TRANSAFE
The Heavy Vehicle Helpdesk is open from: 7am to 6pm Monday to Friday, and WA Public Holidays.
On weekends the Main Roads Customer Information Centre will receive telephone calls on behalf of the Heavy Vehicle Helpdesk on 138 HVO (138 486) and email enquiries can be sent to hvs@mainroads.wa.gov.au
The transport industry is the backbone of Australia’s economy, ensuring the flow of goods and services across the country.
But for too long, the industry has been plagued by unsafe conditions, insecure work, and an unsustainable race to the bottom in standards and wages.
Hard-fought for reforms are finally setting the industry on a path toward fairness and safety, but these gains are now under threat.
A change of government would undo crucial progress, putting workers, businesses, and the Australian public at risk.
A System in Crisis
For years, transport workers have endured a drive to the bottom, pushed to the brink by corporate giants squeezing every last dollar out of the supply chain.
Drivers have been forced to work excessive hours, sometimes under immense pressure to cut corners on safety just to make a living.
Gig economy drivers, meanwhile, are classified as ‘independent contractors,’ stripping them of even the most basic rights while multinational corporations reap record profits.
The system has been broken, and the consequences have been deadly.
Australia loses one truck driver every 10 days due to unsafe industry pressures.
This is not just a workplace issue—it’s a public safety crisis.
In response, years of campaigning by members of the Transport Workers’ Union alongside industry bodies have finally led to meaningful reform.
The Albanese Government’s Closing
Protecting Transport Reform: Laws,
fought for and won by transport workers, are at risk!
By Tim Dawson | Branch Secretary
Loopholes legislation has established a framework for fairer conditions, giving the Fair Work Commission the power to set enforceable standards in the transport industry.
These reforms mean safer roads, job security, and dignity for the essential workers who keep Australia moving.
This legislation is at risk
Despite overwhelming evidence that transport reform is necessary to save lives and stabilise the industry, Peter Dutton and the Coalition are determined to dismantle it.
Dutton has made it clear that he will repeal these hard-won protections, returning the industry to the chaos and exploitation that led to its current crisis.
This is not speculation—it is Coalition policy.
Their track record speaks for itself. When they were last in power, they abolished the Road Safety Remuneration Tribunal (RSRT), with no answers of what they’d do instead to improve safety and the drive to the bottom in our industry.
Within a year of the RSRT’s repeal, truck crash fatalities spiked.
Dutton’s promise to reverse new transport protections is history repeating itself, with disastrous consequences for workers and public safety.
The repeal of transport reform would hand even more power to big corporations while leaving drivers with no safety net.
It would mean:
• A return to deadly pressure: Without enforceable standards, drivers will again be pushed to work unsafe hours to meet unrealistic deadlines.
• More insecure work: Gig economy giants will continue to exploit workers, paying below minimum wage while denying them basic entitlements like sick leave and superannuation.
• A race to the bottom: Without industry-wide standards, transport companies will be forced to cut costs to stay competitive, slashing wages and conditions even further.
The transport industry cannot afford a government that prioritises corporate profits over human lives.
Every transport worker, union member, and supporter of a fair days’ work must stand together to ensure that these reforms remain in place.
The Albanese Government’s changes were hard-won, achieved only through relentless campaigning, worker action, and a recognition that no job is worth dying for.
We must fight back against reckless policies and the dangerous precedent they set.
Transport reform is not just about protecting workers—it’s about ensuring the safety of all Australians who share the roads with heavy vehicles every day.
The TWU, alongside other industry bodies, will not allow any government to strip away protections without a fight.
With the next federal election looming, the choice is clear: progress or peril.
We must protect transport reform, secure fair standards, and refuse to let a drive to the bottom on safety continue in our industry.
The lives of transport workers—and the safety of every Australian—depends on it.
PROTECT TRANSPORT REFORM
THE HIDDEN COST OF BUSINESS STRESS… How to survive and thrive under pressure
By GARY FAHEY
Running a business has never been easy, but in today’s economic climate, the pressure is more intense than ever. Australia is witnessing a troubling rise in business failures, with insolvency rates surging by 17.3 percent since January 2024. As a performance psychology and crisis intervention specialist, I work closely with business owners, including those in the transport and trucking industry, helping them navigate the immense stress and unique pressures they face.
What I’m seeing right now is deeply concerning. Highly capable business owners, intelligent, hard-working people,
are making disastrous decisions because of stress. Their personal and professional lives are suffering and in many cases, they feel trapped with nowhere to turn. The harsh reality is that financial pressure isn’t just ruining businesses; it’s destroying families, relationships and even lives.
The harsh reality for business owners
The economic uncertainty, rising costs and increasing financial pressures are taking a heavy toll on business owners. Many are trying to stay afloat, but the burden is often too great. They’re not just struggling with financial difficulties, but also with the mental and emotional weight of running a business in an unforgiving environment.
Here’s what I see happening too often:
• Poor decision-making under stress: Many business owners operate in survival mode, making desperate financial and operational choices that backfire.
• Strained relationships: The stress doesn’t just stay in the business. It spills into personal lives, leading to marital
breakdowns, fractured families and strained friendships.
• Destructive coping mechanisms: When the pressure becomes too much, some turn to alcohol, gambling or reckless business choices to numb the pain.
I’ve worked with truck drivers, transport owners and managers, small business owners and corporate leaders, and the underlying issue is always the same, when stress isn’t managed effectively, it leads to self-sabotage and destruction.
Personal and professional devastation
“The financial crisis is not just destroying businesses; it’s tearing families apart.”
That’s the painful truth I’ve seen firsthand. The weight of financial stress and uncertainty is breaking people down, causing emotional and mental burnout. I’ve sat across from business owners who were once thriving but are now crumbling under the pressure. Many suffer in silence, believing they must shoulder the burden alone.
This mindset is not only common, it’s incredibly dangerous. I’ve seen it destroy
businesses, relationships and even lives. And I know this—because I lived it.
As a former top cop, I fell into a downward spiral due to my own destructive coping mechanisms. I was consumed by a gambling addiction, fuelled by the very same high-pressure environment that so many business owners experience today. I lost everything before I was able to rebuild. That’s why I’m so passionate about helping people before they hit rock bottom or guiding them back up if they already have.
How business owners can cope
The first step to survival is recognising that stress is a serious threat to your business, your relationships and your own wellbeing. The second step is taking proactive measures to regain control.
Burnout is real, and its effects creep up in ways we don’t always recognise—until it’s too late.
Burnout feels like complete exhaustion, where even the simplest tasks feel overwhelming and draining. It’s a constant mental fog, making it difficult to focus, make decisions or feel motivated about anything. Emotionally, it brings a deep sense of frustration, hopelessness or detachment, as if you’re running on empty with no relief in sight. Physically, it can manifest as headaches, muscle tension or an unshakable fatigue that no amount of rest seems to fix. Over time, burnout can make you feel like you’ve lost your sense of purpose, leaving you emotionally numb and disconnected from work, relationships and even yourself.
Here’s how you can start if you are feeling a sense of burnout:
1. Find someone to talk to Keeping struggles to yourself only makes things worse. Find a mentor, coach or trusted confidant who understands the pressures of business and can offer guidance. A second perspective can be the difference between a smart decision and a costly mistake.
