WA Transport Magazine May 2024 edition

TWORKERS

he recent tragic truck crash on the Eyre Highway in South Australia has shown all of Australia what we have known for a long time and have been banging on about. The transport industry needs a complete overhaul of the truck driver licensing system.

It’s time for governments to look at apprenticeship systems in the transport industry and improved training for truck drivers upon entry into the transport industry when navigating through the licensing classifications.

It is time for Governments to standardise training for truck drivers across Australia. The current system lacks consistency and fails to adequately prepare drivers to be job ready or for the challenges they may encounter on the road. Governments must prioritise the implementation of apprenticeships and improved training programs to ensure that drivers receive the necessary skills and expertise to operate vehicles safely from the moment they get behind the wheel.

It is time for Governments to recognise the transport industry as a profession, not just an industry that delivers the clothes on your back or the food on your table and everything you see or use.

Truck driving is the most dangerous occupation in Australia yet there is no standard training or requirements for the training to deliver safe job ready drivers behind the wheel of trucks.

No requirement for load restraint or how to secure a load, no training around how to manage fatigue or training to understand the dangers of not resting. Drivers aren’t given training in what happens when they drive while tired, nor Chain of Responsibility compliance

Transport Reform: A Call for Standardised Training in Truck Driver Licensing

By Tim Dawson | Branch Secretary

and awareness of the drivers’ rights and minor vehicle maintenance training. None of these are required before you sit for a licence. Until they are mandatory, prior to drivers sitting for a licence, all the words from Governments about road safety are just hollow rhetoric.

In addition to standardised training, there is a pressing need for proper assessment of all foreign drivers entering the Australian transport industry. Without rigorous evaluation and certification processes, there is a risk of inexperienced and unqualified drivers getting put behind the wheel of a truck

It is reprehensible that politicians, departments of government, senior public servants, and regulators know what the issues are and do nothing

who pose a danger to themselves and others on the road. This must be enforced by law; another reason is to prevent any incentive for companies to take shortcuts in training or use exploited labour.

It is reprehensible that politicians, departments of government, senior public servants, and regulators know what the issues are and do nothing. Do nothing to stop the deaths of truck drivers and the public on the roads of Australia. The whole system needs to change, and the Transport Workers’ Union

has been calling for improved training and apprenticeship schemes for several years. There needs to be standardised driver training across the country these people have the power to make a difference it’s time they made training drivers safer.

Another reason we are in this transport crisis, lies a dangerous dynamic perpetuated by wealthy clients at the top of transport supply chains, including retailers such as Aldi and Amazon, who often squeeze transport contracts, leaving operators with little choice but to cut corners on safety and training. The financial strain imposed by these contracts can lead to skipped or delayed maintenance and repairs, rushing to meet unrealistic deadlines, and staying on the road for extended periods, all of which increase the risk of accidents. Is it little wonder there are no resources for adequate training? Another reason Governments need to make training mandatory.

In response to mounting pressure from within the industry, Federal Parliament recently passed lifesaving transport reform aimed at establishing enforceable standards within transport supply chains. This legislative milestone reflects a united call for urgent change, but the work is far from over. Now, the industry must remain united to ensure these standards are swiftly implemented to prevent further loss of life.

The industry is as united for the implementation of an apprenticeship system and national standards for the training of drivers and transport workers as it was for Transport Reform. It is time Governments listened to the transport industry regarding a safer training system with a national standard.

A safe transport industry is safer for everyone.

NEW LICENSING AND TRAINING LAWS NEEDED

Government needs to change the system

By KAREN-MAREE’ KAYE

The Australian transport industry has taken to social media to offer condolences and tributes to the families of those lost in the horrific twoway truck crash that claimed three lives and shut down the Eyre Highway 27 kms west of Yatala in April.

Most heartbreaking is that one of those killed was an industry legend and grandfather, 77 year old Neville ‘Slim’ Mugridge – a man with more than 50-years’ experience behind the wheel.

Mr Mugridge’s employer of 40 years, TML Transport started a GoFundMe in order to help his wife pay for the ‘send-off he deserves’.

Mrs Mugridge thanked the public for their support and said she would use the funds to put pressure on authorities to

make our highways safer.

Slim was a colourful character and loved by many and in her own heart-rending tribute Mrs Mugridge told 9News that truck driving was in his blood, “He just couldn’t give it up, because he tried to retire twice.”

45 year old Yadwindeer Singh Bhatti was the driver killed in the other truck along with a passenger and his widow has said the family has been left shaken by her husband’s death.

With crash investigations underway it is yet unclear what happened but onlookers could do nothing to help as both trucks burst into flames.

Like never before, industry has united to question their own mortality on Australian highways and share their own experiences on social media - making it evident that a multi-

faceted change is needed from all directions – training, licensing, culture and more accountability and action from government.

Culture

The Transport Industry of old, when ‘mateship’ and support for one another represented the fabric of its existence and the days when drivers were attracted to it as a career path because of the lifestyle have long since disappeared.

With increased regulations from not only governments but their own clients – often working against basic ‘common sense’ we have lost many of the older experienced drivers and this profession has become increasingly unpopular as a career choice for the younger generation.

Industry bodies have been warning

Neville Mugridge – Image courtesy GoFundMe

government for a decade or more that there was going to be, and is now - a massive driver short fall; and in most parts have been ignored. This coupled with an exponential increase in population – transport companies are desperate for drivers.

Accidents and fatalities are increasing and it would seem that quantity is put over quality in order to put bums on seats.

New immigrant drivers are now part of our industry and to their credit – they want to work.

In many cases they have come from countries where there is little or no transport culture. In India, road trains were only introduced to select routes in 2019. Most entering the Australian transport industry are entry level; driving vans and small trucks.

We hear daily of speeding, near misses, sitting on the centre line, traversing into oncoming traffic, tail gating, two to whole convoys not giving any room in between vehicles for others to pass safely, not communicating on the radio, not speaking English… the list goes on.

These actions have understandably led to discontent in industry and a lot of our drivers say they do not feel safe on the road anymore.

It should be asked – are all immigrant drivers displaying this behaviour and the answer is no.

