forrestfield.

“This Investment is part of our growth strategy and commitment to assist the WA market with supply chain resilience to compensate for the deteriorating rail network and more extreme weather events.” Geoff Smith, SCT’s Managing

Director highlighted.

The new facility boasts a total building area of 9,000m2 with the latest temperature control technology supporting freezer, chiller, and ambient facilities to support product coming into the State, and drive opportunities for WA companies to send a broader product range to the eastern seaboard. It will facilitate 50,000 additional pallets of freight to and from WA, utilising the lowest-emission freight option for the journey.

SCT is taking a proactive approach on behalf of its WA customer base to address recent weather disruptions across the rail network that have cut off supply lines between east and west, and emptied supermarket shelves. “It’s a devastating occurrence for our customers, our

GSCT is the largest Rail freight forwarder of food and beverage into Western Australia, employing more than 400 people in the State

company and our employees who live and breathe these challenges on a daily basis” Matthew Carruthers, SCT’s WA State Manager commented.

This investment at Forrestfield is a small but significant step to managing these disruptions, but more needs to be done.

Geoff Smith continues, “We are conscious of the impacts of recent rail network outages on the WA public, particularly regarding supermarket and grocery items. We continue to seek a dialogue with the WA Government on the steps that can be taken to address these issues, which will require a larger commitment to the WA freight and logistics sector by both the private sector and government stakeholders.”

As evidenced by this current investment, SCT stands ready to play its part in making the flow of freight to and from Western Australia more cost effective and secure.

30-year-old vehicle eligibility concessions

reat news if you have a classic car that has reached 30 years of age as a $2 million boost has been given to the State Government’s Concessions for Classics (C4C) scheme in the 2024-25 State Budget.

Currently, C4C is only available to owners of eligible street rods and vehicles manufactured before 1990.

The owners must also be a financial member of a Department of Transport (DoT) approved motoring club.

DoT estimates a rolling 30-year-old vehicle eligibility to the end of 2025 would potentially see more than 75,000 WA vehicles become eligible for C4C.

The scheme was introduced in WA back

in April 2021, providing a 75 per cent discount on vehicle licence fees and a reduction in compulsory Motor Injury Insurance (MII) premiums for eligible vehicles.

For example, registration for the following vehicles would be discounted as such:

• a 1991 Holden Commodore would drop from $867.55 to $171.30 per year;

• a 1992 Ford Falcon would drop from $894.10 to $177.95 per year.

Vehicles in the scheme are only able to be driven on public roads for a maximum of 90 days per annum.

As of the end of February 2024, more than 7000 eligible vehicles had registered

for C4C - approximately 3.42% of all eligible vehicles in WA.

To find out more about the Concessions for Classics scheme, please visit: transport. wa.gov.au/licensing/concessions.asp

Transport Minister Rita Saffioti said, “We love to see well-preserved classic cars on WA roads, and the introduction of the rolling 30-year-old vehicle eligibility opens up the Concessions for Classics scheme to many more WA vehicle owners.

“We worked closely with DoT-approved motoring clubs to introduce this scheme in 2021, and I believe car club members will welcome the expansion of the scheme to include even more eligible cars.”

Green light for GCM and GVM standards for light vehicles in WA

The State Government has responded to calls from Western Australia's motoring industry amid the rising popularity of four-wheel-driving and caravanning, and introduced standards to safely increase maximum weights, known as Gross Combination Mass (GCM) and Gross Vehicle Mass (GVM) for light vehicles in WA.

The Department of Transport (DoT) worked in conjunction with the Motor Trade Association of WA and the Australian Automotive Aftermarket Association (AAAA) to develop and release to the public Vehicle Technical Bulletins VTB180A and VTB-181A.

VTB-180A and VTB-181A define the DoT standards for safely increasing the GCM or GVM rating of an eligible light vehicle that does not exceed 4,500 kilograms and

are based on Queensland’s modification code of practice and DoT’s current internal practices.

Only DoT approved modifiers and their preferred agents will be authorised to undertake and certify the re-rating of a vehicle’s GVM or GCM.

Motor Trade Association of WA Group CEO Stephen Moir said, “The new guidelines provide a clear pathway for industry to safely increase the Gross Combined Mass (GCM) of a registered light vehicle in WA.

