Operation Ninja
Stamp out racism in our industry
Where are the lights? Will hydrogen be powering trucks?
HAULMORE TRAILER RENTALS
EQUIPMENT THAT CAN HANDLE THE HARSH
CONDITIONS
Joe Albertini Haulmore Rental Manager, Alan Moody Haulmore Director, Ryan
Ussher Fuwa K Hitch State Manager and Justin Page Haulmore General Manager
A STRONG & POWERFUL VOICE FOR TRANSPORT WORKERS’
At the TWU, we are relentless in the pursuit of building and exercising worker power, guided by clear, strong principles. We are committed to earning and keeping our members’ trust and bargaining collectively. We aim to hold corporations to account, empowering the workforce with a strong and powerful voice.
The TWU has a number of Enterprise Agreements in a myriad of transport companies. If you work for a company that has an EA with the TWU, you, along with all transport workers benefit from the years of struggle and collective action of union members before you.
And set the standard for transport workers into the future.
TWU Members also benefit from a range of services available only to members
Legal Services
Wage increases and improved conditions through collective bargaining
Enforcement of your agreement and workplace rights
Representation for incidents or disciplinaries
Job Security and protection
$5,000 Funeral benefits
Free Wills
Extraordinary Driver’s License
Income Protection and Group Accident and Sickness cover
Collective purchasing power of UnionShopper to provide members with discounts on a range of restaurants, gift cards, white goods and more
You should be a member of your union, the TWU if you enjoy these benefits like:
Annual Leave
Maternity Leave
Long Service Leave
Sick days
Leave loading
Penalty rates
Superannuation
Health and safety and workers’ compensation
Allowances (meal allowances, shift allowances)
Rest breaks
Unfair dismissal protection
Becoming a member of the TWU ensures you can maintain these rights into the future.
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
Equipment that can handle the harsh WA conditions HAULMORE TRAILER RENTALS
Whilst most of us would be slowing down at 81, that is not the case for Alan Moody, the owner of Haulmore Trailer Sales and Rentals in Hazelmere… and Alan has no intention of slowing down any time soon.
Having celebrated Haulmore’s 50th Anniversary in 2022, this home grown Western Australian company has further expanded with the opening in March this year with a brand-new purpose built facility to maintain their growing rental fleet.
Driven by customer demand, the dedicated premises for Haulmore Trailer Rentals were fuelled by the company’s commitment to provide a better service for their hire and rental customers. By expanding into a dedicated facility, they are able to enhance availability, streamline operations and ensure the most efficient experience for all their clients. Their rental fleet is managed by Joe Albertini, who has managed the rental fleet for more than
five years and was pivotal with his input and knowledge in the expansion of their operations.
Located at 7 Tipper Court in Hazelmere the Haulmore address has not changed however, a new point of entry is available for Haulmore Trailer Rentals strategically located on a RAV1 Road Train Oversize permitted route, ensuring easy access for their customers. This prime location allows a seamless drive-in and drive-out convenience, making it more efficient for operators to pick up and return equipment without hassle and the 4500m2 yard allows for multi combination rentals to be connected and tested before the clients take delivery or run operational instruction if required.
The rental premises boasts a new dedicated workshop, office and houses a comprehensive range of 100+ units of trailing equipment with that number expanding regularly.
General Manager of Haulmore Trailers Justin Page is excited about the growth of the company and says, “We are geared to meet the needs of various WA industry sectors including general freight, mining, civil and agriculture. Importantly to fit with Alan’s charter we are dedicated to offering our clients a reliable and high-quality rental solution”.
In fact, over 60% of the rental fleet is Haulmore manufactured and Alan is highly regarded for producing high end trailers that do the best possible job while also aiming to reliably achieve the lowest cost per tonne per kilometre.
“Being a manufacturer is a huge benefit to our rental division as we are able to on a
Alan Moody Haulmore Director
regular basis add vehicles to our fleet with the latest designs and features. This ensures that our equipment can endure the harsh conditions that are often encountered within our state and also allows for any customization of existing equipment that may be requested by our clients,” says Justin.
“As part of our rental service, we have 7 day/week support and assistance for any issues pertaining to the operation of our fleet.
“We have a team of eight in the rental workshop working six days a week to ensure that all our rental equipment is thoroughly serviced and maintained to the highest standards. If an issue ever arises, we will do whatever it takes to keep our customers on the road, whether they are local or in remote areas. Customer uptime is our priority, and we are dedicated to providing prompt support whenever needed.
