Letters to editor

f you’ve ever overloaded your truck thinking “She’ll be right, mate” – think again. An overloaded truck can cause significant damage to the State’s road network, whilst also putting your vehicle under additional pressure.

Vehicles will react differently when the maximum weights they are designed for are exceeded, affecting vehicle performance. In an emergency an overloaded vehicle can be harder to control and more unstable,

6 WATM • October 2018

making it difficult to stop; the braking distance increases and this can lead to the driver misjudging the stopping distance.

Additionally, tyres run hotter and the centre of gravity of the loaded vehicle is raised leading to higher rates of tyre failure and risk of rollover. When a load is overweight, unbalanced, or shifts while moving, the chances of the driver losing control of the vehicle increases. Improperly loaded and overloaded trucks are one of a

number of causes in many truck accidents.

Overloading can also result in severe penalties and prosecutions of up to $15,000 for an individual and $75,000 for a corporate entity.

The mass limits for vehicles are prescribed in the Road Traffic (Vehicles) Regulations 2014 and further defined in RAV permit operating conditions. If you are travelling overloaded and you are stopped by a Main Roads Transport Inspector, the Inspector may undertake an inspection which will generally include: a gross and axle mass assessment using portable scales; vehicle and load dimension checks; and a check of your over size and over mass permit compliance.

For non-compliant vehicles, the Inspector will advise the driver what action will be taken and depending on the severity of the offence, the matter may be treated by a caution, infringement, or summons for a court hearing.

To help ensure your vehicle is not overloaded you should know the weight and weight limits of your vehicles. On Main Roads Heavy Vehicle Services website, under Tips and Guides is a guide to helping you understand your vehicle ratings. Drivers of heavy vehicles must be aware of the maximum loaded capacity of their vehicles in order to operate safely, legally, and prevent

damage to both the vehicle and the road network. As weight distribution is important, ensure the load is distributed properly.

Part of the WA Heavy Vehicle Accreditation (WAHVA) Scheme requires accredited transport operators to comply with the Dimensions and Loading Management Module Standards. The non-compulsory module Accredited Mass Management Scheme (AMMS) provides operators with loading control guides and loading plan templates to assist transport operators in developing their own loading plans. Further information on Accreditation and Load Restraint can be found at www. mainroads.wa.gov.au or by calling the Heavy Vehicle Services Help Desk on 138 486.

Over to youYOUR SAY

Letters to the editor

Dear Karen It is great to see that the magazine is going digital.

I read my newspapers where ever I am in the State and occasionally overseas so your magazine will be gratefully accepted on my tablet. Where ever I am on the road, I have access to my favourite publications.

I love the articles and it keeps me abreast of what is happening in the industry. This is such an important part of the WA transport landscape that I trust you will continue to flourish at a time when transport is being hit the hardest by the economic times.

Fantastic that you have ridden the ups and downs of the economic cycle. Long may it continue. Name and address supplied.

From the Editor: Many thanks for this and the other positive messages, calls and feedback I have received from readers about the magazine going forward. I believe in this magazine and in this industry and aim to hang in there.

As of this edition, WATM will be available in ‘interactive’ digital format as well as print.

I have realised that not only will the magazine be able to reach a much larger demographic but there are so many people that work away and by doing this they have access to it whilst they are on the road.

The most surprising thing to me has been how ‘internet’ savvy many of my seasoned readers are and it seems that I am the one needing to catch up with technology.

In order to make the digital magazine available to existing readers I need your email address. Please go to Page 21 of this edition and fill in and return the form to me to: karen@angrychicken.com.au This is a ‘free’ service and you can add your work colleagues, sub-contractors, drivers or anyone you think would benefit. This would be a great help to me if you could do this please.

Traditionally, the magazine has always gone out to the decision makers within the industry – Directors through

Hi Karen Please see attached form to receive the transport magazine digitally - great step and innovation.

Can I also ask that you can now ‘not’ send a hard copy - I am thinking of stopping my PO address as I receive most things these day electronically - also would save you some mailing. Other magazines I subscribe to have gone this way and do not

I

News

The Hidden Consequences of Overloading

Overloading can also result in severe penalties and prosecutions of up to $15,000 for an individual and $75,000 for a corporate entity

Dear Karen,

I read with interest the article “The Hidden Consequences of Overloading” in the November issue of the WA Transport magazine.

The article talks about performance, road damage and penalties applied to any operator that fails to comply with regulatory or permit load levels.

While these are all valid points, a most important issue is missing from this article, highlighting the general ignorance of the implications of noncompliance with the loading standards laid down by the Traffic and its Regulations.