Look at the taxi industry and you will see comparisons. There are those who are in a rush to finish the job; driving like they are on a racetrack tail gating the vehicle in front of them - then the ones who follow the road rules, respect other road users, themselves and their passenger.

Things are not as one sided as many would think but if industry wants change then ‘all’ racist remarks have to stop on social media – everywhere. There are clowns in every circus - and we have plenty of our own. But importantly, in order to initiate change the government is needed –and they are unlikely to help at all or even listen if racism is present in any form.

It is also unhelpful that not enough statistics are taken or supplied by governments to industry so that a clear picture can be seen. Industry must demand that governments do better on their reporting and supply of statistics, and the quality of those statistics.

What is clear is that Australian transport culture needs to be reshaped – an industry that supports and acknowledges those who follow the road rules and drive safely ‘regardless of race’ and in lack of policing,

This will require that the authorities work directly with the transport industry to remove those from our roads who do not value life

use the technologies and reporting available through dash cams and camera’s to notify the authorities of unsafe and unlawful behaviour on our roads.

This will require that the authorities work directly with the transport industry to remove those from our roads who do not value life.

So how do we reshape a new culture?

By ‘setting an example’ and making this about competency only. By acknowledging the good drivers and even small achievements so they will begin to learn the ‘old school’ mateship that has always held the industry together. And by removing those through the proper channels who blatantly put lives at risk by not following the road rules.

Training and Licensing

It is shocking to see how easy it is for ‘anyone’ to get a MC license in Western Australia.

You only need to hold a HR or HC license for one year prior according to DoT website. You don’t even have to drive on it during that time in order to gain the experience.

This is the first mistake in this system. Surely, obtaining a HR or HC license is the prerequisite to gaining experience on the road and the vehicle before you move onto a bigger combination. It defies belief that government have not made it mandatory that verifiable logs are kept to prove you have gained minimum hours of experience.

Your next step is to find a Registered Training Organisation (RTO) pay around $2500 and sit their MC Course.

These courses on average offer less than 10 hours actual driving experience, more if you need it - plus you take a theory test, read some literature and watch some presentations in your own time. Usually a two-day course, which on completion you

do a Practical On-Road Assessment. If you pass you receive a Statement of Attainment (SoA) which qualifies you to receive your MC License.

Industry rightly say that driving schools should be just that – driving schools and that it is imperative that assessments based on actual competency go back to being performed by the government - because the reality is the driving school will not want to fail their own students.

Everyone agrees that jumping into the big stuff with minimum experience is contributing to the increasing road toll for long haul truck drivers and have suggested that increasing the HR and HC time frames with verifiable reporting that experience is being gained before a driver can move onto MC is the answer.

They have also suggested that the MC License itself needs to be tiered as B Doubles and Road trains are two different vehicles.

With the current system, it does not take Einstein to realise that it is possible that a person with 9 or 12 hours total driving experience in a MC vehicle, who perhaps has had no other on road experience in HR or HC because there are no regulations to say they need to with the exception of receiving the training to qualify them for the license can apply for a job with a transport company who is desperate for drivers. Of course the company will give them training but this seems to vary across the industry.

When you hear of a driver having to ask another driver to reverse their truck for them – because they don’t know how to - you have to question everybody within this chain.

A good step would be if government actually supported the transport industry and offered proper incentives to transport companies themselves to incorporate a tiered and progressive, step by step training scheme for all new drivers. This would need to take into account the size of the operation (Owner Driver or Fleet) and would need to be audited and enforced by government.

Industry understands that these moves would make it harder to find drivers and tightening the training and process to obtain a MC license will push people away as it is too hard, but on the other hand increasing accidents and fatalities will also push people away because the job is too dangerous.

There needs to be new laws and common sense systems for all concerned so that the lives of all those already lost have not been in vain.

FROM THE PUBLISHER

Congratulations to everyone involved with the 2024 Mack Muster and Truck Show which as to be expected was a resounding success. You should all be proud of yourselves, the organisers and the attendee’s and I believe it is now Australia’s premier truck show too.

In this edition, there seems to be two main focuses. This year’s Mack Muster which I have given as many pages as possible to show off all your trucks… and the sad side of business – the ever increasing loss pf life of long haul drivers and operators in our industry.

Never before have I seen so many people take to social media from our industry Australia wide - all concerned about the present situation. I have read your comments and posts and have done some research of my own into our licensing system, what industry can do to optimise change (and not do) which is on Page two of this edition.

It worries me that there is a lot of misinformation in this industry. There are many important things that we take

as ‘gospel’ which are in fact not correct. These include, on the job training, the blaring loophole in the licensing system and who do you actually contact when you see something dangerous, unlawful or just plain stupid in our industry. Over the next editions I will uncover each of these and in this edition on page 20 I have put who to contact to report issues so that industry gets a result.

I also want to point out that what seems lost is that there are individuals and bodies already working on these matters such as Western Roads Federation who have already met with all the authorities and given them a plan (Page 10) and whilst your voices to government officials will help raise awareness; supporting the bodies such as WRF, LRTAWA and TWU who are actually already doing the work is a good idea to help yourselves too.

Thank you to all the supporters of the magazine and welcome to the new readers.

Best,

Contents

regards

consequences

outcomes of anything done or omitted, or being in reliance whether partly or solely on the contents of this

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.

Major milestones reached on Albany Ring Road project Require train lighting by law

The Albany Ring Road project has reached two important milestones, with the completed section of road between Albany Highway and South Coast Highway and the new bridge connecting Hanrahan Road to Frenchman Bay Road which are both open to traffic.

Opening the section of the Ring Road between Albany Highway and South Coast Highway will improve access to and from Denmark for residents of Albany's northern and eastern suburbs.

The opening of the Frenchman Bay Road

Albany Highway and Princess Royal Drive, including three grade-separated interchanges at Albany Highway, South Coast Highway and Frenchman Bay Road.

The new road will divert heavy vehicles around Albany, improving freight efficiency, reducing congestion and improving safety on existing local routes, including Albany Highway.

The entire Albany Ring Road is funded by the Australian and Western Australian Governments and remains on track to open before the middle of the year.