When asked if there were any plans for Haulmore Trailer Rentals to expand outside of trailers Justin said, “Currently our plan is to remain with the hire of trailing equipment only - however, you never say never.
“We will continue to expand our fleet in response to customer demand. Heavy transport trailers are our specialty, and to ensure we provide the best possible service, Haulmore Trailer Rentals will remain focused on what we do best—offering highquality, reliable trailer rentals tailored to our customers’ needs.
Integral to all divisions of the Haulmore stable is the quality of products and the service they receive from their suppliers.
One such supplier essential to their success is Fuwa K Hitch – a relationship that extends past 36 years.
“Haulmore have had a great working relationship with Fuwa K Hitch, their products and service has been a great asset to our operations. Their continued support is something we highly appreciate.
“We use a wide range of Fuwa K Hitch products and services including Drum and disc brake axles, Suspensions, Landing legs, Turntables, King pins, Ballraces and Tow Eyes. We also use as standard to our servicing and maintenance the K Hitch range of spare parts and components.
“Fuwa K Hitch is a widely respected and utilized road transport spare parts and component supplier in Western Australia and is well known for having equipment that can handle the harsh WA conditions our equipment see’s on a day to day basis.
“We can’t express enough our gratitude and thanks to the people who work at Fuwa K Hitch. Ryan Ussher especially; and for the staff’s continued help and assistance which
goes a long way to ensuring our equipment gets the best life and reliability in WA and across the nation. Their expertise and knowledge is essential for efficiency of our operations,” finishes Justin.
Alan Moody as one of his friends said, “Makes the world a brighter place”, and this inspirational gentleman was honoured with a lifetime recognition award last year for his outstanding contribution to the local business sector and his commitment to excellence by the Swan Chamber of Commerce.
Alan could not be more proud of the contribution he and the company have made to the transport industry in WA and says, “The heavy vehicle manufacturers in Western Australia and the people who operate the trucks and trailers are absolutely the best in the world - no doubt”. haulmore.com.au
HAULMORE TRAILER RENTALS EQUIPMENT
General Everyday Transport
• Flat Tops
• Flat Top A-Section
• Flat Top Extendables
• Drop Decks
• Drop Deck Extendables
• R/T Dollys
Mining and Machinery
• Plant Trailers
• Drop Deck with Ramps
• Drop Decks
• Deck Wideners
• Quad Full Widener Float
• 4x8 Swing Wing Floats
• 2x4 to 2x8 Spreadable Load
Share Dollys
Civil
• Haulmore Built Side Tippers
• Water Tankers
VOLUME 31 | NUMBER 4
Angry Chicken Publishing Pty Ltd
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AFROM THE PUBLISHER
s we hit the federal election, in this edition there are more industry thoughts and concerns to consider before casting your vote. The second Keep the Sheep truck Rally hit Perth and it is sobering to think that 14% of WA sheep farmers will be forced out of the industry when the ban comes into full effect in 2028. With them will fall many of the allied industries including transport.
Thank you to Main Roads who gives us the breakdown of Operation Ninja - a joint traffic operation which was recently conducted in Regional WA, bringing together Compliance staff from Main Roads Heavy Vehicle Services (HVS) and WA Police officers from Cue, Mount Magnet, and Meekatharra Police Stations. The results show why this was essential.
State transport industry groups have joined to release a statement after the recent tragic events, including the death of a migrant driver—who was mourned by his community yet unjustly disparaged by
others online—highlighting the urgency for all in the transport industry to confront and eradicate the toxic behaviours that not only endanger lives but also tarnish the reputation of our industry. A must read for everyone in the industry on Pages 14 and 15.
Our Bird’s Eye View columnist Carol Messenger uncovers something that many of us were not aware of on WA roads – and if you are wondering why there is no lighting in some areas – read Page 17 to find out why.
Lots more to read and remember if you want to receive the magazine free of charge in digital flip book please email karen@ angrychicken.com.au
As always, thank you to everyone who supports our home grown 31 year old transport publication. And, congratulations to Alan Moody of Haulmore Trailers on the opening of your new rental division covered on Pages 2 and 3.