Back in 2002, I was discussing overloading issues with a senior manager employed by the fertilizer manufacturer CSBP. Patrick’s question

to Operations Managers but with the digital model on board it will mean your employees and sub-contractors can also receive it. I would hope that this brings together industry as a whole, and assists

publish hard copy at all any more Again thanks for the great work you do with the magazine and best wishes for safe and joyous Christmas and Happy New Year. Regards, John Park Regional Manager WA Custom Brokers and Forwarders Council of Australia Inc

to me was, “What is the situation if CSBP permit an overloaded vehicle to leave the premises”.

My response to that question was that there is potential civil liability if an organisation permitted an overloaded vehicle onto the road network and it was involved in an accident.

The protection afforded by complying with regulatory limits does not apply if the vehicle is noncompliant.

Damages could be sought in a civil court and depending on injuries arising from the accident could be over six figures.

CSBP had weighbridges and the ability to determine if a combination was exceeding limits, however, everyone has a Duty of Care to try and observe legal or permit limits.

Failing facilities to observe such limits, compliance with a code of practice offers some protection.

As any operator hauling fertilizer out of CSBP facilities would know, the Company is very careful to ensure that load limits are not exceeded.

Operators should be aware that non-compliance with load limits and stability requirements puts their business at risk should they be involved in an accident on the road network. Ian Tarling

everyone who has trucks on the road with access to the latest information on regulations, safety as well as the ‘culture’ of our industry. Best Karen

WATM • January/February 20193

Over to youA FAIR GO FOR OWNER DRIVERS by Ray Pratt

Truck Driving –

Is this an attractive career choice?

It is now widely acknowledged that

we have a truck driver shortage and it’s going to get a lot worse.

Surprisingly, transport companies and Government are concerned and are making efforts to fix the problem with talk about ways to encourage newer and younger drivers to get behind the wheel of a truck.

This is surprising as it’s not very often either of these groups have ever shown any interest or have had the inclination to fund any training scheme.

The suggestions have been about introducing truck driving at a school level as a career choice and the other thought is about setting up an Apprenticeship Scheme to help mentor younger people to choose truck driving as a career.

Both are great ideas except it will not work. The image and working conditions of truck drivers are at an all-time low and until we are able to make the industry more attractive; then enticing new people into the transport industry becomes a pointless exercise.

In fact, I would suggest that we have enough qualified experienced licensed truck drivers in Australia who have already exited the transport industry because they do not wish to drive unless working conditions improve.

Truck drivers are tired of long hours, poor food choices and the pressure they are placed under.

There is no question that truck drivers have to be a special type of person as it’s a hard and difficult job. As a long distance truck driver you really give up your life for the job and so your family and social life suffers.

If we wish to attract people into the transport industry then we have to change the working conditions.

It’s always been that truck drivers work excessive hours and are never home. It’s definitely a difficult problem to solve and the transport companies have a lot to

answer for here. New truck drivers have an enthusiasm and energy that is unbelievable and all they want is just to succeed and do the best they can. These are the drivers the transport companies love and want because they can push them and exploit them for every hour of the day and for every day of the week. They then pay them ‘just’ enough to survive on and so we work harder and longer trying to survive on this endless treadmill.

It takes quite a lot of years of being squeezed to breaking point for the penny to drop about how we are being exploited, but by then, we are disillusioned and our enthusiasm has waned and we battle to survive after putting in such a big effort.

It will to be a massive effort to try and turn the industry around and make it attractive for any newcomers.

Firstly, truck drivers are very professional and experienced operators

and need to be shown respect for the job we do. We are valuable people in the food chain and we deserve recognition for our effort in getting the job done.

This includes being paid for every hour of work we do including the time we spend waiting to get loaded and unloaded. Whoever came up with the idea that we only get paid when the wheels are turning certainly has never walked a mile in the shoes of a truck driver.

We need to have regular access to good food and showers and toilets. Just because truck bays have always just only been a bit of a gravel road with a rubbish bin does not mean that it’s an acceptable standard and remember we are also trying to attract ladies to drive trucks.

The call for action is now. If we fix the problems then we solve the driver shortage.

Keep it safe, Ray Pratt.

The image and working conditions of truck drivers are at an all-time low and until we are able to make the industry more attractive; then enticing new people into the transport industry becomes a pointless exercise

8 WATM • January/February 2019

Over to you

LRTAWA by Andy Jacob, President, Livestock and Rural Transport Association of Western Australia (Inc)

NEW YEAR RESOLUTIONS AND THE FUTURE FOR TRANSPORT

As the sun has set on another year its time to turn our attention to the future and consider what might lie ahead for WA transport and the economy. There aren’t many certainties in life but one thing we know is that we will have a federal election this year. If the pundits

News

Payment times review will identify Australia's worst payers

The Australian Small Business and Family Enterprise Ombudsman (ASBFEO), Kate Carnell announced a review of payment times, to measure the effects of late or extended payment practices on the cash flow of small businesses and family enterprises in Australia.

