WA TRANSPORT MAGAZINE - NOVEMBER 2019 EDITION by Angry Chicken Publishing Pty Ltd

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

ISSN 2202-6193

100007516 November 2019 | price $6.95

TRANSPORT magazine

Page 2

WHY TRANSPORT NEEDS MORE WOMEN BEHIND THE WHEEL Over Heather Jones 30-year career as a driver, business owner and trainer, she has never once had to advertise openings for jobs at her transport business. In fact, her waiting-list sits at over 500 people, all desperate to get accepted, trained and hired as a working truck driver. What is the secret behind Jones’ success? The answer is simple – women

IN THIS ISSUE:

Senate Inquiry into Road Transport Industry Campaign to help truckies and caravanners co-exist Removal of Restricted Access Vehicle access condition CA07 Freeway Debacle WATM • November 2019

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ur industry is in trouble and this time the union is not the only stakeholder banging on about it. In August I attended Senator Glenn Sterle’s second Transport Industry Standards Forum in Canberra. So did 70 other people representing more than 30 transport associations subcontractors, companies, employer groups and the union from across the country; who all agree our industry is in trouble. It was unanimous that the only way we are going to achieve meaningful change for our industry is if we work together. The terms of reference for this inquiry came from the people at the forum because they understand the transport industry is a sector that is being severely squeezed from the top of the supply chain. The big retailers, fuel companies, banks and mining companies have FOR YEARS, been driving down transport rates to make a profit at the cost of transport workers and squeezing the guts out of operators. Every transport industry stakeholder present wanted an industry that is safe and sustainable.They are resolved to establish a clear pathway forward to address the pressures and challenges within the industry. And to ensure this happens, together we voted for a Senate inquiry into the Australian Road Transport and Freight industry. To ensure this inquiry is as far reaching and all-encompassing as possible we are asking as many people as possible make submissions to the inquiry.

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Shape the future of Transport Industry Standards

By Tim Dawson | Branch Secretary

Not only should your submission explain your concerns with the industry, it should have your thoughts on solutions that will improve the industry. We need to get away from the usual crap we see from those in the industry that are only interested in attacking everyone and everything that doesn’t work to their agenda. All that does is drive down rates and talks down our industry. Governments over the last 20 years or more have decided the only solution is more regulation. Regulation is NOT the answer to fixing the transport industry. How is fining truck drivers thousands of dollars for minor breaches a solution? The real criminals are the clients that hold the economic power. It is time to stand up and stop the pressure put on transport workers by those that hold the economic power. It is because of these pressures that corners get cut, that drivers work long hours to meet unrealistic delivery times and we have 60 to 90-day payment terms. These are only a few of the problems. The end result is Companies go broke or good operators leave the industry. This inquiry is a chance for transport workers to have a say on our industry and we are hopeful it will make a meaningful difference for everyone concerned. The TERMS OF REFERENCE for the senate inquiry are as follows: For the importance of a viable, safe, sustainable and efficient road transport industry, with particular regard to:

a) the importance of an enforceable minimum award rate and sustainable standards and conditions for all stakeholders in the road transport industry; b) the development and maintenance of road transport infrastructure to ensure a safe, and efficient road transport industry; c) the regulatory impact, including the appropriateness, relevance and adequacy of the legislative framework, on all stakeholders in the road transport industry; d) the training and career pathways to support, develop and sustain the road transport industry; e) the social and economic impact of roadrelated injury, trauma and death; f) efficient cost-recovery measures for industry stakeholders, including subcontractors; g) the impact of new technologies and advancements in freight distribution, vehicle design and road safety; h) the importance of establishing a formal consultative relationship between the road transport industry and all levels of government in Australia; and i) other related matters All Transport operators should reach out and help shape and improve our industry by contacting the following: Phone: 08 9455 1420 or email senator.sterle@aph.gov.au or contact the Committee Secretariat on 02 6277 3511 or at rrat.sen@aph.gov.au And if you need any assistance in putting in a submission, please contact the TWU 1800 657 477 or email info@twuwa.org.au

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Focus

THE LONG HAUL OF DIVERSITY Why transport needs more women behind the wheel Fleet management firm Teletrac Navman’s new report – Driving Change: a closer look at Women in Transport – investigates what it’s like as a woman working in the transport industry. Heather Jones, founder of the Pilbara Heavy Haulage girls, is featured in the report and discusses her experiences as a truck driver.

WATM • November 2019

t’s no secret that the transport industry has its fair share of challenges. One of the most pressing is the driver shortage. According to research conducted by Volvo, demand for freight work is projected to double by 2030, yet nearly half of the workforce will reach 65 years old by 2026. With an aging workforce set to retire in the next decade - many businesses are struggling to make up the numbers. Heather Jones is renowned in the transport industry. Not only as a successful truckie and business owner, but as an advocate for training, road safety and diversity. Over her 30-year career as a driver, business owner and trainer, she has never once had to advertise openings for jobs at her transport business. In fact, her waiting-list sits at over 500 people, all

desperate to get accepted, trained and hired as a working truck driver. So, at a time when where others are struggling to keep their staff or find new recruits, what is the secret behind Jones’ success? The answer is simple – women.

Do women even want to drive? Despite what many believe, Jones knows the reason only 6.5 per cent of truck drivers are women isn’t a lack of interest. According to the veteran truckie, there are many women who would love to hop in a truck. Instead, the real issue is the challenges women face when they enter the industry. To make trucking an attractive option for women, massive changes in culture, perception and opportunity are needed.

At present, too many industry operators provide minimal, if any, formal training to drivers. Even where training exists, many are not shown standard procedures or the proper ins-and-outs of a truck, even though American-made models have vastly different controls to Aussie or European trucks. It’s this lack of consistent standards for industry training that inspired Jones to start Pilbara Heavy Haulage Girls Training Institute. For Jones, however, this training is only the first step in a long road, and even for those who flourish under her guidance, the struggle for female drivers doesn’t end there. “For most women there’s no avenue to get you into the industry unless you’ve got a dad, a friend or a partner. There’s very little chance that you’ll get a job interview, no matter how qualified you are”. Jones says many companies will pass over women for roles, whether consciously or subconsciously, and feel more comfortable recruiting men. One case Jones remembers is of a young female driver who applied for hundreds of jobs with no response. It was only when she shortened her name from Samantha to Sam that she started getting responses. “I can’t tell you how many times I’ve personally been told, “You want to do a man’s job? Then show me you can do it and then I’ll help you.” The older boys rarely want to help those who are new to the industry, and that goes for the young men as much as the women”.

What makes women an asset to any fleet? Jones says there are many benefits to having more women working as truck drivers. In her experience, women are more risk adverse, and easier on their equipment. Both traits have ramifications for maintenance and repair costs, with Jones arguing that female drivers may even cost businesses less in the long run. In fact, a recent Omnitracs study revealed that women drivers were less likely to be in preventable accidents, get pulled up for speeding and harsh braking, or contribute to staff turnover. “Men are generally bigger risk takers and are far more comfortable behind the wheel. Because women are still so new to the industry, a lot of them are just happy for the opportunity, so they don’t want to go as fast or take on too heavy a load,” says Jones. “One of our local mechanics often comments that the female drivers who come in for check-ups keep their trucks in far better shape than their male co-

The study revealed that women drivers were less likely to be in preventable accidents, get pulled up for speeding and harsh braking, or contribute to staff turnover workers,” says Jones. There are also benefits from a customer service perspective. At her own company, Jones says that customers more frequently request female drivers for deliveries. Jones admits a part of that may still be the novelty of seeing a woman driving a truck. But the other big reason is that female drivers provide exemplary customer service. “Women go out of their way to ask customers about their day, remember details from the last time they saw them and are accommodating to clients.” says Jones. With these clear benefits and trailblazing drivers like Jones who have made a name for themselves across the industry, the question remains: why is the transport gender gap still so big?