Best,
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Three-Star or Better Road Design Needed Now Across Australia
The Australasian College of Road Safety (ACRS) is calling on the Australian Government to urgently implement measures to address persistently high road trauma rates nationwide. In 2024, 1,300 people were killed on Australian roads – the highest number since 2012 and thousands of people seriously injured. A bold and evidence-based approach must be implemented now.
The ACRS recommends three critical actions to ensure the safety of all road users and reduce death and serious injuries:
1. Design and manage new roads to a minimum three (3) star safety rating
The Australian Government (AG) has committed to ensuring that all new roads achieve a three-star safety rating or better, as outlined in the National Road Safety Strategy 2021-2030 (NRSS) [2]. At a minimum, new roads must meet a three-star AusRAP (Australian Road Assessment Programme) safety rating. Research by the International Road Assessment Programme (iRAP) highlights that roads built to this standard reduce fatal and serious injuries by making road environments more predictable, easy to use, and safer for all road users.
2. Publish State and Territory road infrastructure safety star ratings
Transparency regarding the safety of road infrastructure is essential. ACRS calls for the regular publication of road safety star ratings for both rural and urban networks in all Australian States and Territories. These ratings provide an objective measure of road safety, helping the public understand
the risks associated with different road networks. Additionally, they serve as a vital tool for governments to identify where infrastructure investment is most urgently needed, ensuring taxpayer funds are used to save lives.
3. Develop a regulatory impact statement on reducing urban default speed limit and associated traffic calming treatments
The NRSS highlights the AGs commitment to reviewing rural default speed limits to improve road safety outcomes. In alignment with this focus on evidence-based speed management, a review (regulatory impact statement) should also be developed on reducing urban default speed limits and associated traffic calming treatments.
Research consistently demonstrates that lowering speed limits in urban areas significantly enhances road safety by reducing both the likelihood and severity of crashes. On average, cities that adopted a 30km/h speed limit experienced a 23% decrease in road crashes, 37% reduction in fatalities, and a 38% decline in injuries.
"The current road trauma rates in Australia are unacceptable and avoidable. We have evidence and tools to make our roads safer, but immediate action is needed to prioritise safety at all levels of government. Designing roads to be safer, publishing safety ratings, and reducing speed limits in built-up areas are proven strategies that will save lives," said Dr Ingrid Johnston, CEO of the ACRS.
WA to receive only two per cent of federal infrastructure funding
Whilst the Labor Federal government had the opportunity to release a budget prior to the election, many Western Australians were left baffled at the miniscule amount of infrastructure spend that was allocated to this state.
Western Australia will receive only two per cent of a $17.1 billion national infrastructure spend, and this has led many to question why.
The national budget of funding around the country covers the next decade and the only project in WA that is included is the $350 million for the Kwinana Freeway widening project that was promised by WA Labor during the state election.
Queensland is the biggest winner with a $7.2 billion pledge to upgrade the Bruce Highway.
Victoria is to receive $1 billion from Labor for a pre federal election commitment to this state for ‘Road Blitz’.
So what else is in store for WA? Not a lot. Unsurprisingly, there will an increased spend on the Australian Border Force and in the resources sector the Commonwealth is continuing their green steel, iron and renewables push.
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
Transport is among the industries with the highest number of worker fatalities – the most in any sector
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.
From major truck workshops, heavy haulage, cranes, the mining industry and more… our team of knowledgeable and qualified technicians share over 100 years combined experience and focus on delivering prompt service alongside the supply of top name brakes and clutchesthroughout Australia and Asia.
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Operation Ninja
Ajoint traffic operation was recently conducted in Regional WA, bringing together Compliance staff from Main Roads Heavy Vehicle Services (HVS) and WA Police officers from Cue, Mount Magnet, and Meekatharra Police Stations.
HVS Compliance teams patrolled to the region on 17 February 2025, with marked and unmarked patrol vehicles and the Main Roads Mobile Command Vehicle to support
ALRTA 40th Anniversary Gala Evening and Awards night
the operation.
During 17 to 21 February our compliance operations included:
• Unmarked vehicle compliance patrols for Perth to Meekatharra;
• Rolling roadblocks at Mount Magnet; and
• 24-hour enforcement coverage in the township of Cue.
All roadblocks were jointly conducted with the WA Police Force, with Main
The ALRTA celebrated their 40th Anniversary in style with a huge Gala dinner and awards night attended by over 320 people. This included eight life members of the ALRTA.