2. Don’t wait for things to improve on their own
Hope is not a strategy. Too many business owners hold on, hoping for a sudden turnaround, but the longer you wait, the deeper the financial and emotional hole becomes. Be proactive, if something isn’t working, seek advice and adjust your strategy.
3. Get support to process your challenges
Your ability to make clear, rational decisions is crucial. When emotions
What I’m seeing right now is deeply concerning. Highly capable business owners, intelligent, hard-working people, are making disastrous decisions because of stress
take over, mistakes happen. A structured support system, whether it’s professional coaching, peer networks, or crisis intervention, helps you make strategic decisions rather than reactive ones.
4. Avoid destructive coping mechanisms
When stress reaches its peak, it’s easy to turn to alcohol, gambling or other vices for escape or short-term relief. The problem is, these distractions only amplify the crisis. Healthy coping strategies, like structured problem-solving, exercise and mindfulness are far more effective at building resilience.
5. Recognise that you are not alone
One of the most dangerous beliefs is that you have to do this alone. Many business owners suffer in silence, thinking they must bear the weight of their problems without help. That’s simply not true.
Why support matters
Trying to navigate extreme stress without support is a dangerous path. Having someone to confide in and utilise as a strategic sounding board can be the difference between survival and collapse.
The business world is unpredictable. Markets shift, industries evolve and economic pressures fluctuate. But how you manage stress and uncertainty will determine whether you thrive or fall apart.
Rebuilding and moving forward
For those who feel they’ve already hit rock bottom, I have one message: It’s never too late to rebuild.
I’ve worked with business owners who lost everything, helping them put the pieces back together and rebuild their lives and businesses. It’s not about erasing the past, it’s about learning from it and moving forward with clarity, resilience and smarter decision-making.
If you’re struggling, now is the time to act.
• Talk to someone who understands what you’re going through.
• Create a plan to manage stress and avoid emotional decision-making.
• Recognise the warning signs of burnout and take proactive steps to address them. No business or issue is worth sacrificing your mental and emotional well-being. The most successful business owners aren’t just those who make money, they’re the ones who know how to manage stress, adapt to challenges and seek the right support when they need it.
Burnout doesn’t have to break you. If you’re feeling overwhelmed, don’t suffer in silence. Reach out, take action and start making the changes that will allow you to not just survive but thrive.
For support, guidance or crisis intervention, visit garyfahey.com.
VOLUME 31 | NUMBER 3
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FROM THE PUBLISHER
Iknow this is a transport magazine, but trucks are allowed to be pretty… and I think our front cover of this edition is a real cracker. Thank you to Rob Sharpe from TRANSAFE WA for this colour co-ordinated beauty of WA’s road safety initiative –iNSTRUCKTA!
Thank you to Performance psychology and crisis intervention specialist Gary Fahey for writing our feature story (Page 2) in this edition – The hidden cost of business stress… how to survive and thrive under pressure. Running a business has never been easy, but in today’s economic climate, the pressure is more intense than ever. Australia is witnessing a troubling rise in business failures, with insolvency rates surging by 17.3 percent since January 2024.
In this edition, our Fair Go for the Owner Driver columnist Ray Pratt talks about clean and working toilets for our hard working truck drivers. Seeing the pictures of what you guys have to put up with nearly made me throw up. I understand that in some of the more isolated truck bays it is hard to get
someone out there to keep them clean and working and I wonder if chemical toilets would be a better option? Either way, we need to keep putting this subject at the forefrontand as Ray always asks, “Is anyone listening?”
On a lighter side we explore robots on our roads (Page 10) and whilst self-driving trucks have been receiving all the coverage we look into humanoid robots and just how quickly they are evolving. Could there be a day, when a humanoid robot is a truck driver?
Lots more in this edition including more Federal election wish lists for the transport industry, changes to the Single Trip OSOM vehicle Standard Operating Conditions, The difference between an experienced truck operator and a compliant truck driver (This is the Outback), How TRANSAFE WA is enhancing road safety in our state and more.
As always, thank you to our readers and all the people who support WA’s transport magazine.
Best,
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Livestock carriers count the cost of illegal animal activism
The Livestock, Bulk and Rural Carriers Association (LBRCA) and the Australian Livestock and Rural Transporters Association (ALRTA) have condemned the actions of a recent wave of illegal animal activism, which has resulted in extensive damage to livestock vehicles.
Instances of malicious property damage, often disguised as acts of activism, have left professional livestock carriers in regional NSW grappling with the fallout. Beyond the physical destruction of their vehicles, these acts carry profound implications for the livelihoods and well-being of those targeted.
A professional livestock carrier from the Southern Riverina area of NSW is bearing the financial and emotional toll caused by illegal actions masquerading as advocacy. The attack on Tuesday 11th March is under police investigation.
“As an owner operator, I depend on my equipment to earn a living,” the operator said. “The damage was extensive and included derogatory comments spray painted along the length of the vehicle, large holes ripped through 15 tyres, and significant damage to air lines and electrical cables. I'm looking at a repair cost of around $10-15,000.”
An emblem purporting the Animal Liberation Front (ALF) was spray painted on the front of the trailer, suggesting that the damage may have been carried out by
members of this group. In the past, ALF has claimed responsibility for acts of arson and vandalism on businesses the group considers harmful to animals.
Animal rights extremists, a subset of Eco terrorists, aim to end the real or perceived abuse and exploitation of animals through sabotage and violence.
Although it is often framed as a formal group, the ALF operates as a loose network of radicalized individuals or small cells that usually consist of groups of friends. Extremists can use the ALF website, which posts instructions on how to carry out attacks, conduct surveillance, and construct incendiary devices. Furthermore, volunteers for ALF release news updates— including on two websites, Bite Back and No Compromise—through which activists claim responsibility for actions.
In Australia, the ALF has a Facebook page where they promote themselves as an international, underground leaderless resistance that engages in illegal direct action in pursuit of animal liberation.
"While peaceful activism is a cornerstone of democratic societies, illegal activities that harm small business people and their property is completely unacceptable," ALRTA President Gerard Johnson said. “These actions are not only unlawful but deeply harmful to the livelihoods and emotional well-being of those affected.
Hard working rural Australians need to be protected from such groups.”
The Livestock Industry is worth $80 billion to the Australian economy and employs almost 500,000 people, with more than 40 million head of livestock transported across the country annually. Attacks like this pose a huge risk to the security of the food supply chain and the future of the country’s second largest export commodity after mining.
One of the key impacts of illegal animal activism is the loss of income for operators. Damaged vehicles are usually assessed as not roadworthy and therefore render businesses unable to operate, leaving hardworking livestock carriers unable to earn a living. These disruptions not only harm the livestock carriers but also affect local economies and communities.
To compound these issues, the insurance implications of such claims often leave victims in a precarious position. Some livestock carriers face increased premiums, and with long lead times from repairers, many are forced to bear the full cost of repairs themselves.
“Illegal activism, particularly when it involves malicious activities such as property damage or disruption to the humane transport of animals, represents a direct violation of individual rights and public order, and can impede – not assure – the welfare of animals,” LBRCA President Wade Lewis said. “It is essential to protect livestock carriers and ensure the rule of law.”Authorities must enforce strict measures against such unlawful and malicious actions. Digital platforms that knowingly facilitate or promote illegal activities should be shutdown, punishment severity whether in the form of increased fines or longer prison sentences should be imposed, and greater public awareness of the financial and emotional toll caused by illegal animal activists should be prioritised.