The elephant in the room The modern workplace has made great strides towards gender equality, but there are still underlying issues in the transport sector. Aside from struggling to gain proper training and employment, the sad fact remains that too often women must fight for legitimacy and shake off negative stereotypes that run rampant through the industry. “I did an interview with the ABC a few years ago with a bunch of male drivers, who know me really well, and when asked if they’d like to see more women in the industry they laughed and said “no way they can’t even change a tyre!” these days the majority of companies do not allow anyone to change tyres so being a female make no difference. Even when women are hired as drivers, the troubles don’t end there. Over 70 per cent of women working in transport say they have faced bullying and discrimination from their male co-workers, or believe it is a significant barrier to overcome. In her own career Jones has experienced and witnessed her fair share of mistreatment. As part of her training program, she assigns mentors to newly accredited female drivers so that they have someone to rely on during hard times. “I had a girl call me bawling her eyes out because she was exhausted. When I asked why she hadn’t taken a rest, she said her manager had scolded her and asked why she needed a rest when the boys only needed four hours for the same haul,” says Jones.

Hope and opportunity The opportunity for the industry to make things better is there for the taking. While things may sound grim, Jones emphasises that only by pointing out the ways the industry can improve will there be any real change. More can and should be done to recognise, understand, and improve the status quo. By admitting the scale of the problem, we can take the necessary measures to fix the issues that remain. Jones is careful to clarify that the industry has come a long way and is continuing to make progress. More women are being hired in management positions and there is more diversity awareness than ever before. Individual companies are also making great strides in reaching out to, and employing, greater numbers of women and showing them the range of opportunities available in the industry. The industry needs to celebrate organisations that aren’t just paying lip service but actively working towards a healthier and more diverse workplace. The US-based Women in Transport Association regularly highlights organisations as women-friendly in its annual Top 50 list. Jones says she would love to see Australia do something similar. Not only will women feel more confident in applying to those companies, but it incentivises organisations to improve their own workplace diversity programs. Another opportunity is raising industry awareness and getting girls interested at an early age. Pilbara Heavy Haulage Girls regularly visits schools to educate young women on the perks of truck driving. Jones says most girls aren’t even aware that it’s a viable career option for them. But once they see the vehicles and hear about the benefits, she says over half the girls go from being uninterested to wanting to become a driver. “I’ve been driving trucks for 30 years and I still get a real kick out it. Truck driving is an amazing career that anyone can do. You can get paid up to $120,000 a year, you get to see the countryside, every day is different, and you don’t even need to go to uni. I work with some really amazing people and I want to see more amazing people join in”. To find out more about what it’s like to be a woman in transport, download Teletrac Navman’s Driving Change report at: www. teletracnavman.com.au/driving-changewomen-in-transport WATM • November 2019

TRANSPORT

magazine

VOLUME 25 | NUMBER 10 Angry Chicken Publishing Pty Ltd Telephone 0430 153 273 www.angrychicken.com.au ABN: 35 486 530 095

PUBLISHER / COMMISSIONING EDITOR Karen-Maree’ Kaye T: 08 9296 4488 Email: karen@angrychicken.com.au WRITERS Russell McKinnon CONTRIBUTORS Jan Cooper, Cam Dumesny, Carol Messenger, John Milner, Ray Pratt, Peter Swift, Vince Ziino.

FROM THE PUBLISHER

id you notice that this edition has a bit more pink in it than usual? On page two of this edition is an interesting read about, “Why transport needs more women behind the wheel” and how Heather Jones has never had to advertise openings for jobs, in fact, her waiting list sits at over 500 people, all desperate to get accepted, trained and hired as a working truck driver. It is of course one answer to the driver shortage and as the story shows you there are many benefits to having women on board in your organisations.

ADVERTISING ENQUIRIES Angry Chicken Head Office T: 0430 153 273 E: karen@angrychicken.com.au

PRINTER Daniels Printing Craftsmen SUBSCRIPTIONS Subscriptions available directly from the Publisher. T: 08 9296 4488 E: karen@angrychicken.com.au Australia: 1 year $65.95 (inc GST) 2 years $127.55 (inc GST) Overseas subscribers: Airmail postage will be added to subscription rate. Editorial Submissions: The Publisher welcomes editorial submissions. Once received they will become the property of the Publisher who reserves the right to edit the or adjust the content to fit with the format of our publication.

The publisher, contributors, editors and consultants disclaim any and all liability and responsibility to any person or party, be they a purchaser, reader, advertiser or consumer of this publication in regards to consequences and outcomes of anything done or omitted, or being in reliance whether partly or solely on the contents of this publication. No person, organization or party should rely on or on any way act upon any part of the contents of this magazine without first obtaining the advice of a fully qualified person. The Publisher shall have no responsibility for any action or omission by contributor, consultant, editor or related party for content within WATM. The opinions and content within WATM does not necessarily reflect those of the Publisher, editor or their agents. No responsibility is accepted for damage or loss of material supplied to the publisher.

WATM WATM •• November November 2019 2019

Karen

2............................................... The long haul of diversity – why transport needs more women behind the wheel 6............................................... Removal of Restricted Access Vehicle access condition CA07 – Overview of Alternate Arrangements 10............................................ First provider certified for Hill Descent Monitoring application 12............................................ Senate Inquiry into Road Transport Industry 13............................................ New safety campaign to help truckies and caravanners co-exist 14............................................ Western Roads Federation - WA Strategic Transport Industry Plan 16............................................ LRTAWA – Australia is supposed to be the land of the Fair Go 17............................................. Its back to the future with the Austroads width study ast majority of West Australians back CCI’s call for Roe 8 to be 19............................................ V independently assessed

20.......................................... Final stage of Onslow Road upgrades underway

Every Month

West Australian Transport Magazine (WATM) is published by Angry Chicken Publishing Pty Ltd ABN: 35 486 530 095 All rights reserved. No part of this publication may be reproduced, adapted or transmitted in any form by any process (graphic, electronic, mechanical or storage and retrieval system) or sold, resold or otherwise exploited for any purpose without consent of the Publisher.

Best,

CONTENTS

DESIGN / PREPRESS Cally Browning | Bare Creative ACCOUNTS T: 08 9296 4488 E: accounts@angrychicken.com.au

Also in this edition on the inside front cover (TWU WA) and Page 12 there is going to be a Senate Inquiry into the transport industry. I can’t stress how important it is that everyone gets on board with this. Contact your Association, Union or whoever you have looking after you and make sure you are heard. I cried to hear that we have lost one of the kindest ‘gentle’ men I have met in our industry – Peter Tuohey. My sincere condolences to Merinda and family.

8............................................... Fair Go for Owner Drivers 9............................................... Questions to the Minister 11............................................... Bird’s Eye View 18............................................ Dangerous Goods 22.......................................... HCVC 23.......................................... WA Transport History 24.......................................... Model Trucks Endorsed by

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News

Removal of Restricted Access Vehicle access condition CA07 – Overview of Alternate Arrangements

ain Roads has received numerous complaints in relation to some Local Governments charging individual transport operators a fee in return for allowing them to use Restricted Access Vehicles (RAVs) on local roads. Local Governments have administered the charging of these fees via the CA07 access condition, which is applied by Main Roads via a RAV permit or order. The intent of the CA07 condition was to enable Local Governments to monitor the use of RAVs on particular local roads, not to use it as a mechanism to charge fees for RAV access. Furthermore, it is not the intent of the CA07 condition to delegate Main Roads’ authority to approve or decline RAV access. Main Roads sought legal advice from the State Solicitors Office, which indicated Local Governments do not have any legal authority to utilise the CA07 access condition that requires transport operators to obtain a letter of agreement from the Local Government, as a mechanism to charge for access onto public roads. However, Main Roads understands the

WATM • November 2019

issues faced by Local Governments with funding the required maintenance on roads that have not been designed for the level of heavy vehicle traffic using the road. As such, Main Roads, in consultation with the WA Local Government Association (WALGA), the Ministerial Heavy Vehicle Advisory Panel and the State Solicitor’s Office has developed an alternative arrangement to enable Local Governments to enter into reasonable road maintenance agreements with the freight generators (e.g. the mining companies), as opposed to the individual transport operators. A fundamental element of the alternative arrangement is if the freight generator is not willing to enter a reasonable maintenance agreement, Local Governments do not have to support RAV access and can seek a reduction in the current level of RAV access. Where it can be demonstrated that the road has been damaged or can’t be maintained at the current level due to a significant increase in heavy vehicle traffic, Main Roads will support the Local Government’s position.

