History
The History of the West Australian Road Transport Industry
By Russell McKinnon
1962 THE DEPARTMENT OF TRANSPORT extended the range of free trade areas. The Association was asking for 50 miles free operating radius from Perth, but instead the Minister offered the following: 1. Metropolitan operators whose business is situated within 40 miles of the GPO Perth — Free operations radius 20 miles from Perth or place of business. “As of right” permit now available for a radius of 40 miles from the GPO (previously 35 miles); 2. Country operators whose business is situated outside 40 miles from the GPO Perth — free radius of 25 miles from the place of business (previously 20 miles); “As of right” permits are now available for a radius of 40 miles from the outports of Bunbury, Geraldton, Albany etc (previously 35 miles). It was a far cry from what the Association wanted, but is a small step toward the ultimate aim — allow road vehicles to use the road wherever this form of transport best suits the needs of the customer. Up until the end of 1961, there 229,269 vehicles on WA roads. Utes, vans and trucks
make up 71,934 and buses 1264. That meant one commercial vehicle for every 14 people, considering the State’s population is about 900,000.
1963 Some highlighted paragraphs from the Commissioner’s annual report on the State Transport Co-ordination Act: “The State transport system today is functioning in a dynamic economy, requiring continuing adjustment to situations as they develop.” “…sustained demand for the movement by road from the south and have required a review of existing transport facilities.” “… it has been necessary to approve of a considerable volume of road transport.” “Northern pastoralists are pressing for freedom of movement of their surplus livestock and of their supplies and requirements by road.” “It is clear we are on the threshold of great development in the north and that immediate thought must be given to the formulation of a transport policy, which will give the maximum impetus to economic activity.” In the case of some road haulages being shorter distances than by rail, he said: “This is particularly so in the case of the
Great Southern areas where rail transport costs per ton-mile are well above the rates at which road transport can operate over the shorter road distances. These cost discrepancies engender a strong pressure for road transport. This pressure will be intensified when the railways route goods to Great Southern towns via the Avon Valley, Toodyay, Northam and York in lieu of the existing route via Spencers Brook and York.” Some 2000 commercial drivers went on strike on August 8 for a day. Early reports suggest that the cost of the stoppage was £7000 in wages; £1000 each for the big haulage firms; cut cement deliveries by 50 percent and piled up thousands of pounds of furniture, food and household merchandise in city retailing centres. Twelve commercial vehicles were sighted on the road and their company names reported to the strikers’ meeting. Topics from the President’s report to the Annual General Meeting on August 8 were: • Increasing speed limits on country roads to 40mph; • Lane entry to city stores; • The possible amalgamation of the Australian Road Transport Federation and the Australian Hauliers’ Federation; • Rate schedule review; • Attempts to push the free trading radius to 50 miles; • The upward trend in membership; • Restrictive trade practices legislation; • The Transport Workers’ Award “favourable result”. The Arbitration Court has now varied most State awards and included a clause for three weeks’ annual leave. The September 10 General Committee meeting moved that all articulated vehicles be fitted with rear vision mirrors on each side of the cab. The decimal currency changeover has been set down for February 1966. The ARTF is also pushing for the introduction of decimal weights. WATM • May 2020
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