The new road will divert heavy vehicles around Albany, improving freight efficiency, reducing congestion and improving safety on existing local routes, including Albany Highway

bridge over the rail line will address one of Albany's most congested intersections and improve access between Little Grove and the CBD, and enable the final pavement and sealing works on the main Ring Road alignment to be undertaken over the coming months.

The Albany Ring Road project is the biggest road project ever undertaken in the Great Southern region – delivering a freeflowing, 11-kilometre connection between

The Western Australian Government also announced in February it would fund works on a $37 million flyover at the intersection of Menang Drive and Chester Pass Road, with construction scheduled to commence later this year.

The new flyover will further maximise the efficiency of the Albany Ring Road route by providing freeflowing access from Chester Pass Road all the way to the port.

New depot in Hazelmere for ACFS Port Logistics

ACFS Port Logistics have announced the opening of their new depot in Hazelmere which is fully equipped with a Warehouse and Container Yard.

Understanding the importance of a streamlined and reliable supply chain, ACFS Port Logistics says their new depot will strengthen their position as a trusted partner in the logistics industry and they are confident that this expansion will enable them to better serve their clients.

With this off port expansion, the ACFS capabilities across Perth will be more enhanced and the Hazelmere site is a state of art facility with a five star Green rating

with a 99kw Solar System. This is part of ACFS Continuous Improvement Program to reduce its Carbon Footprint. The new depot will be a multi-site warehouse which will service a range of customers for their logistical needs and offers a 15,000sqm warehouse with racking capacity to store 20,484 pallets at various heights, four recessed docks and all are customs and quarantine approved.

The Container Yard equipment includes Reach Stackers which will be dedicated to the site to allow a seamless operation and the facility offers 36 Power charging points for reefer storage.

L

ighting and illuminating trains more effectively must be a legal requirement to save lives at level crossings, Australian Trucking Association Chair David Smith has said.

Mr Smith was releasing the ATA’s comprehensive response to the Office of the National Rail Safety Regulator’s (ONRSR) draft Code of Practice on Level Crossings and Train Visibility.

“The code’s voluntary and non-binding nature is problematic for improving train illumination. Accidents at night-time represent a significant proportion of total road deaths, suggesting that decreased visibility plays a significant role in collisions,” Mr Smith said.

“Road users and rail workers are dying, and better lighting on locomotives and wagons, such as flashing beacon lights and side lights

Trucks are required by law to meet minimum lighting and illumination standards. There is no reason why trains should not be subject to similar requirements

could prevent crashes and save lives.

“The ATA strongly advocates for making lighting and illumination a legal requirement, emphasising that train conspicuity is a critical aspect of level crossing safety.

“Trucks are required by law to meet minimum lighting and illumination standards. There is no reason why trains should not be subject to similar requirements.

“The ATA has called for the code to be transitioned into regulations under the Rail Safety National Law to ensure greater accountability and safety compliance in the rail industry.

“The ATA urges ONRSR to seize this opportunity to demonstrate the rail industry’s dedication to achieving zero deaths and serious injuries at level crossings,” he said.

Reminder to ensure all vehicles and components are appropriately rated

Main Roads Heavy Vehicle Services (HVS) would like to remind all transport operators of the legal obligation to ensure you only use adequately rated vehicles and vehicle components for the load you are carrying.

You can check vehicle ratings, such as Gross Vehicle Mass (GVM), Gross Combination Mass (GCM), and Aggregate Trailer Mass (ATM), by looking at the compliance / modification plate on

each vehicle, or by checking the VIN-specific manufacturer’s rating letter, where applicable.

You can check the rating for vehicle components, such as axles, suspensions, tyres and tow couplings, via the relevant manufacturer. For certain components, such as tow couplings, there is also a legal obligation for the manufacturer to affix a rating plate to the component itself.

In addition, to assist transport operators in ensuring their trailers and tow couplings are adequately rated, HVS has also provided our online ATM Calculator and Tow Coupling D-Rating Calculator that can be found at www.mainroads. wa.gov.au/heavy-vehicles/permit-order-scheme/

This is your responsibility as the vehicle operator. It is not an excuse to say, “I bought the vehicle for a specific task, so assumed the manufacturer provided appropriately rated components”.

Ensuring vehicles and their components are adequately rated for your transport task is not only a legal obligation but is also part of your responsibility to ensure road safety.

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

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The importance of being a truck driver has been in the public eye several times in the last few years. During COVID-19 truck drivers knuckled down and kept the supermarket shelves full. The recent flooding on the Nullarbor stopped the east west train service and again it became the job of trucks to come to the rescue.

When I started truck driving and people would ask me what my occupation was, I always said I’m ‘just’ a truck driver as though I thought I didn’t have an important job. It soon became apparent to me that everyone’s job is important and it doesn’t matter if you are a cleaner in a shop, a garbage collector or a truck driver you are a necessary part of keeping our country going.

The recent article in this magazine by Carol Messenger saying that truck drivers are treated poorly by nearly everyone in the supply chain is true.

You may think she is just another whinging truck driver but I join her in saying she has hit the nail on the head and it’s time this poor treatment of drivers is addressed.

People leave the industry if they are not appreciated and treated poorly. Truck drivers generally are conscientious and diligent workers taking pride in delivering freight in good condition and on time. It comes as a big shock when we arrive at our destination and are often abused and sworn at for arriving either early or late. It not matters how difficult the trip was and that we have been driving for several days experiencing bad weather and flooded roads.

We take the abuse on the chin because 1. We want to get unloaded and 2. They are the customer and we need to stay pleasant to keep our job. You learn to harden up and oblige them or otherwise you can be made to wait several hours until they get around to unloading your truck.

Speaking of waiting, it is rare we are offered facilities were we can sit in an air

and you were offered showers, a room to catch up on sleep, a meal and even food to take away with you - all free of charge. These types of stops make you feel appreciated and make up for the less desirable experiences.

Nearly every transport yard now requires you to do a ‘time consuming’ safety induction training course on our own unpaid time. The information detailed is ‘common sense’ and frankly is time wasting to experienced operators.