For those Local Governments who were using the CA07 condition for its intended purpose, a new access condition, CA88, has been developed to replace CA07 and will enable the Local Government to monitor RAV access on their roads.

Key Changes • The CA07 condition will be removed from all roads. • The CA88 condition will be available and applied upon request from the relevant Local Government. CA88 reads, “All operators must submit the Notification of Freight Task to Road Managers form to the relevant road manager and Main Roads Heavy Vehicle Services, 28 days prior to the commencement of operation on the road. A copy of the completed form and evidence of submission must be carried in the vehicle and produced to WA Police or Main Roads personnel upon request”. • The Notification of Freight Task to Road Managers form, which will be published on the Main Roads website, will provide

News Local Governments with the necessary information to enable effective monitoring of RAV access on their roads. • Local Governments will no longer need to endorse the form. However, where specified as an access condition on a particular local road, the transport operator wanting to utilise RAVs on that local road will be required to send the form to the relevant Local Government for notification purposes and to Main Roads for compliance purposes. • A list of Local Government contacts will be published on our website to ensure transport operators have access to appropriate and current contact information. • It will be a requirement for the driver of the RAV to carry and produce evidence to demonstrate the form has been completed and submitted to the Local Government. If a Local Government reports a transport operator has not notified of their intent to access, once confirmed, HVS can take appropriate action. • The RAV Access Approval Process –

The intent of the CA07 condition was to enable Local Governments to monitor the use of RAVs on particular local roads, not to use it as a mechanism to charge fees for RAV access Road Managers’ Guide and the RAV Access Review Process – Road Managers’ Guide have been developed to provide guidance to Local Governments, particularly with regard to the following: • The responsibilities of key stakeholders in the RAV access assessment process; • The different road classifications and the access conditions that are appropriate for each road type; • When it may be appropriate for the Local Governments to approach a freight generator to enter into a reasonable road maintenance agreement and/or to fund road improvement

WE WILL COME TO YOU*

works; and • When it may be appropriate to decline, reduce or remove RAV access where it can be demonstrated the road has been damaged or cannot be maintained at its current level, due to a significant increase in heavy vehicle traffic. Main Roads are seeking feedback from Local Governments and the transport industry on the proposed alternative arrangements prior to removing the CA07 condition. This is being obtained via a series of Local Government Regional Road Group and Industry Representative Group meetings. There is an opportunity for individuals not involved in these meetings to review the relevant documents at www. mainroads.wa.gov.au/UsingRoads/HVS/ Pages/ca07condition.aspx and ‘provide feedback’ via a survey on this webpage. The opportunity to provide feedback via the survey will be available until 30 November 2019. For more information please call Main Roads Heavy Vehicle Services Helpdesk on 138 486 or visit www.mainroads.wa.gov.au

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Over to you A FAIR GO FOR OWNER DRIVERS by Ray Pratt

Long hours, low wages and unsafe work places…

ong hours, low wages and unsafe work places characterised sweatshops a hundred years ago. Thankfully, most of these practices are outlawed in our workplace today that is unless you work in the transport industry in Australia. The aggressive competition that drives the economy has a major influence on the working conditions within the transport industry and although we are told differently, the fact is the big companies are influencing what you and I get to take home each week. I believe these multinational companies are unscrupulous in their quest to cut transport costs to a minimum and they don’t care how many people they tread on to achieve that goal. It makes me sick when I see the advertising on the media about how these companies are good corporate citizens yet they blatantly use their power to dictate what they are willing to pay for their transport costs. It is so blatantly hypocritical. They never look at what impact low rates and poor working conditions have on individual truck drivers. It would be reasonable as costs rise each year or as fuel increases that truck drivers would be able to factor in rates that would keep up with these costs. The market place is so aggressive in the

WATM • November 2019

transport industry that operators are forced to absorb these rises in costs for many years at a time. It’s no wonder that we have a shortage of people who want to work in the transport industry. With all the issues facing our transport industry, the biggest issue is that clients need to pay their way, which is a safe and sustainable rate and they need to be held accountable for the control they have on the transport industry. Fix this problem and the other problems will fade into insignificance. The transport industry is crying out for change so that they can operate their business in a safe and sustainable way. They want to win contracts because of their ability to do a good job and provide a good service. They don’t want to win jobs just because they put in the cheapest price. They want to operate within the law and pay good wages but they are forced to operate on a

shoestring budget and if it means breaking the law, then so be it. This whole financial squeeze has been going on for years and the pressure placed on truck drivers needs to be addressed. Clients need to take responsibility for the whole chain of their transport requirements. There was a time when trucking companies would take on freight tasks based on their ability to provide a good and reliable service. The relationship between the customer and the transport company would be such that they would work together happily for many years. Truck drivers are generally very hard working and conscientious people as they go about their work. They have to put up with a lot of pressure and hardship to meet unrealistic work schedules. It’s only right and fair that they are paid accordingly. Keep it safe, Ray Pratt

This whole financial squeeze has been going on for years and the pressure placed on truck drivers needs to be addressed. Clients need to take responsibility for the whole chain of their transport requirements.

Over to you QUESTIONS TO THE MINISTER with Hon. Rita Saffioti | B Bus MLA | Minister of Transport Our West Australian Minister for Transport has kindly agreed to answer your most pressing questions for publication in the WA Transport Magazine. Our thanks go to the Minister for her time and we hope you will take advantage of this opportunity. Please send your questions to the publisher at karen@angrychicken.com.au

Thank you to Richard Sellers Director General | Department of Transport for answering the below questions Question: Can you please explain why the commercial heavy vehicle industry will have charges such as road tolls or similar to pay for the loss of fuel excise revenue due to electric cars? And yes, that is ‘cars’ not electric trucks. Why, once again does the transport industry have to pay for ‘all’ other road users and it seems, the Governments short falls with more charges / taxes? Answer: The State Government is not considering tolls or charges on heavy vehicles to recover costs associated with electric vehicles. The Commonwealth Government is responsible for the fuel excise policy. Question: Can you please tell me what the Government are doing about making it easier for trucks to get in and out of Bibra Lake industrial areas?

Answer: The State Government is undertaking a major program of infrastructure works along the Kwinana Freeway corridor to relieve congestion and improve freight access through wellknown bottlenecks. Key improvements include a 7km dual carriageway on Armadale Road between Anstey and Tapper Roads and a new bridge over the Freeway to connect Armadale Road with North Lake Road. These projects will enable as-of-right vehicles to bypass the Cockburn Central area, leading to shorter and more predictable journeys to destinations west of Kwinana Freeway, including the Bibra Lake Industrial Area. In doing so, the project will also reduce congestion on the existing Restricted Access Vehicle (RAV) route to the industrial area via Beeliar Drive.