The LBRCA and ALRTA collaborate regularly with legitimate animal welfare organisations such as RSPCA and Animal Angels to progress reform for improved animal welfare however, they are committed to combating illegal animal activism, particularly incidents involving intentional acts of malicious damage to livestock carrier vehicles.
Over Size Over Mass (OSOM) Block Truck Concessions
Main Roads WA advises we have made changes to the Single Trip OSOM Vehicle Standard Operating Conditions to clarify block truck requirements and provide concessions relating to the overall length of the Restricted Access Vehicle (RAV) when consisting of two or more towing vehicles.
A summary of the changes is as follows:
• Where the RAV consists of more than one towing vehicle, e.g. two block trucks, or a prime mover and a block truck, an OSOM Transport Management Plan (TMP) is not required unless the RAV exceeds 55 metres in length (refer sub-clause 5.4.3).
• Where an additional block truck is specified on the permit, the additional block truck forms part of the RAV and is included in the overall length measurements (refer sub-clause 8.6.1).
Main Roads WA advises we have made changes to the Single Trip OSOM Vehicle Standard Operating Conditions to clarify block truck requirements
• When connecting an additional block truck (in accordance with the operating conditions) that is not specified on the permit, the length of the RAV may exceed the maximum length specified on the permit by the length of the additional block truck (refer sub-clause 8.6.8).
• Where the RAV is travelling outside the Metropolitan Area, or within the Metropolitan Area during Approved Night Hours, and consists of more
than one towing vehicle, e.g. two block trucks, or a prime mover and a block truck, an escort vehicle is not required unless the RAV exceeds 55 metres in length (refer sub-clause 13.8.8).
• For the purpose of night curfews, if a RAV consists of two towing vehicles (e.g. two block trucks, or a prime mover and a block truck), the second towing vehicle (block truck) is excluded from the length measurement (refer sub-clause 14.1.2).
In addition, convoy provisions have been extended on Goldfields Highway (refer Appendix 7) and access added to the BP Truck Stop Norseman from Coolgardie Esperance Highway (refer to clause 5.10).
For further information, please refer to www. mainroads.wa.gov.au/heavy-vehicles/permitorder-scheme/osom/ or contact the Heavy Vehicle Helpdesk on 138 486 or email hvs@ mainroads.wa.gov.au
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Do you dread using public toilets?
CENSORED CONTENT
Do you dread using public toilets and do you use them as most people do, as a last resort?
Spare a thought for our hard working truck drivers. Once they are loaded and leave built up areas they have to rely on roadhouse toilets or the occasional toilet found in a truck bay.
The traditional truck bay has always been a small area on the side of the road where trucks and motorists can stop and check their vehicles and stretch their legs. We always considered it a good bay if it was level, sealed and maybe had a bin or two with a little shade.
When I started driving trucks, truck bays ‘never’ had any toilet facilities and it was always a case of marching into the scrub with a small pick and roll of toilet paper in hand to dig a hole.
With the increase in traffic over the years these truck bays have become filthy with rubbish and human faeces.
Slowly, over time with much lobbying from truck drivers and various associations, Main Roads have installed basic toilets at strategically placed bays to cater for our hygiene needs. This has been a great initiative by the government and is welcomed by the transport industry.
While it’s fine to have these toilets it’s not fine to stop at a remote location and be greeted with filthy toilets that are overflowing with human waste and not in working condition. The outcome is to once again to march off into the bush.
It is not rocket science. If toilets are used regularly then they need to be cleaned regularly. Truck drivers generally like most people enjoy good hygiene and facilities and will leave the toilets clean for the next person. However it doesn’t take long with regular use for them to require a clean.
Main Roads have received numerous complaints about the conditions of these toilets with requests that they be cleaned regularly. They make excuses for them being dirty and over time they have them cleaned but this is not good enough. They need to be cleaned regularly before people and truck drivers start complaining.
I also acknowledge that many of these toilets are in remote locations and regular maintenance and cleaning is difficult and expensive but that is no excuse for dirty toilets.
We also have problems with dirty toilets in our metro regions at road train assembly areas so this points to a huge failing of Main Roads to supply our hard working truck drivers with clean hygenic facilities to attend their basic needs.
Life on the road is tough and this just makes the job tougher. No other industry would tolerate such third world working conditions.
There is concern about our truck driver shortage and this is not helping, particularly when we are trying to make the industry more attractive to female drivers. I can imagine, it is daunting for ladies to enter the transport industry when we can’t even provide them with clean working toilets.
I was only talking to a female truck driver the other day and she was so annoyed with the mess and human waste being left in truck bays. She told me she had stopped in a truck bay at night to do a tyre check and accidentally stepped in some human waste. She was so angry she wanted to throw her boots into the bin but she was forced to clean them and carry on.
Not all the toilets are bad though, and the Shire of Cranbrook needs to be congratulated for the magnificent rest stop they have built which boasts several toilets, hot showers, picnic tables and shade. The facility is cleaned daily and is kept in spotless condition and free to all users.
Take note Main Roads, it can be done. We work hard and we pay our share of taxes plus tax on fuel plus vehicle registration so let’s give truck drivers a little bit in return - after all we are supplying an essential service.
~ Keep it safe. Ray Pratt.
Will Robots rule Australian roads?
The rumble of diesel engines along long lonely highways is the soundtrack to the lives of long haul truck drivers across Australia, but with the roar of artificial intelligence getting louder a question hangs in the air: will truck drivers be replaced by robots?
The rise of self-driving trucks presents both excitement and trepidation. Proponents tout increased efficiency, improved safety, and lower costs.
Opponents fear mass job losses and a fundamental shift in the working-class fabric of the transport industry. So, what’s the reality?
Full automation - a distant prospect?
While the technology for autonomous vehicles is making rapid strides, experts agree that complete automation in longhaul trucking is years, if not decades,
away. Current challenges include complex weather conditions, unpredictable traffic patterns, and the need for human intervention in emergencies. Regulatory hurdles and public acceptance also add to the uncertainty.
Hybrid drivers - coexisting with AI
In the near future, a more likely scenario is the emergence of hybrid drivers. These humans would oversee self-driving trucks on long stretches of highway, taking control during complex manoeuvres, loading and unloading, and navigating challenging terrain. This scenario would require new skillsets and potentially create new jobs in monitoring and supervising AI systems.
The human touchirreplaceable skills
Even with increased automation, there will always be tasks that self-driving trucks struggle with. Negotiating tight city streets, adapting to unexpected situations, and building relationships with shippers and receivers are all areas where human skills remain indispensable. Additionally, truck drivers play a vital role in the broader logistics ecosystem, interacting with mechanics, dispatchers, and warehouse personnel.
Robot drivers for some transport applications
Whilst all of the emphasis has been on self-driving trucks, few have grasped how quickly humanoid robots are developing as big tech such as Meta, Google and Tesla pour billions into creating robots that are primarily focused on household tasks; whilst the international energy management
WA drivers to rewind the good times with Nostalgia plate series
Western Australian drivers have the chance to own a piece of Western Australia's motoring history and rewind the good times with the release of PlatesWA's Nostalgia optional plate series.
The Department of Transport is now taking expressions of interest for the new Nostalgia series, a remake of the original black on yellow or black on white State licence plates originally issued in WA between 1978 and 1997.
The Nostalgia series celebrates and reconnects drivers in 2025 with Western Australia's motoring heritage while addressing customer requests for iconic WA plate designs to be available as an optional plate.