Same with PPE - bright visible clothing and safety boots makes common sense. I did get into trouble once when I visited a big transport yard in Karratha. I drove into the yard and parked in the normal unloading area, hopped out of the truck with all my PPE on and proceeded to remove the straps ready for the forklift driver to unload me. I knew I was in trouble when I saw the safety officer marching quickly towards me with a determined look on her face. The conservation went like this.

The recent article in this magazine by Carol Messenger saying that truck drivers are treated poorly by nearly everyone in the supply chain is true

conditioned room and have a coffee on arrival. Some destinations are really good and they could not do enough to help; but many see us as an interruption to their day.

I can count on one hand the good destinations where after driving several days the unloading was quickly achieved

She said, “I can’t unload you because you don’t have the correct PPE on.”

I replied, “I am wearing the same PPE I had on the trip before and the trip before that so what’s the problem?”

She replied, “You do not have reflective stripes on your shirt.”

I asked why I needed the stripes and she replied that by having the stripes I was more visible - especially at night.

I responded, “We only ever unload in day time plus you were able to see me from your office without the need of reflective stripes.”

I learned quickly that you do not question the safety officer because I was threatened with banishment from the transport yard. You learn quickly not to question senior management and you soon learn where you sit in the chain of transport. Do not rock the boat.

We do a good job often under extreme circumstances and all we ask for is a bit of respect and appreciation for a job well done.

New multimillion-dollar program to build Kimberley resilience

The WA State Government has launched a major new resilience program for the Kimberley region, which has been impacted by a number of catastrophic weather events in recent years.

The Kimberley Resilience Program will include an initial $67.5 million investment into a range of initiatives and projects that will boost supply chains and support the region to better respond to emergencies when they occur.

Among the initial measures being delivered through the program are:

• new infrastructure at the Port of Broome to build greater import capabilities ($6 million);

• upgrades to airstrips through the Aboriginal Community Airstrip Renewal Program ($8 million); and

• replacement of the single-lane Brooking Channel Bridge with a dual lane crossing ($53.5 million State

Government contribution).

Improving infrastructure at the Port of Broome will support both the development of the port as a first point of entry (FPOE) and import capacity in times of emergency.

Replacing the Brooking Channel Bridge with a dual lane bridge will add to the supply chain resilience of the region, enhance road safety, and provide ongoing employment opportunities in the Fitzroy Valley region, following the success of the Fitzroy River Bridge replacement project.

The major package comes on top of other projects currently being delivered and recently completed including:

• the replacement of the Fitzroy River Bridge ($250 million);

• the replacement of three singlelane bridges on the Great Northern Highway at Arthur Creek, Tickalara Creek and Frog Hollow Creek ($33 million joint Federal and State

Government investment);

• sealing 313 kilometres of the Tanami Road ($542.7 million joint Federal and State Government investment); and

• sealing the runway at Warmun airstrip ($5 million).

Further initiatives are being considered and may be included in the Kimberley Resilience Program at a later date, with the State Government engaging closely with the Federal Government on potential funding arrangements.

Transport Minister Rita Saffioti said, “This program is about ensuring the region can better respond to emergencies when they arise and ensure supply chains are as resilient as possible.

“We are targeting investments in key areas of the supply chains including at the ports, airports and roads.”

Over to you

WESTERN ROADS FEDERATION by Cam

Dumesny, CEO

No more talk – it’s time for action

The recent tragic road accident deaths on the Perth to Adelaide route have left many families and friends grieving.

Furthermore, it has raised serious questions about our industry's declining safety and professional standards.

It is time to face up to reality and take action.

Has the professionalism of our industry declined?

Routinely now, I am texted pictures of

‘old mate’ losing a trailer whilst driving, or trying to do a U-turn in a road train where even a mobility scooter would struggle, or a road train running out of fuel on the Nullarbor etc. That doesn't include the social media posts of trucks on fire, trucks cutting in front of trains etc. etc.

The Authorities Have Lost Confidence

Across the country, questions are being

increasingly asked about industry professionalism and safety by Police, Regulators, Emergency Services, Policy Makers, Insurers, Local Governments and our own operators and drivers.

Industry Will Pay

Those killed in the road accidents and the family they leave behind are paying the ultimate price. A price that reflects on the failure of our industry to fix the safety

$45 million for regional road safety upgrades

T

he Federal Government has committed $45 million to invest in bridge and road safety upgrades across regional and rural Australia. Over $25 million will be shared by 14 projects under the Bridges Renewal Program (BRP), with over $20 million supporting five projects under the Heavy Vehicle Safety and Productivity Program (HVSPP).

The BRP supports upgrading old and worn timber bridges to modern structures

that can take more weight, are better equipped for major weather events, and are safer for both vehicles and pedestrians.

The HVSPP supports improvements to roads used in freight routes, including the installation of intersections, widening roads, sealing roads and installing safety barriers - to increase the productivity and safety of heavy vehicle operations.

For WA the projects include a $5 million to upgrade Route 1 of the Wedgefield road

network at Wedgefield, including widening and sealing approximately 580 metres of road, installing precast box culverts to mitigate flooding, and pavement upgrades.

The BRP and HVSPP will consolidate into the Safer Local Road and Infrastructure Program (SLRIP) from 1 July 2024 – with an additional $50 million to be added to the new program.

For more information, visit: investment. infrastructure.gov.au/about/local-initiatives

problems within our industry.

But there are other costs that the industry will pay, such as:

• Insurance premiums will rise significantly, due to the national increase in truck versus truck accidents and high insured costs of such accidents

• Governments are under pressure from local governments to restrict heavy vehicle access on some routes

• There are now increased reports from members of experienced drivers leaving the industry as they regard it as too dangerous

Above all, our industry pays a moral price if we do not pay respect to those killed by fixing the problems.

Recent Western Roads Federation Meeting

Western Roads Federation convened a meeting at short notice on April 12th with Police, Regulators, Emergency Services, Policy Makers, Insurers and some Operators from across the country. All shared the same concerns - that this cannot continue and action must be taken.

WRF are therefore proposing the following:

Immediate Action

Urgent action is needed to stem the road accidents, restore confidence to drivers and lower the emotions.