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WATM • November 2019

Over to you BIRDS EYE VIEW by Carol Messenger

FREEWAY DEBACLE I

think that you would have had to be living under a rock if you weren't aware of the problems caused early September on the Mitchell Freeway by the movement of several large bridge sections that got 'slightly delayed' and ended up causing traffic chaos for thousands of peak hour commuters. My daughter was one of them and ended up being an hour and 50 minutes late for work. This incident was a first class balls up. Not only did it cause major problems for commuters at the time with traffic snarls 17km long where traffic was at a total standstill, but the ongoing fallout means that you and me as general operators are now going to be subjected to a lot more stringent conditions when we want to move an oversize load due to this incident. So let’s look at what happened. Three loads of bridge sections (each 40m long)

WATM • November 2019

were being transported from Kwinana to a construction site near the Glendalough Train Station. Due to the size of the items the move was scheduled to occur at 10pm and be finished by 4am. Trying to get clarifying information about the facts of this matter has been harder than extracting teeth but what we do know is that Main Roads spokesman Dean Roberts stated that despite the size of the items involved in the move, 'there wasn't a requirement for Main Roads to devise a traffic management plan' - are you kidding me? The operator involved just had to obtain an Oversize Permit for the move and that was it. Main Roads happily took the money for the permit, but I believe didn't check that the move could physically be done. I am sure that we will all sleep better knowing that because of this incident in future all major loads of this size will require that plan.

So let’s look at what went wrong. As stated, the move was due to start in Kwinana at 10pm and be finished by 4am. So by 3am it would have been obvious that the move could not be completed in time and at this point the job, in my opinion ‘should’ have been curtailed and the load moved to a side street or other place to be held over but no - the Operator kept going. At 5am - one hour ‘after’ the permit had expired the Operator found that he couldn't get around the Royal Street lights and so arrangements had to be made to remove the lights and yet ‘still’ the move continued. At 6am - two hours ‘after’ the permit had expired and when it was already causing big traffic delays the move still continued. At 7am - three hours ‘after’ the permit had expired and the truck was still on the road causing traffic chaos. Even after the truck had ‘finally’ (around 7.30am) been moved off the road to await the next night to complete the move, it took hours and hours for the traffic to clear. This was due partially to the physical bank up of traffic but also necessitated the removal of all of the 'lane closed' signs and cones that had been put in place for the move - although why there needed to be lane closure signs is just beyond me. Two or three Escort Vehicles travelling behind the load would prevent any vehicles from attempting to squeeze past - although that sort of common sense is sadly far from common. So whose fault was this monumental stuff up? Main Roads issued the permit obviously without checking the route properly. Dean Roberts from MRD however puts the blame squarely on the Transport Operator saying, “This was definitely poor planning by the transport operator.” And what of the Escort drivers? They are there to enforce the permit conditions and have the same powers as WA Police Officers in relation to directing traffic for the purpose of facilitating the movement of an oversize load. Why then did they allow this move to continue contrary to the permit conditions? Three parties - not one of them prepared to take action despite causing major delays to thousands and thousands of other road users which also resulted in a financial impact. As stated by Dean Roberts, "It's hard to put a figure on it, but it would run into millions of dollars." It will be interesting to see what action and penalties are issued and to whom, and what extra red tape we all have to operate under as the blame game goes on.

News

Works underway to upgrade ‘WA’s riskiest intersection’

First provider certified for Hill Descent Monitoring application

ransport Certification Australia the Rest Area - Road Train Assembly Area has announced BlackBox Control and the South Western Highway – will open as the first new certified service access for vehicles travelling through to provider of Hill Descent Monitoring Bunbury without the need to break down. (HDM), a new application of the National The use of HDM by Main Roads WA Telematics Framework. demonstrates how advancements to As a monitoring application, HDM productivity and safety can be realised, manages the risks associated with heavy offering benefits to road managers, vehicles travelling down long or steep hill regulators and the transport sector. descents. It monitors heavy vehicle speed It allows for new, innovative approaches on descent on a nominated route, and to be adopted to manage the safe operation indicates if a driver has performed safety of heavy vehicles traversing long or steep checks before the descent. descents. Main Roads WA is using HDM to trial As with all other applications of the the operation of Category 7 (A) AB-Triple National Telematics Framework, HDM combinations travelling down Roelands references common building blocks Hill on the Coalfields Highway. including the Telematics Data Exchange The HDM and associated application will Main Roads WA will extend the Business Rules. allow Main Roads “We are approved network for Category WA to confirm delighted at 7 (A) AB-Triple combinations that vehicles BlackBox to participating in the trial from become the first participating in the the section of Coalfields trial have stopped service provider Highway already approved, to approved for HDM in the bay at the top the South Western Highway of Roelands Hill by TCA,” said to check brakes, Mark Langford, engage low gear, Managing Director and not exceed a speed of 40km/h when of BlackBox Control. descending Roelands Hill. ”It signifies our focus on helping our Significantly, Main Roads WA will transport customers to become more extend the approved network for Category productive. We look forward to working 7 (A) AB-Triple combinations participating with operators to qualify for a Main Roads in the trial from the section of Coalfields WA permit under HDM.” Highway already approved, to the South BlackBox Control is a Certified Western Highway. Service Provider, and supports numerous These extended access arrangements applications available through the National along the Coalfields Highway – between Telematics Framework, including:

estern Australia's riskiest intersection is set to undergo $370,000 worth of upgrades to improve safety and traffic flow. The intersection of Great Northern Highway at Swan Christian College was voted WA's riskiest intersection in the 2018-19 RAC Risky Roads survey. More than 23,000 vehicles use this section of Great Northern Highway daily, 23.5 per cent of which are heavy vehicles. Over the past five years there have been 11 crashes at the intersection. The $370,000 package of modifications to the intersection include: • modifying the turning pockets on Great Northern Highway; • new pedestrian ramps and footpaths, improving safety for more than 1,500 students and their families attending the College; • widening of the southern access road to the College and installation of an island to better indicate right of way for entering vehicles; • widening of the northern access, an exit only road, with improved line marking and signage; • redesign of the existing median on Great Northern Highway; and • installation of new line marking and signage. Pavement works were undertaken during the September-October school holidays to reduce the impact on road users and school traffic.

• Intelligent Access Program (IAP) • Intelligent Speed Compliance (ISC) • Certified Telematics Service (CTS) • Traveller Information Exchange (TIX) To find out more about HDM, including how it works, benefits and scheme information visit: www.tca.gov.au/ntf/ applications#hdm For further information regarding the AB-triple (36.5m) Roelands Hill Access Trial, visit: www.mainroads. wa.gov.au/UsingRoads/HVS/Pages/AccessTrials.aspx and for more information on the National Telematics Framework visit: www.tca.gov.au/ntf/national-telematicsframework. WATM • November 2019

News

Senate Inquiry into Road Transport Industry The importance of a viable, safe, sustainable and efficient road transport industry

n 11 September 2019, the Senate moved that the following matter be referred to the Rural and Regional Affairs and Transport References Committee for inquiry and report by April 2020. The importance of a viable, safe, sustainable and efficient road transport industry, with particular reference to: a. the importance of an enforceable minimum award rate and sustainable standards and conditions for all stakeholders in the road transport industry; b. the development and maintenance of road transport infrastructure to ensure a safe and efficient road transport industry; c. the regulatory impact, including the appropriateness, relevance

and adequacy of the legislative framework, on all stakeholders in the road transport industry; d. the training and career pathways to support, develop and sustain the road transport industry; e. the social and economic impact of road-related injury, trauma and death; f. efficient cost-recovery measures for industry stakeholders, including subcontractors; g. the impact of new technologies and advancements in freight distribution, vehicle design, road safety and alternative fuels; h. the importance of establishing a formal consultative relationship between the road transport industry

and all levels of government in Australia; and i. other related matters. CEO of Western Roads Federation Cam Dumesny says, “The announcement of a Federal Senate Inquiry into the Road Transport Industry is extremely welcome. Western Roads Federation, along with the VTA, QTA, NTRTA and NATROAD were extremely active to pushing for this inquiry.” “Here in WA, we will be canvassing our members widely in preparing a submission to the inquiry, but importantly the WA Freight and Logistics Seminar will include a major session with Senator Sterle to discuss the issues of concern. We are extremely happy to have the QTA, NTRTA, SARTA and NATROADS join us in a panel discussion on this inquiry. We also have a couple of surprise extra panellists we are just waiting to confirm. “This is shaping as the biggest inquiry into the industry in over a decade,” he finishes.