The Rural Transport Rising Star Award was a tie between the two finalists. Isaac Davis 23 from Southfork Transport in Scottsdale Tasmania and Kyle Nicholas 28 from Edmonds Transport in Naracoorte SA. Both young men impressed the judges with their maturity and passion for the industry. Both demonstrated a clear desire to better their industry knowledge through training and personal development. So, with the support of ALRTA sponsor BP Australia, they were both awarded the finalists award jointly. Isaac and Kyle were thrilled to share the award as they had built up a great new friendship throughout the
Roads Transport Inspectors working closely alongside officers at each location. Throughout the operation, Transport Inspectors provided valuable training and insights to local police officers on HVS permits and compliance matters, strengthening collaboration and enhancing ongoing enforcement efforts in the region.
Sergeant Steve Page, Officer-in-Charge of Cue Police, attended the three-day Road Policing and Heavy Vehicle Operation in Cue. He said “It was a professional and well-managed initiative, where two agencies collaborated effectively and exceeded expectations. The monitoring and enforcement of heavy haulage configurations on Great Northern Highway was essential. This operation marks the beginning of a sustained commitment to enhancing compliance and road safety in regional WA”.
Michael Buba, Director Main Roads HVS, said “Ongoing targeted patrols with our Compliance team are a key part of our operational plan. Providing WA Police officers with the training and tools to support heavy vehicle enforcement in regional areas enables improved road safety and compliance outcomes across the network. The outcomes of this operation demonstrate the benefits of working with partner agencies, and we will be planning more throughout the year to support local communities and councils in managing
lead-up to the announcement and only verified the decision by delivering two fantastic speeches.
The ALRTA and Kenworth honored Craig Congram from Finley NSW as the Icon of the Road for 2025. When presenting the award Athol Carter of the ALRTA likened Craig to the “modern day Swaggy” often spending days and weeks on the road just for the love of what he does. An emotional Craig was just “blown away” that the industry could view him in such high regard. Craig said, “I simply loves carting livestock, and I love driving trucks”.
The Bruce McIver Award for 2025 was presented posthumously in honor of Jack Mitchell from Western Australia. Jack was the founding Vice President of the ALRTA in 1985 and was a huge advocate for the livestock and rural transport industry in the
The monitoring and enforcement of heavy haulage configurations on Great Northern Highway was essential
road safety into 2025.”
During this operation, HVS stopped over 100 heavy vehicle combinations, while WA Police stopped 200 light vehicles.
The Key Enforcement Outcomes were:
• 100 Random Breath Tests conducted by WA Police
• 18 drug tests performed, resulting in three truck drivers testing positive for being under the influence
• 3 unlicensed heavy vehicles detected
• 4 unlicensed truck drivers identified
• 27 vehicle defect cautions
• 10 vehicle defect work orders
• 10 dimension offences
• 9 overload offences
• 9 permit breaches
• 2 load restraint offences
• 2 heavy vehicle pilot offences
• 1 Dangerous Goods offence
• 1 Container Weight Declaration offence
• 1 Licensing offence
• 8 Directions to Rectify.
Associations formative years.
Jack passed away in 1989 aged 57. The award was received by Jack’s son John Mitchell, acknowledging his father’s hard work and his strong friendship with Bruce McIver. John said” He only wished his dad was here tonight to receive the award himself”
The night culminated with a fireside chat with the founding legends of the ALRTA. Executive Director Anthony Boyle hosted a 40-minute reflection on the creation and journey of the ALRTA and its involvement in the industry. Including its role in establishing the Australian Trucking Association ATA.
Legends of the industry included Ross Fraser OAM from QLD, Gordan Martin NSW, Peter Berwick Tasmania, Gavan O’Sullivan VIC, Joe Sepos NSW, and the
first Executive Director of the ALRTA Robert Gunning. The panel described the journey and challenges they overcame to build the association into the respected organization it is now. The audience sat in silence for the duration and gave the panel a standing ovation at the completion of the event. Anthony Boyle described the task of hosting the chat as “Extremely daunting, but equally rewarding” to be able to honor the people that have established the pathway for the ALRTA’s 40 year existence.
The Rural Transport Woman of the year was awarded to Pauline Kearney from Barooga NSW. Pauline started her journey in the transport industry aged just 15 washing trucks and now with her husband Glen and 3 sons they operate 8 trucks servicing all aspects of rural transport. Including Pauline having a long-time
hands-on role driving trucks all over rural Australia.