“Safely increasing the GCM is important to 4WD owners and caravanners that carry extra weight in their vehicles and still want to tow the maximum tow capacity.” Further information is at www.transport. wa.gov.au/licensing/vehicle-safety-andstandards.asp

Transport infrastructure for the Kimberley

The 2024-25 State Budget is investing in transport infrastructure in the Kimberley. Country roads and regional transport infrastructure will be upgraded, with a $6.4 billion investment which includes $67.5 million for programs to build resilience in the Kimberley’s transport routes, comprising:

• $53.6 million towards the replacement of the single-lane Brooking Channel Bridge, which will also enhance the safety of the road and provide ongoing employment for

workers in the Fitzroy Valley;

• $8 million for upgrades to airstrips through the Aboriginal Community Airstrip Renewal Program, keeping communities connected; and

• $6 million in new infrastructure at the Port of Broome to build greater import capabilities and boost supply chains.

$16.4 million will also be spent over the next three years for biosecurity management, as well as $2.6 million for stockyard upgrades at the Kununurra checkpoint.

Port spending to boost WA’s economic potential

The State Government's 2024-25 State Budget will include $373 million in new funding for projects at Western Australia’s ports, continuing the Government’s investment in key infrastructure to set WA up for the future.

The additional funding will be allocated to a range of significant maintenance and upgrade projects, enabling all the State’s major ports between Broome and Esperance to provide ongoing capacity for our forecast growth in imports and exports.

New projects to be delivered with funding in the 2024-25 State Budget include:

• $117 million for major rebuilding and upgrade of berths and mooring equipment at Fremantle, Kwinana and Esperance;

• $101 million contribution to a major new cargo wharf project at the Port of Dampier;

• $84 million for sustaining capital works across all ports;

• $17 million for essential roadworks at Utah Point in the Port of Port Hedland;

• $16 million for recladding of bulk export sheds at Geraldton and Bunbury;

• $14 million in funding for an industry-supported Seafarers Centre at Port Hedland;

• $8 million for heritage renovation of historic Albany port buildings;

• $6 million for infrastructure to support first point of entry designation for Broome Port;

• $5 million for B Shed upgrade to improve the visitor experience and further activate the Victoria Quay precinct; and

• $4 million for planning for proposed new facilities in Esperance and Albany.

WA’s port authorities are all 100 per cent owned by the State and operate as Government Trading Entities.

Western Australia exported $263.5 billion of goods in the year to December 2023, and most of those goods passed through the State’s ports.

The State’s ports were also crucial in receiving the bulk of the $48.8 billion of goods imported in the same 12-month period.

FIGHTING RAIL SAFETY REFORM

By LARA JENSEN

In a recent update provided by the Office of the National Rail Safety Regulator (ONRSR), the families of rail crash victims I represent around Australia were informed that ONRSR would be using feedback from the public submission period on the draft Code of Practice on Level Crossings and Train Visibility to inform the draft code that is expected to go before all State and Territory Ministers by the middle of this year.

Following this update, I have since written to all State and Territory Transport Ministers to notify them on behalf of our rail safety advocacy group, Improve Train Lighting and Level Crossing Safety that the draft Code of Practice in its current form represents a completely missed opportunity for the long overdue train illumination improvements our families had so desperately hoped for.

In its draft form, the Code is nonbinding and devoid of enforceability measures for non-compliant rail operators and leaves the decision making of train and rolling stock visibility solely to railway stakeholders.

And most alarmingly, there are draft sections in the Code that encourage rail operators to do as little as they would like,

akin to more of the same self-regulation of the rail industry that our families have been forced to observe in our journey advocating for rail safety reform over the last two decades. We believe the directive from ONRSR should be that rail operators must do the maximum possible to improve safety, not the bare minimum outlined in the draft Code. As our families know too well, compliance with inadequate safety standards does not make an operation safe - exactly the scenario we see with the minimalist and voluntary standards in place in the rail industry today.

Currently, many stipulations in train and rolling stock lighting standard, Australian Standard AS 7531, provide only recommendations rather than requirements in relation to the conspicuity of both locomotives and rolling stock, in addition to the maintenance standards for reflective strips that continue to be recommended rather than mandated.

Collisions at unlit crossings disproportionally affect regional road users, where the level of safety provided by passive level crossings is completely unsatisfactory compared to more populated urban areas. Those impacted by these tragedies are those living in regional communities, just like our families campaigning for change and we are extremely grateful for the hard work, support and leadership progressing this issue by the organisations who have joined us in calling for these decades’ overdue safety improvements.