Currently, the original black on yellow or black on white State plates still in circulation on vehicles cannot be remade if they are lost or stolen, which means those nostalgic plates that have been in a family for decades are gone forever.
As an optional plate, drivers will have the right to display or trade the Nostalgia series, and have it remade if lost, stolen or damaged.
PlatesWA will sell Nostalgia plates at an affordable price point of $289.
Reserve your preferred Nostalgia plate combination (if available) by submitting an EOI on www.plateswa.com The plates will be available for payment from late March.
Minister Assisting the Transport Minister
David Michael said, “Western Australians love to feel a little nostalgia for all things WA, and we also love an opportunity to make our vehicles a little unique from the thousands of others on WA roads.
“The PlatesWA Nostalgia range lets you rewind the good times with a reproduction of a sentimental number plate combination. Perhaps your first car, the plates on your parents'’ or grandparents’ car or complete the look of your classic car that was manufactured in that period.
, “While the new Nostalgia series won’t include the original slogans or logos available in the 70s, 80s, and 90s, this is a great opportunity to own a piece of WA motoring history.”
company Exergio have developed one for professional tasks in March 2025.
Exergio’s first humanoid robot will improve management, detect faults, and enhance real-time system monitoring and interact with humans for safety measures in commercial buildings.
Meta has recently launched a new division within its Reality Labs to develop AI-powered humanoid robots for physical tasks. Similarly, Tesla is launching its Optimus robot, a generalpurpose humanoid meant to perform tasks that are dangerous, repetitive, or boring for humans. Google's DeepMind has partnered with Apptronik to advance humanoid robots for dynamic environments.
So it is only a matter of time before the application of humanoid robots can be used beyond household tasks and as they can process vast amounts of sensor data, identify inefficiencies, and respond instantly to anomalies, and are being developed with enhanced perception and motor skills plus have the ability to be trained to specific needs – could the future see them as truck drivers in
certain
Focus
Whilst all of the emphasis has been on self-driving trucks, few have grasped how quickly humanoid robots are developing
applications?
Certainly there will be fields such as livestock transport where they could not work and it is hard to imagine them delivering freight to remote areas during extreme weather conditions… Imagine them in a flood area and having to change a tyre but maybe after many of us have long gone the future transport industry will have a place for them.
Impact on the workforce:adapting to change
The transition to automation will undoubtedly disrupt the trucking industry and its workforce. Long-haul drivers, particularly those with limited transferable skills, face the greatest risk of job displacement. However, opportunities will likely arise in new roles like AI supervision, data analysis, and cybersecurity for the trucking sector.
Preparing for the road ahead
The key to navigating this technological shift lies in preparation and adaptation. Governments need to invest in retraining programs and social safety nets to support displaced workers. Educational institutions should adapt curricula to equip future generations with the skills needed in the AI-powered transportation landscape. And the trucking industry itself must embrace innovation and collaborate with stakeholders to ensure a smooth transition.
The future of truck drivers is not a binary choice between humans or robots. It’s more likely a dynamic co-existence, where technology augments human capabilities and creates new opportunities. By preparing for change, embracing innovation, and prioritizing both economic efficiency and human well-being, we can ensure the smooth transition of the trucking industry into the age of AI.
TAutomotive industry calls for a balanced approach to apprenticeship support
he Motor Trades Association of Australia (MTAA) is urging the Federal Government to expand its targeted $10,000 construction apprenticeship bonus, advocating instead for a comprehensive approach that supports skills development across all essential trades that have been identified to be in shortage.
“While we welcome government initiatives to boost apprenticeship numbers, we need a strategy that strengthens Australia’s entire skilled workforce,” said Matt Hobbs, MTAA CEO.
“Recent data shows concerning trends in automotive apprenticeship enrolments, with some states reporting – Light Vehicle mechanics down 22%, Heavy Commercial Vehicle 34%, and Automotive Electrical Technology down 35% compared to this time last year. All these trades are in short supply.”
The automotive industry, which contributes over $37 billion annually to the Australian economy, is experiencing unprecedented technological transformation with the rise of electric vehicles and advanced automotive technology.
“The next generation of automotive technicians will be working with some of the most sophisticated technology in any trade,” Mr Hobbs said. “We need to ensure career pathways into automotive trades remain attractive and accessible to support Australia’s transition to new mobility technologies. The Government has acknowledged this with support for EVs”.
The MTAA believes a more strategic approach would involve industry-wide consultation to develop apprenticeship incentives that reflect the evolving needs of
Australia’s economy.
“This isn’t about choosing between building houses and maintaining vehicles –both are essential to Australia’s future,” Mr Hobbs added. “We’re calling for a balanced policy approach that recognises the strategic importance of developing skills across the economy that are in short supply – which includes the automotive industry.”
The Victorian Automotive Chamber of Commerce (VACC) has also voiced serious concerns about the $10,000 residential construction apprenticeship bonus scheme, warning it could artificially distort career choices across critical trade sectors, effectively pitting one industry against another.
“Whilst we support apprenticeship incentives as vital for Australia’s skills
future, creating a system that favours one industry over another is short-sighted,” said Geoff Gwilym, VACC CEO.
“Getting your car repaired is just as essential as getting a new sink installed. This selective bonus scheme risks diverting aspiring apprentices away from the automotive industry based solely on financial incentives, rather than genuine career interest or industry demand.”
VACC maintains that apprenticeship incentives should be equitably distributed across all trades to ensure sustainable workforce development across Australia's critical trade sectors.
“This position distorts the flow into each industry and effectively robs Peter to pay Paul. The government needs to implement a balanced approach that supports all trade industries equally, rather than creating artificial market distortions that could harm some sectors whilst supporting others,” Mr Gwilym added.
The automotive industry is undergoing rapid technological transformation, with increasing demand for skilled technicians to service and repair electric and hybrid vehicles. This policy risks compromising the industry's ability to meet these emerging challenges.
“At a time when we need to be attracting more apprentices to support Australia's transition to new automotive technologies, this policy actively works against that goal,” Mr Gwilym added. “We need a balanced approach that recognises the essential role of all trades in maintaining Australia's economic infrastructure.”
TRANSAFE WA Committee of Management
TRANSAFE WA recently held its Annual General Meeting and confirms that the Committee of Management remains unchanged – giving a continuity of operations with the following members:
Niomi Hurley Chairperson
Rick Post Vice Chairperson
Denis Price Treasurer
Jan Cooper Secretary
Judith Mewhinney Ordinary Committee Member
Rob Hennessey Ordinary Committee Member
Gavin Trim Ordinary Committee Member
Ray Pratt Ordinary Committee Member
Ian Cartwright Ordinary Committee Member
Allan Price Ordinary Committee Member
TRANSAFE WA congratulates the re-elected committee members who generously volunteer their time to deliver education and resources that support a safe, professional and sustainable road transport industry that protects its employees and the broader community.
Over to you
BIRDS EYE VIEW by Carol Messenger
Cracking down on truck sun visors
Whilst I am still waiting on definitive advice from the Western Australian Police Force, a truck driver has mentioned to me that whilst at a Police road stop he was advised by a Police Officer that the sunshield that he had at the bottom of his windscreen was illegal and could incur him a $100 fine and loss of one demerit point.
In telling me this, the driver stressed the Police Officer was very polite and helpful but was clear that ‘anything’ on the windscreen was against the regulations and they [the Police] had been advised to start cracking down on it.