• Nationally co-ordinated four-week road safety blitz by a joint task force comprising Police, Regulators, Immigration, WorkSafe and DG Authorities

• This taskforce to be supplemented by a detail investigation process that will look into all fatal accidents nationally that involve a heavy vehicle to determine when and where the heavy vehicle driver obtained their licence

• State transport licencing authorities conduct random onsite inspections of RTO's that train and provide licences.

Medium Term

• Accelerate move to a nationally agreed Heavy Vehicle driver training standards

• Implement stepped licensing from HC to MC, by adding an intermediate licence class

• Implementation of the remote area driver education developed by WRF and NTRTA

• State Authorities bring Heavy Vehicle driver licence testing back in house

• nvestigate how WorkSafe laws can be applied to capture Customers applying undue pressure or awarding transport contracts without due regard to a transport companies safety systems and compliance

• Identify options to stop unsafe or high risk drivers flipping between companies

Restore Public Confidence

Several public confidence building measures are being considered. Sadly, lives have been lost which is heart breaking to family and friends.

We cannot bring them back, but we can stop turning a blind eye to the problems in our industry across the nation and actually ‘fix’ them.

No more talk – it’s time for action.

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.

Well, wasn’t that an event –

WA Mack Muster and Truck Show 2024

Another massive display of support from the Western Australian and Australian transport industry for the Mack Muster and Truck Show which raised a whopping $296,000 for the Harry Perkins Institute of Medical Research from a 360 packed room at the Friday night Sponsors Dinner Auction with big card items such as

a trailer donated by NTS and Mack Trucks Australia donating a Harley Davidson.

Saturday night saw 150 drivers attend Quarry Farm for the Drivers Dinner and Sunday saw 330 trucks and 8000 plus people coming through the gates in what will now be regarded as the ‘best’ Truck Show in the country.

This massive event is run by a small committee of eight people plus a bit of event help from Elevated Experience Co. and all the organisers and sponsors should be proud of what you have created.

Congratulations to all of the winners. We certainly have some slick rigs in our state and some fantastic historical vehicles.

Mack Muster and Truck Show 2024

Mack Muster and Truck Show 2024

Best Vintage Mack Rentco MGM Bulk Pty Ltd

James Giacci Mack 1966 R600 Flintstone

Best Mack 70-79 Rentco Robert Rutherford Robert Rutherford Mack 1970 Flintstone

Best Mack 80-89 Rentco Napoli Haulage

Barry Napoli Mack 1988 Superliner

Best Mack 90-99 Rentco Rowlspec Peter Rowling Mack 1999 Titan

Best Mack 00-09 Rentco SR Coyne Contracting

Darren Day Mack 2004 TITAN

Best Mack 10-24 Rentco Flexitrans Ben Ward Mack 2023 Superliner

Mack of the Show Rentco WA LIMESTONE

Freightliner of the Show Daimler Perth Vinsan Project Services Gary Freightliner Coronado

Volvo of the Show Truck Centre of WA East To West Plant Services

Richard McNamara Volvo 2024 FH16

Auswide Transport Solutions

Best Fleet Rentco GLW Freight Management

Best Rigid Rentco

Best Vintage Rentco Mel Taylor

Best Japanese Truck Rentco CJD / TRP Bibra Lake

Best American 70-95 Rentco Colli Timber and Hardware

Best American 96-24 Rentco Karragullen Cool Storage

Best Farm Truck Rentco

Best Working Truck Rentco Transpatch

Best Tipper Rentco Bandada Earthmoving

Best Custom Truck Rentco Mactrans

Best Cab-Over Rentco Stacks Haulage

Best Bonneted Rentco Shoosha Holdings

Best Heavy Recovery Rentco Pilbara Heavy Towing

Exceptional effort Rentco

Damian Tomms Kenworth 2023 T909

Kevin Small Kenworth 1972 WRS2

Mel Taylor Chev

Brad Downing Isuzu 2021 NPR45-150

Cesare Colli White Road Boss

Mario Cassoti Kenworth SAR

Ross Cunningham Kenworth 1985 W MODEL

Michael Frossos Kenworth 1975 SAR

Jake Hopkins Western Star 2006 4800

Chris Dwyer Mack 2013 TITAN

Wayne Clarke Mack 1986 Ultraliner 2

Terry Cutts Kenworth 2023 T909

Mike Green Kenworth

Gordon Regan

For putting together his Scania days before the show so he could show a generational lineup of Scania

Wedderburn’s 1927 Chevrolet

The Rhodes Ridley made a special trip up to be on show, a very unique truck with two Detroit 6V71 motors in a side by side configuration.

When the Rhodes Ridley was built in 1958, it was the largest truck in the southern hemisphere.

Mack Muster and Truck Show 2024

New Kenworth ready for work

Auswide Transport had a selection of their modern Kenworth's on show

(Right and below)

Paul Ramsay brought a fleet of old Mercedes trucks along mostly still in their working clothes. They would have brought back some memories for the older drivers

Bandana Earthmoving’s latest Kenworth project

Kokoda Heavy Haulage Old Scania III

Tim Montague’s Kenworth

The Outback Truckers

The Outback Truckers

Mack Muncher Kenworth

Immaculate Kenworths

Centurion Mack Superliner

Penns from Kalgoorlie Kenworth and Mercedes

MGM Pink Kenworth

GLW Freight Winner of the best fleet category

Mack Muster and Truck Show 2024

Mack Muster and Truck Show 2024

Diamond T

Daniel Ridolfo has just rebuilt this Kenworth for a client

Kelmscott Transport’s Ford

Pair of very nice Kenworth's belonging to Bishops Transport

Mack Superliner

W Model Kenworth "Miss Jackie B" Tawonga Station

View from the hill

Mack Muster and Truck Show 2024

Catalano's fleet Wayne Clarke's Western Star

New Kenworth and cattle trailers WA Limestone's Mack Valueliner

Kenworth S2

Ford 700

Colli and sons White Road Boss

Tonkin Highway Extension and Thomas Road Upgrades continue progress

Shortlisted contractors can now submit a Request for Proposal (RFP) for Stage One of the Tonkin Highway Extension and Thomas Road Upgrade, marking an important milestone in the project's procurement process.