Specifically, I applaud the unequivocal stance taken by the Australian Trucking Association (ATA) the peak body that

And most alarmingly, there are draft sections in the Code that encourage rail operators to do as little as they would like, akin to more of the same selfregulation

represents 50,000 Australian trucking operators who have added their support to our families calls for train lighting to be a legal requirement through their public submission following the release of the draft Code.

In addition, the National Farmers’ Federation (NFF), the respected peak national body representing Australian farmers also called for the application of the Code to be mandatory stating in their submission that ‘rail safety which is self-regulated is inadequate’. Other reputable organisations including the Australasian College of Rail Safety and Engineers Australia that echoed calls for the application of the Code to be mandatory as well as for it to be reviewed and revised to ensure it covers all road users in all circumstances, including oversize trucks, pedestrians and cyclists, farm vehicles and towed vehicles.

It is time that all our State and Territory Transport Ministers act on meaningful rail safety outcomes driven by legislated, mandatory standards informed by common sense, research, coronial recommendations, science, and engineering that have all highlighted the need to improve train illumination over many decades. It is our view, as it is the view of our supporting organisations that the rail industry must take responsibility for the risks that it creates, and that based on the evidence now available it is no longer acceptable for the rail industry to resist visibility improvements to trains and rolling stock without explanation, nor is it acceptable for the national regulator, ONRSR or the government to allow the rail industry to do so.

WA farmers face hardship with drought conditions

Acritical situation is facing not only farmers, but owners of livestock throughout Western Australia with a lack of hay resulting from a lower than usual yield last season, ongoing dry conditions and what hay is available is being sold at record-high prices.

The problem is particularly bad in the Southwest and Great Southern regions and farmers are facing the heartbreaking decision of destroying their livestock.

Some suppliers have been capitalising on the hay shortage and selling round rolls for more than double their usual price.

A farmer near Albany shared his plans to euthanize up to 3000 sheep due to these challenging circumstances. This not only affects farmer’s livelihoods but also takes a toll on their morale and mental health.

WA sheep farmers are calling for the need for an extension to the live sheep shipping season beyond the June 1st moratorium deadline. If this was granted, even a two week extension it could potentially allow for additional voyages and move an extra 100,000 sheep out of the state.

The State Government has opened a new Drought Response WA website and

24/7 hotline which is a one-stop online destination detailing all the financial and mental health support available to farmers doing it tough. It also includes up-to-date advice for livestock owners, as well as budgeting tools and calculators to assist with economic decision making.

In addition, a regular Weather Matters video with expert analysis of the 10-day forecast and seasonal outlook will feature on the website.

Applications are now open for the $2 million in hardship grants, which are part of the State Governments $8.6 million funding package to support WA farmers.

Primary producers facing financial hardship can apply via wa.gov.au/ droughtresponse for up to $5,000 per business to help cover the costs of stockfeed, water and transportation.

A further $4 million will be provided in the form of interest-free loans. Primary producers will be able to apply for up to $25,000 per business to cover the costs of stockfeed, water and transportation.

These loans can also be used to establish feed silos, water tanks and improved irrigation systems or any other infrastructure that supports drought resilience. The loan is repayable over five years with no repayments for the first two years.

Loan applications opened late May via the website and farmers can also phone a 24/7 hotline on 1300 489 832 and speak to a trained operator who will be able to connect callers with grant information and services most relevant to their needs.

The good folk from Farmers across Borders – Hay from WA have been hard at work delivering hay to affected farmers throughout the state. This volunteer group of farmers, truck drivers and grassroots community members needs to be commended for their ongoing contribution. If you need help or can donate, please reach out to them at www. farmersacrossborders.com.au/.

More than $5 million in funding for South West businesses

The WA Government has allocated more than $5 million to 19 former native timber industry businesses through round two of the Small Business Development and Diversification (SBDD) grant program.

Western Australian businesses with a demonstrated reliance on native timber were able to apply for funding

of up to $400,000 to invest in business diversification and job creation and this has included transport companies.

Successful projects have shifted into other services or sectors such as earth moving, road construction, fire prevention, and alternative sustainable timber products.

The previous round of SBDD grants saw 20 businesses across Perth and the South West

region approved for a total of $7.2 million.