The driver did try to explain to the officer that being a bonneted truck (with a stone guard) that this sunshield did not obstruct his vision whilst driving however, the Officer advised him that this was still against the law and suggested that he remove it as soon as he could.
I believe this has happened because of the inquest that highlighted the dangers of non-original truck sun visors after the 2020 death of 52-year-old Pilbara transport worker Darren Twine when he was struck by a work colleague’s prime mover as it pulled out of a Port Hedland roadhouse.
A coronial inquest into the death found the driver’s vehicle was fitted with a nonoriginal reflective visor to the base of the windscreen which extended the already existing blind spot to more than a metre.
The 25 year old driver had not realised Mr Twine was in front of the truck and in a traumatised state had continued down
Great Northern Highway before pulling into an assembly area, calling his mother and then returning to the scene.
A WorkSafe investigation into the incident found non-original visors were widely used by drivers of heavy vehicles on WA's public roads.
I have seen many trucks around – both bonneted and cab over’s that have the bottom sunshields attached and many are just those silver car windscreen covers that have been shaped and repurposed… and to be fair, many do seem excessively large. The gap between the coloured tint at the top of the windscreen and the sunscreen at the bottom often looks more like a Muslim women’s Niqab than a windscreen in which to view out of.
A WorkSafe investigation into the incident found non-original visors were widely used by drivers of heavy vehicles on WA’s public roads
But I think that some common sense from the Government and Police needs to prevail and some consideration given to transport workers.
Having driven a bonneted truck for many years, the glare off the end of the windscreen, especially if you have any chrome attachments, can be absolutely blinding. It is just not practical to pull off the road for those 30-40 minutes when the sun can be a problem to visibility.
Nor is the glare of the sun good for our health especially with skin cancer.
In the case of Mr Twine’s death, the Coroner Philip Urqhart said, “It is my fervent hope that the dangerous practice of heavy vehicle operators using modified foil window shades at the bottom of their windscreens will cease.”
But is seems again that trucks will be targeted and I ask, what about the cars and courier vehicles you see that have stickers all over the windscreen, often accompanied with fluffy dice, solar powered bobbly heads or hula dancers, or religious offerings all over their dash?
I think this is another case where the powers to be need to be talking to the transport industry first before making decisions for us that affect our health and safety.
The fact is truck drivers, especially those travelling up North need visors to protect us from the glare and the hot sun, and it would be nice to get some definitive clarification of what is suitable and legal to use.
The window visor is believed to have further restricted vision from the truck. (Supplied: WA Police)
The Case for Government Intervention –Ensuring Cyclist Safety
It’s not often we plead for government intervention but if ever there was a case for more government involvement it is the Indian Pacific Wheel Race.
The Indian Pacific Wheel Race is a solo, single-stage, unsupported, 5,500km endurance road cycling race ocean-toocean across Australia. The race, which has been operating since 2017, starts in Fremantle on the third Saturday of March, and finishes at the Sydney Opera House whenever the competitors get there.
Tragically, the race rose to prominence in the transport industry’s world last year when one cyclist was killed and another seriously injured in separate incidents with heavy vehicles while on Eyre Highway in Western Australia.
There was another incident on the South Australian side. In 2017 a rider was killed when he was hit by a car just before dawn in New South Wales during the race. The coroner ruled the accident avoidable and made a number of recommendations regarding bicycle lighting and reflective clothing for cyclists.
One of the crucial descriptions of this race is ‘unsupported’. Unsupported in the
context of a bike race means that there is no official organising body (therefore no-one to hold responsible) and there is no organised support crew – each individual rider is responsible for themselves – food, shelter, first aid, emergency repairs, emergency assistance. It means there are no variable message signs on the route advising other road users there is an event in progress, there are no support vehicles.
The LRTAWA has built a good relationship with one of the main contact people for this race, but that involves information sharing only.
Main Roads to their credit sent out alerts about the race.
What is missing however is a government
It’s not often we plead for government intervention but if ever there was a case for more government involvement it is the Indian Pacific Wheel Race
agency taking this issue up and working with the people participating to ensure their safety and that of the other road users. The industry can’t do it. All we can do is send messages to our members asking them to keep watch for cyclists. Last year we pleaded with authorities to intervene and we were told the race was legal and there was nothing they could do.
This absence of leadership was frustrating.
Do we sit idly by, while more people are killed or seriously injured in entirely preventable circumstances?
No-one disputes a cyclist’s right to be on the road and I applaud those people that push the limits of human endurance, but there must be a rational approach to public safety.
This is the reason that cyclists are prohibited from riding on freeways and pedestrian malls. Why then are cyclists still permitted on heavy vehicle routes?
We need government to convene a roundtable event with cycling bodies to develop a strategy to improve this aspect of road safety before we lose more of our people.
LRTAWA by Ben Sutherland, President Livestock and Rural Transport Association of Western Australia (Inc)
Funding boost drives greater safety for truck drivers
Australia’s peak body for workplace health and safety has new funding to create training modules and update health and safety guidelines to improve road safety for transport workers.
Transport is among the industries with the highest number of worker fatalities, with 54 transport, postal, and warehousing workers having lost their lives in 2024, the most of any sector.
The Australian Institute of Health and Safety (AIHS) will receive crucial funding from the National Heavy Vehicle Regulator’s (NHVR) Heavy Vehicle Safety Initiative (HVSI), supported by the Australian Government.
AIHS CEO Julia Whitford said the funding will go towards expanding and updating existing occupational health and safety (OHS) advice and creating educational resources for the transport industry.
“Every worker has the right to go to work and return home safely, and tragically,
far too many lives are being lost across transport,” Ms Whitford said.
“This will ensure the OHS Body of Knowledge, which is the framework for health and safety professionals, is updated to reflect current trends, research, and practices in occupational road use.
“It is an important tool for safety professionals, educators, policy makers, and others involved in transport.”
New chapters will be created to cover a range of topics, including heavy vehicles operations and safety, safety for vulnerable road users, mental health and wellbeing of
Every worker has the right to go to work and return home safely, and tragically, far too many lives are being lost across transport
occupational road users, and investigating occupational vehicle accidents and incidents.
“Interactive online training modules will also be developed, featuring engaging content, practical scenarios, and assessments for workers to help deepen their understanding of safety principles,” Ms Whitford said.
Executive Director Corporate Affairs Michelle Tayler said the AIHS is one of 16 organisations to receive funding as part of a $3.9 million investment in safety projects.
“We look forward to seeing the Australian Institute of Health and Safety’s project come to life to boost heavy vehicle safety standards and practices,” Ms Tayler said.
“The HVSI grants program funds critical industry-led safety projects aimed at reducing road trauma and saving lives on Australia’s roads.”
The project has already begun and will continue through to June 2026.
By Cliff Graham
The difference between an experienced truck operator and a compliant truck driver
Twenty years ago when I was doing heavy haulage in central Queensland, I had a conversation with an older bloke who was a mine OCE (the outback term for mine shift supervisor).
At that time, I was regularly transporting new/refurbished dragline buckets to different mine sites then returning the worn out buckets to different workshops for repairs.
As the size and shape of different dragline buckets varied, they required different methods of chaining to the float/trailer. For some mine sites, it was compulsory that every used/worn out dragline buckets had
to be washed down to ensure there was no mud, rocks or anything else that could fall off driving along the highway. This was a great example of Duty of Care.