The shortlisted consortia are made up of the following companies:

• Tonkin Extend Alliance (Laing O’Rourke, Garli, WSP and Arcadis); and

• Tonkin Extension Alliance (Georgiou, BMD, Civcon, GHD and BG&E).

Perth's south-west corridor is being enhanced with a 14km extension of Tonkin Highway to South Western Highway and upgrades to Thomas Road, to reduce traffic pressure and improve connectivity.

Stage One will see Tonkin Highway extended from Thomas Road to Mundijong Road as a four-lane dual carriageway, and Thomas Road upgraded to South Western Highway including duplication from Kargotich Road to South Western Highway and the construction of a grade separated interchange at Thomas Road and Tonkin Highway.

The works will provide a non-stop transport link between Oakford and

Mundijong, enhancing access to ports and the south west, and growing residential and commercial areas to the south, west and east.

Local residents and road users will enjoy safer and quieter communities by attracting heavy traffic away from local roads.

The project complements the nearby METRONET Byford Rail Extension, METRONET Thomas Road Over Rail,

The project will increase network capacity, improve road freight efficiency and ease traffic congestion on local roads now and in the future

and Thomas Road Safety Improvements between Kwinana Freeway and South Western Highway, to provide communities

in our south with greater access to our transport network.

An Alliance contract is expected to be awarded in late 2024.

An Expression of Interest for Stage Two of the project, Tonkin Highway extension from Mundijong Road to South Western Highway has also been released.

The project will support around 2,020 direct and indirect jobs during the construction phase.

More than $1 billion in funding is allocated for the project, with the Commonwealth and State Governments committing $749 million and $296 million respectively.

Transport Minister Rita Saffioti said, “The extension of Tonkin Highway represents the largest road investment Perth’s south-east corridor has ever seen.

“The project will increase network capacity, improve road freight efficiency and ease traffic congestion on local roads now and in the future.

“It will improve access to growing residential and commercial areas, the airport and the freeway, and better connect people to jobs and education opportunities.”

Rio Tinto celebrates WA businesses as regional supplier spend grows

In 2023, Rio Tinto worked with more than 2,400 suppliers in Western Australia and spent A$8.8 billion across the State. Of this, A$875 million was spent supporting local businesses located near its operations.

The company also increased its spend with WA Indigenous businesses by 35 per cent in 2023, compared to the year prior, with a record A$593 million spent.

In the Pilbara, Rio Tinto spent A$835 million with local businesses, of this A$499 million was spent with Pilbara-based Indigenous businesses. More than 80 per cent of these businesses were Traditional Owner businesses.

Since 2018, Rio Tinto has increased its annual spend with suppliers in WA by 78 per cent, as part of the company’s ongoing

commitment to support the communities where it operates.

Rio Tinto celebrated the contribution of its suppliers at its second Supplier Recognition Awards night. The awards recognise the company’s valued suppliers for their outstanding performance and the contribution they make to the company and the local community.

Any supplier or business that has worked for Rio Tinto across its WA operations could be nominated for outstanding performance and leadership across six categories. This year, around 200 supplier nominations were received, of which 18 finalists were selected.

Two major awards were also celebrated on the night – the WA Supplier of the Year and the Chief Executive Award.

Premier Roger Cook attended the event and presented the WA Supplier of the Year award to Monadelphous, while Rio Tinto Iron Ore Chief Executive Simon Trott presented the Chief Executive Award to Wesfarmers.

Rio Tinto Iron Ore Chief Executive Simon Trott said, “We are committed to sharing our success across the communities in which we operate by providing businesses opportunities to support local jobs for local people.

“We are proud of the momentum we have built over the last six years to partner with more businesses in Western Australia. As we invest in the future of our business and operations in Western Australia, we will continue to create opportunities for suppliers.

There needs to be accountability on both sides

By Cliff Graham

On many people’s minds is the sensitive issue of the high amount of truck accidents and fatalities.

Whether it is the lack of driver experience, weather conditions affecting the road surface, poorly constructed roads or just blatant arrogant driving by inconsiderate, impatient people - any loss of life is too many.

I have read many comments and posts on social media regarding the subject –showing how passionate and concerned people are about road safety and their future in the transport industry. A few posts suggest appropriate government departments need to be accountable, which to me means introducing more regulations and compliance.

What is really missing is police presence. However in my opinion it seems that the government regulations and the cost of minor non-compliance penalties has been part of the reason preventing kids from going in trucks with their parents or relatives in order to learn the job.

Nowadays, you’re not allowed to get up on trailers over a certain height, you’re not allowed to double freight and there are so many regulations regarding loading and unloading trailers. What we used to put on one trailer years ago needs to go on several trailers hence the need for more trailers, more trucks and more truck drivers.

If anything goes wrong it can be ugly with a 600+ horsepower combination doing 100 km an hour and can involve innocent road users.

When I first started driving a road train

at 18 years old, I drove into a grain receiving terminal a bit quicker than I thought I was going. A couple of ‘old school’ drivers shook their fists and swore at me for going so fast. I took it on the chin because I wanted to learn and be accountable for my actions. I wanted to be the most professional I could be in the industry I am so passionate about.

I told a transport company manager that story and he said, “Not many take it on the chin anymore. When they make a mistake it is generally someone else’s fault”. Maybe that’s a contributing factor to the present problem.

Not many take it on the chin anymore

I also remember a time when every driver waved to each other – the general attitude was ‘we are all in this together’. Back then, if a truck was broken down and had the bonnet up or the cab tilted on the side the road - ‘nobody’ drove past - especially not another truck driver. Nowadays, because of fatigue management it seems that everyone has company policies and time frames to get to their compliance rest break.

There’s been mention before that every link in Chain of Responsibility needs to be strong and accountable by everyone. Sadly, the first cop out from any government

department would be when instructed to drive according to the conditions of the road; rather than fixing the road if needed.

Workplace Health and Safety state every farmer needs to ensure that riders wear helmets and all quad bikes are fitted with rollover protection on the farm. So why can’t farmers ride their bikes according to the conditions of the paddock? No, that’s not how government compliance works.

To me, it seems one sided when it comes to complying with work place standards. Most genuine operators agree that the cab of a truck is the truck driver’s work place - not the road. But what if there’s a flat tyre on a trailer or worse, a steer tyre blows out – does the driver change the tyre from inside the cab? No, they change the tyre on the roadwhich is the work place.