Study finds that commercial driving jobs are linked to the highest risk of developing type 2 diabetes

rofessional drivers are in the category that have a threefold increased risk of type 2 diabetes (T2D) compared to other occupations, according to a new study presented at the 2019 Annual Meeting of the European Association for the Study of Diabetes (EASD). The differences are apparently linked to the prevalence of lifestyle risk factors. If workplace interventions could reduce weight and increase physical activity among employees in this occupations, major health gains may be made. While previous studies have shown that diabetes risk increases with lower socioeconomic status, little research exists on occupation and risk of T2D. This study -- by Dr Sofia Carlsson, Institute of Environmental Medicine, Karolinska Institutet, Stockholm, Sweden, and colleagues -- considered possible associations between risk of T2D and the 30 most common occupations. Whilst the study was performed in Sweden, striking differences were found between the occupational groups. The overall prevalence of diabetes in the working population in 2013 was 4.2% (5.2% in men; 3.2% in women) However prevalence ranged from 7.8% in male

WATM • November 2019

manufacturing labourers and 8.8 % in motor vehicle drivers, to only 2.5% in male computer scientists. Separate analysis of the over 55s revealed that, in men, diabetes prevalence was 14.9% in manufacturing workers and 14.2% in motor vehicle drivers Age standardised incidence of diabetes (number of new cases per 1000 people per year) was 5.19 overall (6.36 in men; 4.03 in women); but again considerable occupational differences were noted. Amongst men, incidence was highest amongst manufacturing workers (9.41), motor vehicle drivers (9.32), mobile plant operators including agricultural (8.31), personal carers (8.17), and stores and transport clerks (7.87) - and lowest amongst university teachers (3.44), architects and civil engineers (3.83). There was a strong, positive association found between incidence of T2D and mean BMI in both men and women. The prevalence of being overweight at conscription age 18 was found to be high in men who subsequently went on to work as mobile plant operators (including agricultural, crane and lifting-truck operators) (16.8%) motor vehicle drivers (16.3%), and manufacturing workers (14.1%);

whereas in future college and university teachers, only 6.5% were ove rweight at conscription age. The authors of the report say, "The association between occupation and T2DM coincided with vast differences in prevalence of lifestyle factors - individuals in high risk occupations were more likely to be overweight, smoke and have lower physical fitness than those in low risk occupations, and this most likely contributes to a high prevalence and incidence of type 2 diabetes". For more information visit: www.diabetesresearchwa.com.au

News

New safety campaign to help truckies and caravanners co-exist

quarter of caravan and Recreational Vehicle users have stayed overnight in truck rest areas according to research released by the Caravan Industry Association of Australia. Deputy Prime Minister and Minister for Transport, Infrastructure and Regional Development Michael McCormack said the research was part of a new information campaign, funded under the NHVR’s Heavy Vehicle Safety Initiative (HVSI), supported by the Federal Liberal and Nationals Government. “The co-exist campaign is a road safety initiative of the Caravan Industry Association of Australia designed to inform and educate campers about interacting with trucks safely while on the road,” Mr McCormack said. “It highlights the importance of ensuring our truck drivers can manage their fatigue and legal responsibilities, with a particular focus on truck rest stops and improved communication. “These are two major groups that use Australian highways so information about sharing roads and rest facilities respectfully is critical to keeping everyone safe.” Assistant Minister for Road Safety and Freight Transport Scott Buchholz said he would encourage all caravaners to visit the co-exist website before they start their trip. “Jump online, have a read and pass it on to friends because more informed and responsible drivers will contribute to safer roads and less accidents,” Mr Buchholz said. “I urge caravaners to take advantage

of the great facilities at camping grounds and caravan parks and give truck drivers the space to stop at roadside rest areas to ensure they have their proper break.” The Caravan Industry Association of Australia’s research of 554 caravaners or RV drivers who had used a rest stop in the past

I urge caravaners to take advantage of the great facilities at camping grounds and caravan parks and give truck drivers the space to stop at roadside rest areas to ensure they have their proper break 12 months showed: • 60 per cent had used a rest top more than once; • More than three-quarters made the decision to use a rest stop when their trip was underway; • More than a quarter spent more than nine hours at the rest stop. Caravan Industry Association of Australia CEO Stuart Lamont said all road users had equal responsibility for road safety. “Caravan and RV users value safety so this information will help them

to understand how to share the road with heavy vehicles, particularly in understanding how such a large vehicle behaves,” Mr Lamont said. “Our campaign promotes simple information that can reduce frustration, such as the use of UHFs for improved communication between drivers, maintaining speed and road position when being overtaken. “When stopping for the night make sure you’re aware that truck drivers may need to use the dedicated stops to manage their fatigue hours, so plan your stops and use the appropriate areas to park and not use designated truck parking.” NHVR CEO Sal Petroccitto said the partnership between the Caravan Industry Association of Australia and the heavy vehicle industry would save lives. “Long haul heavy vehicle drivers are often managing fatigue and getting good quality rest is critical to keeping all road users safe,” Mr Petroccitto said. “I’m pleased that we’ve been able to work with the caravan industry on ways to reduce risk for holiday makers and supporting our truckies who keep Australia moving.” The Heavy Vehicle Safety Initiative funding support implementable, value-formoney projects that will deliver significant heavy vehicle safety benefits. To find out more about the Co-Exist campaign head to https://coexist.org.au To find out more about the HVSI program visit www.nhvr.gov.au/hvsi WATM • November 2019

Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO

WA STRATEGIC TRANSPORT INDUSTRY PLAN

his state, more than any other, depends on its road transport industry. In fact, the state depends on us so much, that we are as an industry one of the largest sectors of Western Australia’s economy. Everything from couriers in the city to road trains in the regions, from removalists to waste collection, container transport to livestock etc. all form part of the state’s road transport sector. There are over 30,000 people employed in this industry in Western Australia moving nearly 15% of the nation’s freight task. However, we are facing increasingly challenging times as an industry and unless we begin to think about the future we want, it will be imposed on us. Whilst we cannot control the future, we can influence it. But influence it in what direction? The answer is that as an industry we don’t know! Because we have no industry

WATM • November 2019

vision or plan to get there, either at a State or National level. We owe it to the 30,000 people in this state employed in the sector by nearly 7,000 registered transport companies, to have some idea of where we are going.

The National Farmers Federation Vision About 12 months ago, I was invited to participate in a workshop by the National

Farmers Federation and WA Farmers Federation to provide input into the National Farmers' Federation (NFF) vision for the industry: to exceed $100 billion in farm gate output by 2030. Since that workshop they have developed a road map to get there. Whether they get there or not, the fact remains that they at least know where they are going. Does our industry?

Shaping our Future

We have started on a path towards a vision. That is road safety plan being developed by TransafeWA with the support and input of LRTAWA, TWU and ourselves – Western Roads Federation

1. Attracting, Maintaining, Retaining and Gracefully Retiring Our People. As an industry it is becoming a major problem to attract good people to the industry. Even when we do, our training and developing systems for people are largely ineffective and not valued by the industry as making people job ready. Then as they gain experience, we have no career path or plan to help people develop if that is what they want to do. Finally, after a life of service to the industry, we find out recently from

one of the Superannuation companies that some of our people are retiring with around just $70,000 in super. If we want to attract and retain good people then we have to do better than that. The question is what sort of industry do we want for our people? 2. Road Investment, Funding and Charging. The Australian Competition and Consumer Commission (ACCC) Chairman’s comments recently should be a wakeup call to the industry that how we pay is for roads is going to change, as he views “road funding as low-hanging reform fruit that would unlock billions of dollars of benefits to Australians if chronic political neglect could be overcome.” (Source Australian Transport News 30 Sep 19). The industry however is disengaged from road user charging discussions either in looking at the opportunities (and there are some) and the threats that it poses. Furthermore, we are not as successful as we should be in advocating for road funding and investment (including rest areas) on our freight routes both within urban and regional areas. Roads are the lifeline of our industry. The

question is should we have a vision to be as influential as the RAC in road funding advocacy? The RAC represents motorists, where as we as we represent those that use roads for commercial gain. 3. Other matters a. How do we prepare our companies and people for a future that may include autonomous vehicles? b. How do we deal with growing community resentment to commercial vehicles and trucks in our cities? c. How do we maintain a financially viable and sustainable industry? d. How do we deal with potential environmental law changes that may

impact the type of trucks and fuel they use? e. What is our vision for a future that may include autonomous transport? f. What about business disruption models like the uberisation of freight? We have started on a path towards a vision. That is road safety plan being developed by TransafeWA with the support and input of LRTAWA, TWU and ourselves – Western Roads Federation. Whilst this is a good start, we have so many other things we need to consider and think about as an industry in order to set a path forward. The alternative is we can do nothing. As always the choice is yours.