“In our 2017 Payment Times and Practices Inquiry, we found Australian payment times were the worst in the world, with invoices paid on average 26.4 days late,” Ms Carnell said.

“We identified a growing trend for large Australian and multinational companies to delay and extend payments from 30 days to 45, 60, 90 or 120 days.

“More recent research involving 1600 businesses identified the biggest cause of business disputes is payments (44%), with either the full amount not being paid (26%) or not being paid on time (18%).

“Partial and late payments, seeking discounts to pay in 30 days, offering loans to cover extended terms, all place stress on the cash flow of

16 WATM • January/February 2019

are correct, we’ll also have a change of government. What does that mean for transport and agricultural policy and regulation?

The issue of ‘safe rates’ has already been placed on the agenda with a legislated minimum rate being suggested as part of the equation.

Although the Opposition said it will handle things differently this time around, it is hard to forget the emotion and divisiveness last time a minimum rate was regulated. Whilst we all know there are circumstances where rates and payment terms are an issue, the labour relations system is not the appropriate regime to deal with them.

Single truck operators who have established themselves as a business should be able to seek redress for unfair or unconscionable conduct through the same processes as any other business and if that is not the case the law can be modified.

A good starting point in supporting small businesses would be to invest more resources in ensuring a fairer approach to compliance and our elusive level playing field. Every day we hear of an operator who has managed to ‘fly under the radar’ and those people put pressure on the ones who invest in compliance.

Heavy vehicle national law is currently being reviewed by the National Transport Commission (NTC). Fatigue regulation will receive close attention as part of the review and it seems clear there will be close consideration of how to bring the WA system closer to the national system or vice versa. If both WA and Federal governments are from the same team there may be inducements offered that are difficult to

Although the Opposition said it will handle things differently this time around, it is hard to forget the emotion and divisiveness last time a minimum rate was regulated

resist. If this comes to pass, we need to make sure that WA transporters are the winners.

The role of emerging technologies in transport are likely to receive closer attention from policy makers both in how they could enhance safety and also reduce the human resources required for monitoring compliance.

In 2019 we are likely to see Infrastructure WA develop its role in providing government with expert advice on the State's infrastructure needs and priorities including a 20-year strategy. On the face of it this is a positive move, but like many things, its success or otherwise will depend on the extend of industry consultation and whether those on the ground have input.

The $3.2 billion road infrastructure and maintenance initiatives announced in the last state budget will commence. Some of this funding will go towards upgrades on roads where there is a high risk of run-off road accidents. The northern and southern sections of the Bunbury Outer Ring Road, widening a 58 kilometre section of the Indian Ocean Drive, upgrading the Great Northern Highway from Muchea to Wubin, upgrading the South Coast Highway between Albany and Jerramungup and

continuing to upgrade the Great Eastern Highway on priority sections identified in the Wheatbelt Safety Review will all feature in works programs next year and are welcome initiatives.

For many rural transporters the future of live export under a changed political climate will be foremost in the mind. Agriculture may restructure to address market changes and demand. This will have an impact on rural transporters and we need to make sure we are prepared for it. The LRTAWA will be seeking to help members through the transition if necessary.

It looks like 2019 will be a year to stay engaged with your industry association. Transport businesses can have their say about many of the issues outlined in this article by contributing to their association and supporting their efforts.

There are many positive signs for the future however we need to make sure the needs of WA transporters are at the forefront of the policy makers minds when decisions are made. The best way to do that is to participate in your industry association. Best wishes for a happy, safe and prosperous New Year.

small businesses. It forces the business to find ways to finance the short fall in their working capital.”

ASBFEO has a five minute survey for small and family businesses to fill out so we can get a better idea of the state-of-play on payment times and practices in Australia. The survey questions are straightforward:

• What payment times are in your contract?

• Do you have to provide a discount if you want to be paid in 30 days or less?

• Are you paid later than the contract states? “We have also written to large corporations requesting a copy of their payment terms and conditions to suppliers,” Ms Carnell said.

“Extended payment times for suppliers effectively uses the businesses in the supply chain as a cheap form of finance. Too many small and family businesses are being crippled by slow payments and the national economy suffers as a result. “When a business experiencing extended payment times is also hit

with late payments, it stresses the business further, which can easily put them out of business. Poor cash flow is the primary reason for insolvency in Australia.”

The results of the survey will be used to provide advice on how late and extended payment practices might be improved to better protect the cash flow of small businesses.

NEXT STEP: Complete Survey at -www.asbfeo.gov.au/paymenttimes

WATM • January/February 201917