I’ve travelled on plenty of roads that haven’t got appropriate shoulders for a truck to park on to change a tyre safely –especially for double decker stock road train which requires a fairly level surface.

I’ve also travelled on plenty of shire roads that haven’t been graded for years and who pays for the damage to the truck, trailers or their cargo? The operator does and some of these roads are too rough to travel over more than 10-20 kph which is going to affect your distance travelled with loaded livestock according to the fatigue management regulations.

Why can’t there be accountability from every taxpayer funded government department for these losses? Drivers also leave industry because of work conditions and regulations.

Reporting unsafe behaviours in the transport industry

Instead of posting the behaviours of transport operators and drivers deemed unsafe on social media, perhaps a way to clean up the industry is to report them to the appropriate authorities.

Dobbing, snitching and ratting are all words for words for behaviour we are taught at a young age, to find reprehensible. No one wants to be known by these names and in some social settings (prisons for instance) the penalty for snitching can be severe.

But what is dobbing and other words of the same meant to describe? It does suggest that a certain bond, a trust, a form of solidarity has been broken by reporting another’s wrongdoing. It suggests that the person has a right to be bad, and should be able to get away with it and you should be minding your own business.

But if your business involves your very life and the life of many others (road users), is turning a blind eye or posting it on social media where there is little chance that the appropriate authorities will see it the answer?

Perhaps the middle ground is contacting the company or driver themselves and explaining your concerns and hope that they take you seriously and make sufficient change.

There will always be those who use reporting services for their own personal agenda. They may have a personal vendetta for an operator and wish to cause them harm but we can’t change this minority –they exist in the fabric of our society.

Reporting of unsafe and unlawful behaviours on our roads in most part can be done anonymously but the ‘key’ is directing them to the correct authorities who can take action.

Road Traffic crash or if you experience a driver behaviour issue

• Contact Police on 131 444

• Crime Stoppers 1800 333 000 and https://www.crimestopperswa.com.au/ report/

Crime Stoppers is a partnership between the community, police, media and government agencies and is an independent not-for-profit registered charity with an anonymous toll-free telephone hotline and online incident reporting facility

Equipment maintenance / road worthiness / road infrastructure issues

• Main Roads WA – 138 138 or report an issue at www.mainroads.wa.gov.au/ contact-us/

Driver health, safety and training

• WorkSafe - 1300 307 877, email at WorkSafeCallCentre@dmirs.wa.gov. au or online at www.commerce. wa.gov.au/worksafe/workplacehazard

The main obligations that the employer or the person who engages truck drivers has are basically the same as any other worker.

The WHS Act under section 19 (1) outlines the primary duty to ensure the health and safety of workers as far as practicable. In parts (3) (f) of 19 it talks about the provision of training, information and supervision to carry out work and to protect people from risk.

Under the WHS Regulations such as Regulation 39 which links to Section 19 of the WHS Act the training, information and supervision is suitable for the work they do and the risks they face.

On the surface of the above it appears very broad. The primary responsibility is with the person conducting the business or undertaking (PCBU) to develop work practices that mitigate the risk to their workers.

WorkSafe administers specific regulations on driving commercial vehicles related to fatigue management. There is the training requirement for commercial vehicle drivers, holding a valid medical, having a fatigue management plan, record keeping and working within the limit of the hours prescribed.

So some of the obvious things the PCBU should be thinking about is driver competence such as assessing driving skills, load restraint training, working at height (some companies ban people from trailers). Exclusion zones so they are not struck in yards or at workplaces by forklifts or other mobile plant and even simple things like how to enter / exit cabs so people don’t fall and never get up properly.

In relation to fatigue if you come across a vehicle that would normally operate with two-up drivers on long haul and six people exit the truck this would lead to concerns that fatigue management is not being facilitated properly as the truck would not have enough room in it for all of those people to rest themselves properly.

In the next edition of WA Transport Magazine we will bring you more information regarding WorkSafe and how it can work with the transport industry.

Over to you

By LARA JENSEN

In recent months our families fighting for rail safety reform have looked on in complete despair at some appallingly bad examples of governance, accountability, transparency and enforcement by organisations and statutory bodies charged with the responsibility of overseeing and delivering rail safety in Australia.

Firstly, back in December last year, I was alerted by a fellow rail safety advocate that the National Transport Commission (NTC), a statutory body supposedly charged with the responsibility of developing regulatory and operational reform for road, rail and intermodal transport was conducting a targeted review on the Rail Safety National Law (RSNL).

The review’s focus was on whether the law adequately reflects the current regulatory requirements and whether the law best enables the Office of the National Rail Safety Regulator (ONRSR) to operate efficiently and flexibly to support safety aspects of reforms.

On visiting the NTC website, the review and its terms of reference could be found but no calls for public submissions or a deadline date for submissions was provided. Given the keen interest in rail safety by advocates like myself who have lost family members in rail crashes, in

FIGHTING RAIL SAFETY REFORM

addition to workers and businesses who have also been impacted by loss of life on the rail network, I find it completely unacceptable that something as important as a review on the National Rail Safety Law was simply buried on a government website with no invitation whatsoever for the public or interested parties to make submissions.

Secondly, on Friday 2nd February 2024, the National Level Crossing Safety Strategy (NLCSS) was released after a protracted development phase that began in 2021.

Alarmingly, the strategy was finalised without any public consultation but following our complaints, it was withdrawn, and limited consultation occurred thereafter.

The rail industry interacts with road users at more than 20,000 level crossings Australia wide – rail safety is an extremely important public safety issue and should be treated as such by the statutory bodies charged with overseeing that safety practices are adhered too – as evidenced by these two recent examples, this is currently not happening in Australia. Decision making on level crossing safety and train conspicuity is still being left solely to rail industry stakeholders while valuable input from other key stakeholders has not been sought.

To illustrate my last point, I recently attended a public consultation session facilitated by the Office of the Rail Safety Regulator with other family members of rail crash victims on the ONRSR Code of Practice on Level Crossings and Train Visibility.