If you do not know where you are going, every road will get you nowhere. Henry Kissinger, USA Secretary of State 1973 to 1977.

WESTERN ROADS FEDERATION IS THE UNITED VOICE OF WA TRANSPORT COMPANIES Western Roads Federation has been formed to give a strong unified voice for companies who use WA roads for commercial benefit. Western Roads Federation is a membership driven organisation. If you believe in the industry and what you do, then make sure your company is a member, and get involved. For a membership application form Email cam.dumesny@westernroads.com.au ◆ Phone 08 9365 7799 or 0481 064 371 180 Hay St, East Perth WA 6004

WATM • November 2019

Over to you LRTAWA by David Fyfe, President, Livestock and Rural Transport Association of Western Australia (Inc)

AUSTRALIA IS SUPPOSED TO BE THE LAND OF THE FAIR GO News

It’s back to the future with the austroads width study

he Australian Trucking Association (ATA) is bemused and concerned at Austroads’ decision to go back 27 years in time. Austroads, the research organisation owned by the Commonwealth and state transport departments, said it had completed a study showing that the allowable width of trucks could be increased safely to 2.55 metres, excluding attachments.

WATM • November 2019

According to Austroads, the study recommends that 2.6 metre wide trucks should be considered in the future. “It’s decisions like this that are holding our country back economically,” ATA CEO Ben Maguire said. “The ATA’s understanding is that Austroads made the same recommendation 27 years ago, in 1992. “The ATA and industry have consistently made the case that 2.6 metre

wide trucks should have been considered in this study, however Austroads have once again avoided the issue and delayed it to some distant future time,” he said. “An increase in allowable width to 2.6 metres would enable refrigerated trucks to utilise thicker insulated walls without loss of payload. In 38 degree outside temperatures, these thicker walls would reduce heat gain by 36 per cent and deliver a fuel saving of 2500 litres per typical

The biggest immediate concern is the proposed roundabout at the intersection of High Street and Stirling Highway in Fremantle. This route will be used regularly by livestock vehicles heading to the Port

his is my first column as LRTAWA President so I will take the opportunity to highlight some things that have niggled at me over the last couple of years and like eating an elephant, I’ll take one bite at a time, even if some of them are large mouthfuls. Australia is supposed to be the land of the ‘fair go’. It is a concept based on equity and fairness and dictates that inequities are acceptable only if they benefit the least advantaged, but in transport the ‘fair go’ is becoming more and more elusive. Healthy competition boosts productivity and benefits consumers but it must be fair, and all players must have equal access to the framework that allows one business to compete against another. Out on the road we see constant examples of direct competitors gaining an unfair advantage either because they are thumbing their nose at the rules most of us respect or they have the financial means to go through a resource hungry process to get larger, more productive combinations on the road. Unfortunately the end result of this is a race to the bottom where some transport operators feel pressured to cut corners and take risks simply to compete. We need a greater compliance focus on those areas that create unfair competition and a more practical approach to granting access to various combinations that doesn’t result in only those with deep pockets being successful. Another bugbear is roundabouts. The conventional wisdom is that there are fewer serious crashes at roundabouts than

there are at intersections. On heavy vehicle routes however, greater thought should be given to how vehicles with a higher centre of gravity compared to a car, will handle the roundabout. The biggest immediate concern is the proposed roundabout at the intersection of High Street and Stirling Highway in Fremantle. This route will be used regularly by livestock vehicles heading to the Port. It is to be hoped it never happens but the impact of a livestock truck rolling over in this location is not worth contemplating. The risk could be completely avoided by the installation of a flyover instead. Protecting our investment occupies a lot of transport operators’ time. In keeping with the ‘fair go’ principle I find it hard to accept there are no consequences for a vehicle owner who chooses not to insure their vehicle, even with minimum third-party coverage. It doesn’t seem fair

refrigerated vehicle, per year. “It appears our governments are not serious about the international harmonisation of refrigerated vehicle widths, ignoring the recommendation of the expert panel inquiry on freight and supply chain priorities,” Mr Maguire said. The ATA has called for Austroads to release its truck width study immediately. “Austroads have announced the completion of the study without releasing the actual study,” Mr Maguire said. “They have denied the ATA’s request for a copy. We have lodged an immediate freedom of information request, because the public and the industry have the right

to know why governments are not prepared to consider this sensible approach to increasing productivity and reducing fuel consumption,” he said. The ATA and its member associations collectively represent the 50,000 businesses and 200,000 people in the Australian trucking industry. Together, we are committed to safety, professionalism and viability. Australian trucks are 2.5 metres wide, excluding safety devices like mirrors, but vehicles wider than 2.5 metres already operate safely on the road network. A standard traffic lane is 3.5 metres wide, going down to 3.3 metres in some urban areas.

that they can be at fault in an accident and walk away with no financial penalty. Compulsory minimum insurance for all vehicle owners would ensure the person at fault makes good on the damage. Passing wide loads is another area of concern and I know from talking to colleagues that most people think there is room for improvement in this area to improve safety. One simple change would be to require pilots to carry a variable message sign that indicates the width of the load being piloted. This would enable oncoming drivers to make better decisions about how far to pull off the road. My final issue is in respect to regional shires’ attitude to charging transporters and grain transporters in particular. Councillors need to be reminded that the transport industry is already paying significantly to use local roads. Fifty percent of the funding provided to local governments for road construction and maintenance comes from the Federal and State Governments who obtain their revenue from the road user charge, GST and heavy vehicle registrations and let’s not forget that Australia wide the industry was overcharged last year to the tune of $148.8 million. After all the transport industry is using local roads in most instances to service ratepayers who are paying their shires for the privilege of occupying land and operating businesses in their locality. Any funding deficit should be taken up with those handing out the money, not the industry that is already paying its way, and some. Travel Safe.

An increase in allowable width to 2.6 metres would enable refrigerated trucks to utilise thicker insulated walls without loss of payload

WATM • November 2019

Focus DANGEROUS GOODS By Department of Mines, Industry Regulation and Safety (DMIRS)

SUMMER SAFETY TIPS FOR TRANSPORTING DANGEROUS GOODS Check out the safety tips from the Department to help you stay safe this summer

ith summer approaching, West Australians will once again be enjoying a barbeque and a dip in the pool. This is a reminder to stay safe when using or transporting common dangerous goods like pool chemicals or liquid petroleum gas (LP gas) cylinders for home use. “As the weather heats up, we see an increase in the amount of these dangerous goods being transported by people who are unaware of the risks,” said one of the Department’s principal dangerous goods officer. “That's why it is important the community is aware of some common safety tips for transporting these products." According to the Department, even household quantities of dangerous goods present potentially deadly risks that should be managed appropriately.