The decision to end native forest logging from 2024 saves an additional 400,000 hectares of karri, jarrah and wandoo forests, resulting in the protection of almost two million hectares of native forest for future generations.

For more information visit www.wa.gov.au/nft

OWhat the State Budget means for transport in Western Australia

ver the next four years a total of $11.8 billion has been allocated for new road, rail and transport infrastructure projects across Western Australia, part of the State Government's overall $42.4 billion investment in new infrastructure across the State.

A total of $13.4 billion will be invested on the State's roads over the next four years, to deliver new infrastructure, upgrade and maintain existing roads, manage the network and undertake future planning. This will include $4.5 billion of investment in regional WA. Additional funding has also been allocated to address unavoidable cost increases for labour, equipment and key materials.

Major projects currently being delivered across the State include:

• Bunbury Outer Ring Road;

• Albany Ring Road;

• Causeway Pedestrian and Cyclist Bridges;

• sealing of the Tanami Road; and

• Mandurah Estuary Bridge Duplication.

Funding will also continue to be invested in the Regional Road Safety Program, the biggest road safety initiative ever undertaken in Western Australia. The program is delivering low-cost safety treatments like sealed shoulders and audible edge lines to the State's entire regional road network.

To date, nearly $1 billion has been invested into the program delivering upgrades to around 8,500 kilometres of the State's regional road network. That number is expected to grow to around 9,000 kilometres by the end of the 2024-25 financial year.

The State Government will also invest additional funding into a number of new and existing transport initiatives including:

• $53.6 million towards the replacement of the single-lane Brooking Channel Bridge in the Kimberley;

• $38 million for the replacement of the Congdon Street Bridge;

• $29.3 million for upgrades to regional and remote airstrips;

• $18.7 million to replace Barrack Street Jetty One;

• $10.3 million to permanently expand the routes for the Red and Blue CAT buses;

• $10 million to expand school zone speed limits to all warden-controlled crossings;

• $5.2 million to expand the Zero Emission Vehicle Rebate scheme; and

• $2 million for a feasibility investigation into an expansion of Perth ferry services.

The 2024-25 State Budget provides $4.8 billion over the next four years to deliver the transformative METRONET program, supported by $2.9 billion in funding from the Commonwealth Government.

This includes an additional $254 million in State Government investment for the METRONET infrastructure program in this State Budget, with the Yanchep Rail Extension to commence operations in July, the historic Morley-Ellenbrook Line on track to be completed by the end of 2024, and a further three major rail projects expected to be delivered in 2025 (the Victoria ParkCanning Level Crossing Removal, Byford Rail Extension and Thornlie-Cockburn Link).

Completion of these five major METRONET rail projects will see the delivery of:

• 17 new train stations;

• 61.5 kilometres of new tracks;

• 5.5 kilometres of new elevated rail;

• six hectares of new public open space; and

• the first east-west connecting rail between the Mandurah and Armadale Lines.

The METRONET program has also seen the removal of 15 level crossings around Perth.

Premier Roger Cook said, “Right across WA we're investing in our road network, including billions of dollars for major regional road projects and upgrades, improving road safety and cutting travel times for regional Western Australians.”

Transport Minister Rita Saffioti said, “Our Government is absolutely focused on ensuring we deliver a better transport system for the WA community, with significant investment across regional Western Australia and in Perth over the next four years.” For more information, visit ourstatebudget.wa.gov.au

Heavy vehicle safety is a priority says King

The Minister for Infrastructure, Transport, Regional Development and Local Government, Catherine King has said that heavy vehicle safety is a priority for the Australian Government when she spoke at Trucking Australia 2024.

Minister King acknowledged the catastrophic number of road fatalities last year. 1,266 people were killed on our roads, a 7.3 per cent increase compared to the previous year.

“Around 15% of all road crash fatalities in Australia involved a heavy vehicle, “she said.

“While heavy vehicles do crash less often than other vehicles, these crashes are more likely to result in a serious death or injury – regardless of fault – due to the greater mass involved.

She acknowledged that many in the room would know personally some of those who lost their lives or were injured on our roads – and her thoughts were with them.

“That is why heavy vehicle safety is a priority under our government,” she said.

HThe Reg Blewett Memorial Annual Inspection Day

CVC members gathered at Kevin’s Water Cartage for our annual inspection day on the 14th April. It was a casual morning with six trucks and about a dozen members – all enjoying the sausage sizzle and a yarn.