So getting back to the conversation I had with the OCE... Because I only delivered over dimension objects I required an escort everywhere I went on the site so I wasn’t required to do any inductions.
One particular day, I unloaded a new refurbished dragline bucket and reloaded a worn bucket and was to be escorted off site by the older OCE to a locked gate alongside the public road where I was to meet with
pilots and police escorts.
This gate was maybe 500-600m from the major mine haul road along a service road. The OCE got a call on the mine twoway that he was required to be somewhere on the site, so he called me on the UHF and said, “Mate you’ve been here enough times, are you right to go down to the gate on your own? I’ve got a go up this haul road for a while and there’s nowhere on the side of the haul road or service road to park while I get someone else to escort you. I’ll call up someone from the warehouse to come and open the gate to let you out”.
ATA consults multicultural drivers
The Australian Trucking Association’s future workforce, training and driver licensing policies will directly draw on the experience of multicultural drivers following a roundtable in western Sydney recently.
The ATA invited multicultural drivers and business owners from across Australia to participate in the roundtable. The participants brought a total of 64 years of Australian truck driving experience to the discussion.
The roundtable was led by Amar Singh, president of Turbans 4 Australia (pictured),
I assured him I’d be right. The gate was in clear view and there was no traffic on the service road so I headed to the gate. Bill the supervisor from the warehouse came within minutes to open the gate and the pilots and police were there waiting. No drama.
The next time I was at this mine site I was delivering a refurbished bucket and was escorted by the same warehouse supervisor who opened the gate a few days before - Bill. The new bucket was unloaded and an old bucket reloaded and Bill asked, “You’ll be right to go to the gate? I’ll get the young lad from the warehouse to come over and let you out”.
“Yep, no drama”, I replied.
On my next visit to this site, the crane crew themselves escorted me to where the bucket had to be dropped and another worn one reloaded. The crane crew had to go do another lift so as per other times when we got to the service road I turned off the haul road and drove to the locked gate.
This time instead of someone from the warehouse coming to open the gate, it was a different OCE.
He went off about me driving around the mine site unescorted, which was correct. I did and I tried to explain the older OCE originally told me to just head over there. He assured me he was going to report this unacceptable incident.
On my next trip to this mine, I went there empty to load a worn bucket to take to be repaired. This time, I was able to enter through the main gate, walked into the warehouse and signed in as a visitor to have a quick cup of coffee and chat before the crane crew escorted me out to load the bucket.
Bill the warehouse bloke noticed me. He obviously saw many people every day, and didn’t connect exactly who I was but he could tell by my different coloured shirt that I was not part of the crane crew.
The real problem is instead of rewarding people for good safe work practices they have put in so many regulations and compliance that it has dumbed down everyone to the lowest level so they just have to be told what do instead of using their brains
He asked, “Who are you? Are you delivering something?”
I said, “No, I’m here to pick up a dragline bucket”.
He then questioned me, “Oh you’re the one who thinks it’s alright to drive around the mine site on your own?”
I replied, “Well actually I’ve gone from the haul road to the gate three times on my own and one of those times I was told to do so by you Bill”.
The crane crew laughed at the hypocrisy and escorted me to where we had to go to load the bucket then escorted me right to the gate.
I only had to wait for 15 minutes and the older original OCE turned up to open the gate.
He got out of mine vehicle shaking his head. He began by saying, “I have been at this mine since it first started. I’m trying to retire but they keep ringing me wanting me to come back to fix something some educated dummy has stuffed up. This gate was deliberately put here because of its close access to and from the haul road to do exactly what I did with you the first time I sent you here.
He said, “The whole mining sector has gone downhill with more and more regulation. “When I started here there were no beacon lights on the roof of vehicles. No high-vis clothing”.
I smiled, noting he was wearing green shorts and a black t-shirt.
He went on to say, “Back then, if there was an accident on the mine site, a light vehicle would park across the haul road with a rotating beacon on the roof.
Sometimes they just used alligator clips to clamp the wires onto the battery. Nobody, not a single person drove past a Ute or any vehicle with a rotating light on the roof.
“Nowadays, because someone needs to make their job relevant every vehicle has lights and high-vis stripes and flags.
“Nowadays, nobody at all pays attention to them because everyone is so familiar with them being everywhere. I understand we need regulations because there are some stupid people doing stupid things and getting free money from the mines in compensation however, the real problem is instead of rewarding people for good safe work practices they have put in so many regulations and compliance that it has dumbed down everyone to the lowest level so they just have to be told what do instead of using their brains.
“It’s only going to get worse”, he continued. “There’s too many rule makers sitting at desks who have never worked outside of the office.
“I can’t wait until I’m out of it completely”, he finished.
By that time my pilots and police had arrived and I had to go.
Twenty years on I can honestly understand how much worse the transport industry is with the increase of regulations and compliance. I’m not saying we don’t need regulations. However, there are a few regulations and compliance requirements that have little to do with road safety and there’s plenty of difference between an experienced truck operator and a compliant truck driver.
as well as ATA Marketing and Corporate Partnerships Director Bianca D’Rosario and Chief of Staff Bill McKinley.
Since 2015, Turbans 4 Australia has specialised in providing emergency goods to people in need regardless of their race, religion or ethnicity. The people they assist include those experiencing financial hardship, food insecurity, homelessness and unemployment, as well as those impacted by natural disasters such as bushfires, floods and drought.
“The roundtable was a great opportunity for drivers, fleet operators and owner drivers
to raise issues affecting multicultural drivers with industry leaders,” Amar said.
“We were able to put two-way communications in place to make the industry safer, as well as sharing information,” he said.
Bianca D’Rosario said goal of the focus group styled event was to help create a safer driving experience and culture for all drivers whether they are new entrants or highly experienced.
“The ATA will present the results of the roundtable at Trucking Australia 2025 and consider them as part of developing the
association’s policies,” Bianca said.
“We will have a strong workforce and training stream at Trucking Australia, including major announcements about how our industry can attract, train and then keep outstanding people,” Bianca said.
“The roundtable was only possible with the support of the ATA’s event sponsors, the National Heavy Vehicle Regulator and Teletrac Navman, and ATA Foundation Sponsors NTI, Volvo Group Australia and bp, who have a strong commitment to seeing a safe, future-focused and inclusive trucking industry,” she said.
TRANSAFE WAEnhancing Road Transport Safety in Western Australia
TRANSAFE WA is a not-for-profit organisation dedicated to improving safety within the road transport industry across Western Australia.
Supported by industry stakeholders, this organisation plays a crucial role in promoting safer practices, fostering collaboration, and providing education and resources to enhance road safety for all road users.
About TRANSAFE WA
Established with the vision of making Western Australian roads safer for transport operators, TRANSAFE WA operates as an independent entity that unites industry members, regulators, and the broader community.
By facilitating discussions and knowledge-sharing, TRANSAFE WA helps develop proactive safety solutions that address key challenges in the transport sector. TRANSAFE WA thrives on the backing of industry supporters, including transport companies, government agencies, and industry associations.
This collaboration enables the organisation to effectively provide relevant safety resources tailored to the needs of transport operators and drivers. Through safety forums, TRANSAFE WA strengthens the industry's commitment to reducing accidents and ensuring compliance with safety regulations.
Key Initiatives and Programs
TRANSAFE WA delivers a range of initiatives to promote road transport safety, including:
• Safety Awareness Campaigns –Raising awareness about common road safety risks and best practices through media, community outreach, school and industry events.