Safe transport of small cylinders of LP gas Hazards of LP gas If LP gas leaks from a cylinder inside a vehicle, it can form an explosive fuel and air mixture. If there is an ignition source, this mixture can then explode and injure – or even kill – the driver and passengers and other people in the vicinity. How do I safely transport LP gas cylinders? LP gas cylinders used for domestic purposes (such as for barbecues) should preferably be transported in an open trailer or the tray of a ute, and be properly restrained. If this is not possible, the following precautions will help to reduce the risks of transporting small LP gas cylinders: • only transport cylinders of nine kilograms or less • ensure cylinders have a current legible test mark • do not carry cylinders in the enclosed boot of a vehicle 18

WATM • November 2019

What common pool chemicals are classified as dangerous goods? Pool chemicals such as liquid, dry or granular pool chlorine are classified as dangerous goods and they need to be handled carefully. Always read the label and follow the instructions for use and transport.

• wind down vehicle windows for cross-

flow ventilation • position cylinders in an upright position

on the vehicle floor and secure so they cannot move • do not smoke in the vehicle • remove the cylinder from the vehicle as soon as possible.

Safe transport of pool chemicals Why are common pool chemicals highly hazardous? Pool chemicals are dangerous goods which are highly hazardous. When they come into contact with each other or other chemicals, are subject to temperature increase, or become wet, they can produce toxic chlorine gas, combust or explode. Health effects of chlorine gas When pool chemicals react, chlorine gas is a possible by-product. People breathing in chlorine gas may experience: • nose and throat irritation • coughing and difficulty breathing • headaches • ringing in the ears • dizziness • drowsiness • nausea and vomiting • depression of all the senses • unconsciousness (under some circumstances this could lead to death). Overexposure to chlorine gas can cause potentially fatal lung disorders such as chemical pneumonitis and pulmonary oedema. Chlorine gas is denser than air, forming a vapour cloud at ground level, and can lead to an oxygen-deficient environment, especially if released in a poorly ventilated area such as the inside of a vehicle (an enclosed space).

How do I safely transport pool chemicals? The following precautions will help you to reduce the risk of transporting pool chemicals:

Examples of pool chemical incompatibility Dry pool chlorine (calcium hypochlorite) should not come into contact with: • heat • moisture • acids, particularly sodium dichloroisocyanurate and sodium trichloroisocyanuric acid. Liquid pool chlorine (hypochlorite solution) should not come into contact with: • acidic solids and solutions (e.g. pH decreaser products, scale removers and pool cell cleaners) and compounds (e.g. aluminium sulphate) • hydrogen peroxide solutions • reducing agents, including sodium sulphite and sodium bisulphite.

• check the packaging before transporting to

ensure it is in good condition and that there are no leaks • keep the packages secure, upright and protected from anything that may puncture or damage the packages • separate incompatible chemicals • transport chemicals in a ventilated vehicle (e.g. on a ute tray or in the car, with the windows open). Additional requirements apply to businesses transporting dangerous goods and people transporting larger volumes.

News

$30 billion increase in mineral and petroleum sales in WA

ron ore sales reached a record $78.2 billion in 2018-19 and gold sales reached an all-time high of almost $12 billion with the Australian dollar gold price at record levels. The Australian dollar gold price averaged $1,958 in June, which is the first time it has broken through the $1,900 mark. The figures were revealed in the Department of Mines, Industry Regulation and Safety's latest statistics release for 2018-19. Figures show Western Australia's mineral and petroleum industries reported sales of $145 billion. The $30 billion increase in sales, compared to 2017-18, was the result of improved iron ore prices and increasing LNG volumes. Alumina and bauxite sales reached a record $8.3 billion following continued increases in bauxite exports and LNG sales increased more than 50 per cent to reach almost $29 billion. The average number of individuals

employed in the WA minerals sector in 2018-19 was 124,010, up from 112,008 the previous year. According to the Australian Bureau of Statistics, almost $17 billion was invested in the State's mining industry, representing about 51 per cent of national expenditure. Mines and Petroleum Minister Bill Johnston said, "State Government initiatives such as the Exploration Incentive Scheme and Streamline WA, which is improving regulatory practice, is helping the resources industry succeed. "Interest and investment in the resources sector remains strong, WA projects in the pipeline had an estimated value of $108 billion in September 2019."

Vast majority of West Australians back CCI’s call for Roe 8 to be independently assessed

he vast majority of West Australians believe Roe 8 should stop being used as a political football and should be independently assessed. This is the result of polling of 920 West Australians conducted by Patterson Research Group on behalf of the Chamber of Commerce and Industry WA (CCI), which has revealed that almost threequarters (72%) of West Australians believe the decision to build Roe 8 should be based on advice from independent experts, not politicians. This backs CCI’s recent call with Western Roads Federation for the politics to be taken out of Roe 8 and Roe 9 by referring this major infrastructure project to Infrastructure WA as a priority. Now that almost three-quarters of West Australians have said they want this project to be independently assessed, the State Government must be asked to justify why they won’t refer it to the independent body they created. CCI continues to be a strong supporter of this project progressing to provide

critical relief from road congestion, boost productivity for businesses across the metropolitan area and improve safety outcomes for commuters by diverting more large freight vehicles off suburban roads. Despite our ongoing support for Roe 8 and Roe 9 progressing, we recognise that a circuit breaker is required. Infrastructure WA was established to help take the politics out of how our State’s infrastructure needs are prioritised and support more robust decision-making.

Three- quarters (72%) of West Australians believe the decision to build Roe 8 should be based on advice from independent experts, not politicians

This is critical because Roe 8 and Roe 9 were not assessed as part of Westport’s planning scope due to the State Government’s removal of this project from its infrastructure planning. Congestion in Fremantle isn’t caused by trucks, which only account for around 10 per cent of total traffic. It’s caused by passenger vehicle trips. According to Infrastructure Australia’s 2019 Audit, by 2031, Fremantle residents will only be able to access between 15-20 per cent of all jobs in Greater Perth within 30 minutes by car during morning peak traffic. This means that even if the State Government progresses with Westport’s recommendation to shift Perth’s port from Fremantle to Kwinana, it will still need to fix Fremantle’s road congestion issues. Only 16 per cent of West Australians believe Roe 8 won’t improve congestion issues. Infrastructure WA is the appropriate, independent body to comprehensively assess these projects, not politicians. It’s time that politics are put aside, and Roe 8 and Roe 9 are referred to Infrastructure WA as a priority. WATM • November 2019

News

Final stage of Onslow Road upgrades underway

ork on the final stage of upgrades has commenced for the Onslow Road Upgrade Project with expected completion in February 2020. The package will upgrade the remaining 43 kilometres of Onslow Road, and is estimated to create up to 40 jobs. Stage 1 of the Onslow Road Upgrade project, which was completed in April 2019, included 33 kilometres of pavement overlay, significant intersection improvements at North West Coastal Highway and associated surfacing works at a cost of $31 million. Fully funded by Chevron Australia, the $27.5 million Stage 2 of works is being delivered by Main Roads as part of an upgrade program to accommodate Chevron's industrial development in the Ashburton North Strategic Industrial Area (ANSIA). Main Roads has also worked with the Shire of Ashburton to provide entry to the new Onslow Waste Management facility including upgrades to signage and road markings as part of the project. The upgrade will improve overall safety and traffic efficiency as well as reduce maintenance requirements. Onslow Road south of Twitchin Road carries about 240 vehicles per day, of which 30 per cent are heavy vehicles, while at the intersection with North West Coastal Highway, the traffic count rises to 550 vehicles per day (30 per cent heavy vehicles)..

Tough new drink and drug driving reforms in WA

rug affected drivers will be hit with instant 24-hour roadside bans as part of sweeping reforms introduced into Parliament late September. The reforms include the creation of new offences for driving while affected by a combination of alcohol and drugs. This is to recognise the increased level of driving impairment and the risk posed by those people who mix alcohol and drugs, and then drive. For example, someone caught driving under the influence of alcohol and meth could face a maximum fine of up to $5,600 and will have their licence disqualified for at least 15 months. A repeat offender could face 18 months imprisonment and would have their licence disqualified permanently.