All the trucks that were inspected were in good shape and ready for the next trip or event. Well done to Paul Tomas and Rod Boyd who worked in the pit on the inspections and our thanks to Kevin O’Connor for supplying his workshop and yard so we can keep this event on our calendar.

Members' trucks

In the pit under Kim Martin’s Dodge

Kevin Toovey’s Dodge and Michael D’Amico’s Kenworth

Brian Brooks International R200

Kim Martin’s Dodge ready for inspection

Eddy and Peter cooked up a feed Rod and Paul inspecting Mel Taylor’s Chev

Members’ vehicles in front of Kevins Water Cartage trucks

The History of the West Australian Road Transport Industry History

By Russell McKinnon

2009

Freight Committee Chairman Kerry Craig resigned on February 25, 2010 and was replaced by Peter Beach. Ian Harrower and Ray U’Chong were elected to the Vice Chairmen roles at the WARTA Annual General Meeting of October 14. Elected to the Committee of Management were Freight Division Chairman Kerry Craig and Corporate Services Committee (formerly the Training Division) Chairman Stewart Baird. Chairman Derek Nathan noted the forthcoming Chain of Responsibility as the major talking point of his report. CEO Ian King noted the following important points in his report: Opportunity we had with the State Government; Issues relating to Main Roads endeavouring to introduce changes to the axle spacing and to draw bar lengths and the permitting issues; ongoing serious issues relating to Fremantle Inner Harbour; changing face of the Training Division due to current market conditions; and the importance of sponsorships. Viv Hall expressed concern over Fremantle Port operations and how very little was being achieved. “The Port Authority was still being disruptive, what with their traffic barriers and access and delays were a daily event.” TFWA Manager Freight Operations Tom Maughan stated that Fremantle Port Operations was holding separate meetings with invitations being issued to selected transport operators and TFWA was being treated exactly the same — by invitation. Chairman Nathan answered a question regarding the Cohn Street premises and that they were past their use-by date, being a 50-year-old building, which was past fixing and not the image TFWA wanted promoting to its clients. He said TFWA “had a long-term goal of building a Trade Training Centre (TTC), which would combine four high schools in the

surrounding area joining forces with us so that we could develop the TTC for the Transport & Logistics industry”.

National Transport Insurance conducted a study into truck accidents during 2009 and concluded: “In fatal crashes involving other vehicles, the other driver was at fault in 82 percent of the accidents; fatigue-related serious truck crashes have reduced by 50 percent since the last study; since the first research study in 2002, the frequency of serious truck crashes has decreased by 27 percent; 23 percent of serious truck crashes occurred on Australia’s National Highway 1; the Hume Highway is the best-performing highway with the fewest major accidents; the bigger they are the safer they are — B Doubles carry 46 percent of freight yet account for only 28 percent of serious truck crashes.

2010

Much discussion was minuted from the January Committee of Management Meeting rega rding the proposed

TFWA-owned one-stop-shop Trade Training Centre and possible new TFWA headquarters at proposed sites off Abernethy Road in Belmont. “The Chairman summarised the situation as stating that with TFWA providing a one-stop facility we have set ourselves above Government and would be seen as visionary when it comes to the Road Transport Industry. The Chairman reiterated that no commitments have been made to any party and whilst agreement in principal was provided at a previous Committee of Management Meeting, to develop a concept plan, the purpose of today’s presentation was to bring everyone up to date on the various meetings, discussions, and planning sessions.”

TFWA moved into its new headquarters in Star Street, Kewdale on February 1 with the first training scheduled for February 22. TFWA was sub-letting from Goodyear Tyres for a period up until January 2011. The racking from the rear building has been installed in Star Street and the premises offered to a company, which would offset costs.

The Livestock and Rural Transport Association of Western Australia (Inc) is the only transport association in WA specifically representing rural transporters.

We are a strong voice for rural WA, ensuring that policy decisions support the viability and safety of rural transporters, primary industry and the communities they service.

Members of the Management Committee are hands on business people, most of whom would drive a truck weekly and travel on nearly every road in WA’s 150,000 km road network in the course of a year.

This close proximity between transporting operations and the advisory role means that representatives of the Association are at the coal face and as such are able to provide that all too rare practical hands on advice in committees, consultative forums and meetings.

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