• Road Transport Industry Safety Forums – Providing a platform for industry professionals to discuss emerging safety challenges and share innovative solutions.
• Safety Truck Resource –iNSTRUCKTA! is a state-of-theart, custom-built truck and trailer
equipped with interactive technology and educational resources to engage participants in understanding trucks blind spots, the dangers of overtaking, turning trucks and cutting in front of trucks as well as other critical road safety issues.
Impact on the Transport Industry
Through its efforts, TRANSAFE WA is significantly contributing to a culture of safety within Western Australia's road users. The ongoing commitment of TRANSAFE WA to road safety education continues to enhance heavy vehicle awareness, and reducing the risk of unsafe interaction, accidents and fatalities on Western Australian roads.
Get Involved
TRANSAFE WA welcomes support from industry members and the broader community. Businesses and individuals can contribute through sponsorships, safety partnerships, or active participation as a volunteer with the safety truck. By
Some local Perth jacaranda trees provided a great background for iNSTRUCKTA!
joining forces with TRANSAFE WA, stakeholders can play a vital role in driving positive change and improving road safety for everyone. For more information on TRANSAFE WA’s initiatives and how to get involved, visit www.transafewa.com.au
Together, we can create a safer and more responsible road transport industry in Western Australia. Learn today, live tomorrow!
Below: Australia Day Celebrations at Langley Park - iNSTRUCKTA! is designed to be inclusive, featuring a wheelchair lift to ensure accessibility for all participants. This commitment to inclusivity allows individuals with mobility challenges to fully engage with the interactive road safety education experience
iNSTRUCKTA! was a very popular activation at the Australia Day Celebrations with a queue of people lined up from open to close
A group of 60 students from the Clontarf Foundation completed the iNSTRUCKTA! heavy vehicle awareness virtual reality experience at a recent camp
The Livestock and Rural Transport Association of WA, Main Roads WA and TRANSAFE WA recently collaborated at the 2025 Wagin Woolorama and the vehicles on display were a hit with the young and old
A big shout out to the Safety Partners of TRANSAFE WA who support the delivery of road safety initiative like the safety truck iNSTRUCKTA!
iNSTRUCKTA! inspiring the next generation of heavy vehicle operator during a visit to the Clontarf Foundation Camp
iNSTRUCKTA! fuelling up thanks to TRANSAFE WA’s most recent Safety Partner, BP Australia
Plan to fix Australia’s truck driver shortage
The trucking industry calls on Australia’s political parties to commit to:
• Provide financial support to driving operations apprentices and their employers
• Pay a completion bonus to drivers who complete one of the short driver training courses run by RTO’s with trucking industry associations, state governments and major companies
• Launch a national skills passport so drivers and other workers can share evidence of their qualifications and skills
• Add articulated truck drivers and tanker drivers to the skilled occupation list for migration to Australia, after overseas driver licensing is fixed
The next Australian Government should provide financial support to apprentice and trainee truck drivers and their employers, said Australian Trucking Association Chair Mark Parry.
Mr Parry was releasing the first of the ATA’s policy initiatives for the 2025 federal election campaign: its plan to fix Australia’s truck driver shortage.
“Trucking is one of Australia’s essential industries. We deliver every item at your local supermarket, every litre of fuel at the service station and every medicine at the chemist, but we face a shortage of truck drivers,” Mr Parry said.
“Truck driving is one of the top five occupations with a skill shortage. More than 26,000 positions are unfilled.
“The Australian Government provides financial support to apprentices in priority occupations such as electricians and mechanics. But it does not support people who want to work as truck drivers, even though driving operations can be an apprenticeship.
“The ATA calls on the next government to provide financial support to apprentices and employees.
“Apprentices should receive $5,000 in support over their apprenticeship. Employers should receive $2,000 after six months and a further $3,000 after twelve months.”
Mr Parry said that a number of registered training organisations ran short
truck driving courses that went beyond getting a licence to include other skills that drivers need to succeed.
“These short courses are supported by state governments, trucking industry associations or major companies, but there are no federal incentives for potential drivers to give them a go,” he said.
“The next government should pay a completion bonus of $1,500 to drivers who complete one of these short driver training courses. The driver’s first employer should receive a $1,500 hiring bonus.”
Mr Parry said the next government should launch a national skills passport to make it easier for drivers and other
Apprentices should receive $5,000 in support over their apprenticeship. Employers should receive $2,000 after six months and a further $3,000 after twelve months
workers to demonstrate their skills and qualifications. A skills passport would also help businesses hire new staff with confidence.
“Our 2024 Workforce and Driver Training Summit called for the creation of a passport system so truck drivers could easily show they had the licences and qualifications they need, such as holding a dangerous goods licence or completing an NHVAS fatigue course in addition to their driver’s licence,” he said.
Mr Parry said that articulated truck drivers and tanker drivers should be added to the skilled occupation list for migration to Australia.
“It is extremely difficult for truck drivers to migrate to Australia, except under very narrow circumstances,” he said.
“Last year, the Australian Bureau of Statistics recognised that articulated truck and tanker driving required a similar level of skill to a trade certificate.
“We welcome skilled tradies to Australia. We should welcome safe, experienced drivers from overseas too, although the overseas driver licensing system needs to be fixed first.ºº
Rio Tinto to invest $1.8 billion USD to develop Brockman mine
Rio Tinto will invest $1.8 billion to develop the Brockman Syncline 1 mine project (BS1), extending the life of the Brockman region in the West Pilbara of Western Australia.
The project has now received all necessary State and Federal Government approvals. Rio Tinto Iron Ore Chief Executive Simon Trot said, “Brockman 4 produced 43 million tonnes of iron ore in 2024. Securing this project extends the life of the Brockman hub. This is good for our business, good for WA and good for the Australian economy.
“Rio Tinto has been mining iron ore in the Pilbara for almost six
decades and our tranche of new mines will ensure we can continue to supply the globe’s ongoing need for iron ore, for decades to come.”
First ore is now scheduled for 2027, having previously been anticipated in 2028.
Construction of the project begins this year and includes a new primary crusher and overland conveyor, a Non-Process Infrastructure precinct and a temporary camp for construction workers.
About 1,000 jobs will be created during construction and once operational, BS1 will sustain a workforce of about 600.
By LARA JENSEN
AWe have paid the ultimate price for weak political leadership
ustralia has seen seven federal and six state election cycles since our three rural families (Broad, Smith and Jensen) first took the issue of inadequate train and rolling stock illumination to Canberra in 2003 following the deaths of my youngest brother and his friends at a notorious Wheatbelt level crossing in 2000 that lead to coronial recommendations a year later for immediate action on train visibility lighting.
Fast forward 22 years later to 2025 and nothing has changed, in fact weak, outdated rail industry standards mean we have stronger laws for bicycle lighting than we do for trains in Australia.
Alarmingly, in the last two decades, our families have seen the recommendations of three State coroners (WA, NSW, and Victoria) to improve train visibility in addition to level crossing safety ignored by government and the rail industry
The last four years have also seen the release of three national train lighting reports commissioned by the Office of the National Rail Safety Regulator (ONRSR) that all found additional lighting improves train visibility, yet the rail industry still refuses to act.
And this year in a rare win our families secured the bipartisan support of both the Nationals WA and the WA Liberals who committed to mandate train lighting as part of their state election policy platforms. But with the re-election of the Cook Labor
government we are now officially back to square one.