Currently Western Australia is one of only two states in Australia where despite a driver testing positive to a roadside drug test, they are able to continue driving. To protect other road users, these changes will authorise police to immediately prohibit a driver who tests positive for drugs at a roadside test, from driving for 24 hours. As part of the changes, fines for standalone drink and drug driving offences have also been increased. Alcohol and drug related fatalities account for around one-fifth of all fatalities on Western Australian roads. Police and Road Safety Minister Michelle Roberts said, "These reforms are long overdue and will finally bring Western Australia into line with the law in other states..

Roe Highway and Kalamunda Road interchange construction underway

he bulldozers roared into action mid-September as construction started on the $86 million Roe Highway and Kalamunda Road interchange. Part of a program of congestion busting relief in Perth's eastern suburbs, the interchange will also dramatically improve safety for almost 60,000 vehicles that pass through it each day. Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge said, "It will improve traffic flow and speed up travel times, particularly for freight operators travelling on the Roe Highway. "Of the almost 60,000 vehicles passing through this intersection each day 14 per cent are heavy vehicles, and the upgrade

WATM â&#x20AC;˘ November 2019

will make this route safer and easier to navigate." The project forms part of the Morrison Government's $13.5 billion investment in road and rail infrastructure in Western Australia, aimed at boosting jobs and busting congestion. WA Transport Minister Rita Saffioti said the road improvement program in Perth's eastern suburbs was gathering pace, with NorthLink and New Lord Street close to completion and the Reid Highway Dual Carriageway project underway. "This project will address congestion and improve journey times through one of the last remaining signalised intersections on Roe Highway," Ms Saffioti said.

"This will be closely followed by the now fully funded interchange at the intersection of Great Eastern Highway Bypass, which is currently undergoing project development. Construction will ramp up over the coming months, with bridge-building activity to begin in the New Year. New drainage, street lighting and other supplementary works will complete the interchange. Project completion is scheduled for early 2021. The $86 million project is jointly funded with the Australian Government committing $68.8 million and the Western Australian Government $17.2 million..

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Over to you

Optus Stadium Tour

CVC Members recently had a ‘behind the scenes tour’ of Optus Stadium including a photo shoot of their trucks out the front. They reported that it was not that easy to drive some of these older model trucks in peak hour traffic. Did you know that Optus Stadium is 42 metres high and can seat 60,000 people for an event and that the equivalent of 21 Olympic sized pools full of concrete was used to build the Stadium?

HCVC members’ trucks in front of Stadium

Reg and Coral Blewett arriving nice and early.

View across the centre. Peter and Eddy waiting for the gate to open.

Morris and Colin Danks came together with the newer Chev towing the old and original Chev on a trailer. They parked beside Peter and Wendy Collins’ Dodge that also hitched a ride.

Jim Piercy had his GMC hearse on a trailer as well. Peter Piercy is just turning the fuel tap on in preparation for unloading. Lindsay Hill (Green Chevrolet) and Eddy Van Dongen (Big Kenworth ute) tackled the early morning peak hour traffic.

WATM • November 2019

History

The History of the West Australian Road Transport Industry

By Russell McKinnon

1961 THE FIRST BIG TRUCK with air suspension started operating in the Perth metro area — an ERF semi-trailer tipping unit, which had 22 wheels on the road. The semi-trailer had three axles and the truck a tandem drive. The vehicle was propelled by a Rolls-Royce 200bhp diesel engine and was licensed to carry 28.5 tons. The Shipping and Forwarding Agents’ Section was angry over the lack of work on the wharves due to the Watersiders’ strike. It was noted at the February 6 Committee Meeting at the Fremantle Chamber of Commerce that some cargo had been over-carried to Adelaide for which the consignees would be debited with the freight from Adelaide to Fremantle. Some goods were also being sold in Adelaide rather than be subject to the payment of return freight. Association President J A S Warwick spent three months in the United Kingdom and Western Europe attending three conferences for furniture removers — the first person to be leaving Australia and accredited as an Australian Road Transport Association representative. The Shipping and Forwarding Agents’ Section meeting of March 30 had

representatives from Frank Manford Ltd, Moullins, Sadleirs Ltd, Wesfarmers, Antill Ranger, Churcher & Co, Bays Ltd and Wigmores. Other companies attending meetings this year included Sumptons, R P North, N Sweeny, James Kiernan, Cadds, Stevenson & Holland and Grieve & Piper. The push was on for the British Empire and Commonwealth Games in Perth with bumper stickers being applied to all cars heading east that filled up with fuel at Norseman. Cars going piggy back on the railways also had stickers — “Plan ahead! Empire Games, Perth, November 1962” — affixed at Kalgoorlie. The Perth Technical College was offering a Transport Administration course on behalf of the WA section of the Institute of Transport. It was aimed at students 18 years of age and would cover areas such as elements of transport, economic geography, Transport Finance I, Economics I, transport operations and management theory. Some statistics just released from the Fremantle Harbour Trust until the year ended June 30, 1960: Total tonnage 7,450,950 tons (an increase of 755,114 tons over the previous year). Imports totalled 3,948,612 tons (3,692,327), exports 3,502,338 (3,003,509), inwards cargo discharged direct from ship to rail or road vehicles 429,095 tons (383,171), loaded to ship through transit sheds 247,955 tons (226,736). More figures, this time on migrants. The register of aliens over the age of 16 showed that by the end of 1959, 35 percent were from Italy, followed by Netherlands (14 percent), Greece (13), Germany (9), Poland (7), Yugoslavia (6), Hungary (5), Austria (4), other (7).

A recent Commonwealth sales tax was imposed on motorcars, motorcycles and scooters, but did not apply to commercial vehicles, goods or passenger vehicles. In 1956, only 30,000 tons of steel was produced in WA, but during 1960, the figure exceeded 150,000 tons. In the Queensland Parliament, Transport Minister Mr Chalk introduced a State Transport Bill, which provided for a ton-mileage system of licensing, with the following words: “It will be realised that after this Bill becomes law, no longer will the railways experience much of the protection they enjoy today. But this is a competitive age, and so they must compete or gracefully retire from many areas. No longer can this State’s development be strangled by heavy deficits.” A comment to this article in The Transporter of December-January 1091, said: From a WA point of view, such news, although heartening, only serves to remind us of the restrictive laws still operating in this State, notwithstanding the Hon Premier’s promise in his pre-election speech that the present Government would amend the State Transport Co-ordination Act. Road safety is your business. This safety message was the lead heading in The Transporter of April-May 1961. It referred to the death toll on WA roads of 143 and injuries totaling 3562. Commercial vehicles and private motorcars were even on the accident rate. WARTA contributed financially and members contributed services in the way of materials and transport for the £20,000 project for the Safety House in Stancliffe Street, Mt Lawley. It became the home of the National Safety Council of WA.

In 1956, only 30,000 tons of steel was produced in WA, but during 1960, the figure exceeded 150,000 tons WATM • November 2019

Over to you MODEL TRUCKS

WATM welcomes your submissions to our model truck section. If you have a model truck, trailer or anything else of interest, we want to know about it. Please contact Vince Ziino on 0408 767 755 or email him at ziinos@iinet.net.au to discuss.

AUSSIE STYLE MACK SUPERLINER Jan Kerckhofs of Boyanup sent in these photos of a very impressive Aussie style Mack Superliner. Jan’s Superliner started as the Italeri’s Mack Superliner ‘Butterfly Kit’ to which he added an array of Australian aftermarket parts starting with JLN Customs Mack sleeper, MCA alloy wheels and finishing off with a diverse range of parts from the Auslowe range including Bull bar, air cleaner assemblies, alloy fuel tanks and much more. The model is displayed on a very impressive diorama of the outback which Jan built from scratch himself.

COMMISSION BUILDS Vince Ziino is available to do commission builds for companies or a personal model of your truck . Please contact Vince on 0408767755 or ziinos@iinet.net.au 24

WATM • November 2019

REPAIRS

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