To round out the Gala event the LRBCA of NSW presented Joe Sepos a Life Membership, which for Joe brought on a huge amount of emotion and gratitude for the evening, after earlier taking part in the Fireside chat. Joe heads up the JS Transport Group of companies which includes Stocktrans.
A FAIR GO FOR OWNER DRIVERS
TAddressing the Driver Shortage in the Transport Industry
he transport industry is facing a critical shortage of skilled drivers—a growing problem that is beginning to impact both the safety and efficiency of our road transport systems.
This is an issue I have been writing about for many years. With demand for drivers increasing and the supply of qualified individuals shrinking, many transport companies have turned to hiring foreign drivers to fill the gaps.
While this approach helps meet the immediate need for manpower, it also raises concerns about workforce quality, road safety, and the integration of these drivers into our existing systems.
Unfortunately, tensions have begun to emerge again between local and overseas drivers, often manifesting in inappropriate and even racist exchanges on UHF radios. This behaviour is not acceptable and only serves to erode professional standards in the industry.
It’s clear that some foreign drivers are not trained to the same level as their local counterparts—particularly in the heavy vehicle sector. It’s hard to understand how some have managed to obtain the necessary Visa’s and licenses without undergoing more extensive training. This highlights a need for stricter oversight from government authorities to ensure that all
drivers on our roads meet consistent safety and skill standards.
That said, these foreign drivers play an essential role in keeping the wheels of our industry turning.
Instead of engaging in arguments over the radio, perhaps we should focus on helping and mentoring them. I’ve met many of these drivers, and I’ve found that when treated with kindness, they are not only eager to learn but also genuinely appreciative of the support. We all had to start somewhere—I was lucky enough to have a few experienced operators take the time to mentor me early in my career, and that made a world of difference.
Drivers from overseas often come with different training backgrounds and may be unfamiliar with local regulations, road conditions, and vehicle requirements. While their presence may offer a short-term solution, it introduces new challenges. One of the most pressing concerns is safety. Differences in driving standards and a lack of familiarity with local laws can lead to miscommunication, accidents, and other risks that affect all road users.
Foreign drivers may also struggle with navigation, interpreting road signage, or handling local traffic conditions. This can reduce overall efficiency and increase costs for transport companies that must deal with
the consequences of accidents or delays.
Understandably, many local drivers feel uneasy about sharing the roads with colleagues who may not have the same level of training or local knowledge. This hesitancy can lead to divisions within the industry, making it harder to foster a united and effective workforce.
But we must acknowledge that the driver shortage won’t be solved by pointing fingers. It will take a coordinated effort from government bodies, industry groups, transport companies, and communities to create sustainable, long-term solutions. Unfortunately, based on my experience, there’s often reluctance—especially from government and industry leaders—to truly commit to meaningful change.
The driver shortage is a complex issue, but not an unsolvable one. While foreign drivers are part of the solution, it’s crucial that we don’t lower our standards in the process. We need better training programs, real incentives to attract and retain local drivers, and a culture of support and professionalism across the industry.
With collaboration, understanding, and accountability, we can build a safer, more resilient transport sector—one that works for everyone.
~ Keep it safe. Ray Pratt.
by Ray Pratt
The Keep the Sheep Campaign Keeps the Pressure On
In a sign that may be the planets were aligning the Prime Minister announced the federal election on the same day as the second truck rally through the city of Perth in support of live sheep exports. Live sheep exports by sea are scheduled to end in May 2028. The decision has incensed farmers, transporters, shearers and many others in allied industries whose livelihoods depend on live sheep exports.
Four convoys left Bedfordale, Mundijong, Neerabup and Fremantle at 7.30am on the 28th March to drive through the city to rally against the $80 million industry shutdown; a move that will cost 300 jobs; and damage small businesses and country towns. The convoy’s destination was Quarry Farm in Whitby where Keep the Sheep supporters had a barbecue lunch and took strength from one another. The mental toll of this shutdown decision is being overlooked, and it was important that those impacted the most had the chance to ‘download’. A standout from the day, however, was the support from city people along the route and at Quarry Farm, which was acknowledged and very much appreciated.
With the election date confirmed, speakers implored the crowd to maintain the rage in the weeks leading up to polling day.