In this federal election year, I also wrote to Nationals leader David Littleproud and federal shadow transport minister Senator Bridget McKenzie appealing for their leadership on this train visibility issue, but last week we suffered another setback.
While Senator McKenzie responded to me saying that a future Coalition Government would review the effectiveness of the voluntary code of practice for Train Visibility at Level Crossings within two years of implementation to investigate compliance and adoption by rail operators, she stopped short of committing to take mandatory train and rolling stock legislation as Nationals Party policy to the federal election. I have again written to Senator McKenzie asking her to reconsider her policy position to include mandatory train lighting as part of Nationals Party policy platform leading up to the federal election.
What I do find deeply concerning, politics aside, is that our campaign is based on facts, research, science, coronial recommendations and the findings of numerous committees and reviews over decades. It is not a public safety campaign based on opinion or emotion.
To reinforce this point, I received an email from the Acting State Coroner of WA last year following a review of State Coroner’s findings into my brother and
his friends’ deaths in 2000, there is one paragraph that particularly struck me. The letter reads, “I note from your correspondence and publicly available materials regarding your ongoing campaign for safety upgrades at level crossing and improved lighting on trains, that there have been numerous reviews, inquiries and reports undertaken to examine this issue in the past 23 years. I also note that it appears that despite these steps, State Coroner Hope’s recommendation has not been implemented.
“While it is my strong hope that no other family suffers the tragedy that your family suffers in relation to another train fatality in Western Australia, I assure you that should such a tragedy occur, the Coroner’s Court will investigate, and would closely scrutinise the response of regulatory authorities to the safety recommendation made by State Coroner Hope in 2001, if that were relevant to any future death.”
It is intensely frustrating that the findings of coroners charged with the responsibility of protecting public safety have been ignored by successive Australian governments who aren’t compelled to act on the coronial evidence provided to them.
My brother and his friends lost their lives because the rail industry and our government didn’t act on evidence of the risks posed by poorly lit trains to regional road users. We lost our family members because repeated warnings and evidence were ignored. We have paid the ultimate price for weak political leadership by successive governments over decades.
So, what do we do? We keep going. As Winston Churchill said, “Success is not final, failure is not fatal: it is the courage to continue that counts.”
Swan Settlers Market Classic Car Show
By KEVIN TOOVEY
The Swan Settlers Market Classic Car Show was organised by the Veteran and Classic Car Club of Western Australia and was held early February.
It was a day for all motor enthusiasts and historic lovers alike and on show were classic cars, trucks and motorcycles plus military vehicles.
The military display was very interesting and included trucks, guns and a Willy’s
Jeep. The Jeep was described as the workhorse of World War II, performing tasks including mobile machine gun mount, taxi and front line limousine.
The double decker bus is a 1952 Leyland Titan and it worked in Sydney and Newcastle up until 1976. Then after a few more owners it came to WA where it has now had the motor rebuilt, been externally restored and was re-registered in 2024.
The 1928 Green Chevrolet truck is owned by Trevor and Nola Hooper. Hooper and sons was a family vineyard in Bakers Hill from 1913 to 1969.
The event was a family day with food stalls and entertainment and it was a good day out to take the truck for a drive and have a walk around have a look at the other vehicles, buy something to eat and drive home again.
Nice Oakland car
1952 Leyland Titan OPD2 bus Volkswagen Kombi van
Massey Ferguson tractor on display inside the Swan Settlers Market
Commer service van
Trevor and Nola Hooper's 1928 Chevrolet
1944 Willy's Jeep
Max Leggett's 1950 Bedford ML with Doug and Susanne Bakers 1929 Austin Seven Chummy
1933 Singer car and Kevin Tooveys 1976 Dodge
Plymouth Cranbrook car that came from Kojonup
Chev Blitz 4x4
The drivers position inside the Leyland Titan bus
The History of the West Australian Road Transport Industry
By Russell McKinnon
2013
Heavy vehicle-related deaths rose during the 12 months ended June 2013, with 134 deaths from crashes involving articulated vehicles – nine more than in the year ended June 2012, according to the Fatal Heavy Vehicle Crashes quarterly bulletin. However, deaths involving articulated vehicles have still fallen by an average of 6.7 percent each year during the last three years. The report shows that New South Wales continues to record the highest number of deaths from crashes involving a heavy vehicle, followed by Queensland and then Victoria. Fatalities involving heavy rigid trucks remain relatively steady, with 86 deaths between June 2012 and June 2013 compared to 85 the year prior.
Rob Kelly, WARTA’s Treasurer, resigned on June 26 due to a change in business circumstances and non-involvement with the transport sector. WARTA’s accountant, Mike Pilkington, was elected to the role of Treasurer until the Annual General Meeting. Another resignation occurred at this meeting — Chairman Derek Nathan. Derek stated that he was planning a five-month caravan trip to Queensland and that it was too long to have a Chairman away. He was replaced by Peter Beach. A vote of thanks was moved for his services to WARTA and Chairmanship since 2003.
WA’s population hits 2.5 million in September.
Spring rains meant the WA grain harvest reached a record 15 million tonnes.
It is widely acknowledged that WARTA has been instrumental for the very successful implementation of the Compliance and Enforcement Legislation to the industry. It is due for enforcement
from March 1 next year. Through Main Roads WA, Mike Wood (Latus) was recommended by WARTA and contracted by the Government to undertake the complete implementation programme for WA. More than 20 sessions were held with the MRWA and Department of Transport team, which allowed WARTA to have an ideal opportunity of attending most presentations throughout the State — Perth, Fremantle, Bunbury, Narrogin, Albany, Kalgoorlie, Geraldton, Port Hedland and Broome — gaining new members, training and other requirements.
WARTA was involved with the Fremantle Ports Truck Productivity Study with Freight Manager Haydn Hampel on the steering committee. In summary: “The Truck Productivity Study Action Plan is focused on a number of improvement initiatives aimed at enhanced truck utilisation, productivity and operating efficiency. The Productivity Improvement Strategy identifies the key initiatives that will be progressed as priorities, noting that some of these may be long term. Consultation with industry stakeholders, in-case study interviews, the transport operator survey and industry workshops identified a significant number of other issues and suggested changes. Although many of them have been identified as low or medium priority, there are a significant number worth pursuing. With ongoing developments of facilities, operating requirements, systems and infrastructure they will need to be continually reviewed. The WA Port Operations Task Force and the WARTA Port Carriers’ Working Group will be forums to progress many of these issues and possible changes, in consultation with relevant stakeholders and implementation partners. A full work programme will be developed with these parties following their review of this report. Initiatives identified in the Truck Productivity Improvement Strategy have been prioritised based on the outcome of industry consultation and workshops and intensive review with the project steering committee. A number of industry changes have occurred since the project began and the steering committee has taken them into account in the evaluation of priorities and specific actions to be progressed. Those selected have been identified as priorities for addressing current inefficiencies in the supply chain impacting on productivity as well as strategic long-term initiatives. The aim is to set up the industry for a future with greater volumes through the port while minimising community impacts. The steering committee felt it necessary to concentrate on a manageable number of initiatives while capturing all those raised throughout the course of the study. The industry has made significant steps towards a more efficient supply chain in recent years and the efforts of all parties are to be commended. It is only through industry participants working together that changes will be successful in the long term.”
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.