To our complete disappointment we learnt that the draft code of practice in its current form is a non-binding code devoid of enforceability measures for noncompliant rail operators that leaves the decision making of train and rolling stock

visibility solely to railways stakeholders.

Most alarmingly, the Australian standards that underpin the effectiveness of the code of practice such as AS 7531, the standard governing train and rolling stock illumination are not mandatory or sufficiently robust to ensure public safety and neither is the code of practice in its current form.

As it stands the code is based on the false premise that Governments, ONRSR, road users and the public can rely on Australian Standards. However, we know from our recent experience with the Rail Industry Safety and Standards Board (RISSB) an organisation owned and controlled by rail operators who have the power to set their own standards that it is accepted practice to put commercial interests before public safety.

What I am referring to is the omission of beacon lighting in the latest re-draft of AS 7531 by the RISSB development group released in December last year. Astonishingly this decision completely contradicts the overarching findings of the rail industry’s most recent train lighting research in the Monash Institute of Railway Technology’s (MIRT) report that found additional lighting on trains, specifically beacon lighting does improve their visibility and that the beacon lights’ effect is significant when the level crossing angle is obtuse and when the road user is in close range to the level crossing, the exact same circumstances of the triple fatality that claime;31d the lives of my brother and his friends near Jennacubbine in the WA Wheatbelt in 2000 and lead to coronial recommendations a year later for immediate action on locomotive auxiliary lighting.

By KEVIN TOOVEY

HCVC Members at the Mack Muster

The club had a great turn out and there were between 35 to 40 members in attendance with their vehicles. It was a great day and our historical vehicles were shown and displayed to a high standard. This is probably the most we have had at any event and we have decided to make it our main event of the year.

Several members from HCVC also volunteered as judges on the day – a big task with so many categories and so many trucks. There was a great line up of trucks makes and models ranging from 1920 through to brand new 2024 models.

The Mack Muster attracted a big line up of Mack trucks but it didn't exclude an even bigger line up of Kenworth's, there were also plenty of other American, European, Japanese and Australian trucks on show.

Colin and Morris Danks Chev trucks nearly 100 years old

Robert Hyde’s International and Dave Lindsay’s Ford.

Colin Blackburn’s Thames with a haybale loade

Kevin Lockyer's International next to Kevin Toovey’s white Dodge (at its first show ) and Kim Martin’s red Dodge

Phil Warwick's Leyland, Colin Blackburn's Dodge and Colin Day’s Mack Wayne Clark’s winning Mack Ultraliner

Rod Boyd brought both his Hino and Fiat trucks HCVC member Wayne Clark had two of his six wheel drive Mack’s on display, they both can go anywhere

Pete Haynes brought both his Volvos Peter and Wendy were in New Zealand, looks like their Dodge made it anyway.

The History of the West Australian Road Transport Industry History

2008

Ian Harrower lamented the “frustrating and difficult year in terms of the reviews” at the School Bus/Passenger Services Division Annual General Meeting on July 10 at Technology Park, Bentley. He said the 2005 Review Panel “took an inordinate time to deliver the last part of the R & M Decision”. He also stated that the implementation of the DAA data, and particularly the fuel consumption, was “disastrous”. He said that a submission was put to the Review Panel to remove the three cents fuel price top up, but was rejected. Major points raised by the assembly included fuel consumption; DAA figures and the detrimental effects on operators; security of tenure; R & M matrix and unsealed road running.

The Freight Division staged its Annual General Meeting on October 15 and Jayde Transport’s Ray U’Chong was reelected unopposed as Chairman. Michael Patience (Patience Transport) and Tom Lennon (Mitchell West) were elected Vice Chairmen. It was reported that Transport

Forum had held several meetings with new Minister for Transport Simon O’Brien.

The annual awards dinner was staged at the Hyatt Hotel on October 18. There were about 300 attendees and it was regarded as an “outstanding success”.

Chairman Derek Nathan flagged possible speed humps in his report to the Annual General Meeting of October 15 — Chain of Responsibility and the recently introduced Fatigue Management Regulation. He was opposed in the election by Graeme Brickwood, but won the biennial ballot. Robert Millar stood down as Treasurer after seven years in the position and was replaced by Rob Hennessey. Robert was suitably farewelled at the December 11 Board of Management Meeting.

The Training Division was busy with 223 active trainees. It was reported to the October 30 Board of Management Meeting that there would be a greater push on Red Courses and potentially an increase in demand for Cert IV Training.

The final Board of Management Meeting of the year was staged on December 11, followed by dinner at a local restaurant.

By Russell McKinnon

2009

Tom Maughan replaced Norm Thompson in May in the freight operations role.

The Fair Work Act became law on July 12.

The longevity of Fremantle Port (Inner Harbour) remains a hot topic. The current potential throughput of 1 million TEUs is considered to be a maximum level, under existing circumstances, and with some modification, we could expect an annual throughput of 1.4 million TEUs with some modification to truck accessibility.

Liberal Minister for Transport Simon O’Brien addressed the Passenger Services Annual General Meeting at Technology Park, Bentley on July 9. He was grilled by the attendees on all spheres of school bus operations and started making the right kind of noises, although, as one member said: “The proof will be in his actions.”

Major issues raised included: Seat belts; average fuel consumption; pass through of wages and PTA culture needing to change. Chairman Ian Harrower’s report touched on the fact that although there was a change of government, the bureaucrats were still the same.

The Mobile Education Centre (MEC) visited WA in July-August, visiting more than 15 schools and colleges with 4500 students viewing and participating in various activities based around the road transport industry.

The departure of Goodyear from the Star Street site was imminent and, subject to rezoning (R60 to R80), the Cohn Street site would be put up for sale in the near future, it was reported to the September 24 Board of Management meeting.

Training Manager Navinder Singh suggested working as a consultant on a commission-only basis now that Latus Training was on board doing training.

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.

MEMBERSHIP ENQUIRIES

Ph 08 9208 0320 or email admin@lrtawa.org.au

www.lrtawa.org.au

www.tyreequipment.com.au

Behind everything you do, are transport workers - delivering our food, fuel and online shopping, as well as taking us to school, work and on holidays.

And behind them is TWUSUPER, the industry super fund for the people who keep the country running.