Organisers of the rally went to great lengths to minimise the disruption to other road users. From all accounts they were
successful with some commuters saying there was less congestion on their morning drive than usual.
There are a number of reasons why campaigners have rallied against the live export ban, not the least being that during a cost of living crisis, the Government is destroying WA jobs. In addition, it is estimated that 14% of sheep farmers will be forced out of the industry when the ban comes into full effect in 2028. Already, the WA wool industry has contracted by 25%. The forecast is for the lowest wool clip
since the 1920s.
Most sheep exports (98%) leave from WA, so the ban will affect WA more than any other state. The industry has three sectors that are all interconnected in WA: live export, wool and meat processing. If one is removed, the others are hurt.
Reforms made by the industry have been ignored. We now lead the world in animal welfare standards. According to Department of Agriculture, Fisheries and Forestry figures, 99% of sheep arrive at their destination fit and well.
LRTAWA by Jan Cooper, CEO Livestock and Rural Transport Association of Western Australia (Inc)
Photos by Kevin Toovey
Plea for industry compassion and social reform after tragedy
The 9th of April 2025 will forever remain the most heartbreaking day in the 14-year history of Auswide Transport Solutions.
On this day, we lost one of our own – Harnoor. A valued colleague, a devoted family man, a beloved son, and a dear friend. Just minutes from completing his journey, Harnoor’s life was tragically cut short in an incident that has shaken us all to our core.
Initial reports suggesting a collision between two prime movers were incorrect. We want to clarify that the incident involved trailers from a third-party vehicle that became uncoupled and veered directly into the path of Harnoor’s truck.
Our team spent the day alongside authorities at the scene, working closely to understand the circumstances. While we, like the investigators, may have our own developing understanding throughout the crash scene investigation, we fully respect that this remains an active investigation.
Out of respect for the official process and the privacy of all families involved, we will not be providing further details at this time.
Consistent with our company’s cultural values, we remain compassionate for all involved.
We are cooperating fully with the relevant authorities and remain committed to supporting a thorough and
Ttransparent investigation.
The safety and wellbeing of our people, partners, and the community has always been – and remains – our highest priority.
We would also like to extend our deepest gratitude to the first responders, recovery personnel, and all those who assisted at the scene.
In particular, we wish to acknowledge the heavy vehicle driver who was first to arrive. Your courage and selfless decision to assist in such a traumatic moment speaks volumes for you and your company, and we thank you sincerely.
Harnoor may not have been widely known across the broader transport industry, but to those of us who had the privilege to know him – his family, his friends, and his colleagues – he meant everything.
He was kind, compassionate, hardworking, humble, and deeply loved. His presence will be missed beyond measure, and his memory will live on in the hearts of all who knew him.
What has added to the pain of this loss is the deeply upsetting commentary that has surfaced on social media. At a time when compassion and empathy should be paramount, it is disheartening to witness callousness to such a compassionate and humble person in the face of such a profound tragedy.
We understand the scrutiny that can come with operating in the public eye, and we accept it. But to those who have responded with mockery, cruelty and hatred – we urge you to seriously reflect.
A beautiful young life has been lost and a family is grieving. There is no place for hate in moments like this.
We stand beside Harnoor’s loved ones in mourning, and we ask others to join us – in kindness, in compassion, and in respect. In Hanoor’s memory, we seek social and social-legal change..
The Power of Peer Support
By Rob Sharpe | TRANSAFE WA
he road transport industry is the backbone of Australia's economy, moving goods across vast distances every day. As the industry grows, so too does its diversity. Drivers from a wide range of cultural and linguistic backgrounds are joining the workforce, which can create some unique challenges.
One of the most pressing issues is the cultural divide that can lead to knowledge gaps around road rules, safety protocols, fatigue management, and workplace expectations. At TRANSAFE WA, we believe that reducing this divide is essential not just for safety, but for fostering a more inclusive and resilient industry. The willingness of people from diverse backgrounds to learn has been clearly evident during iNSTRUCKTA!’s 130 plus community events appearances.
Peer-to-peer support is one of the most effective ways to bridge this gap. Experienced drivers have a vital role to play in mentoring and guiding newer or culturally diverse colleagues. A simple conversation at a truck stop, a shared coffee during a break, or
offering advice in a respectful, inclusive way can make a world of difference. Exploitative photography of a situation just to post on your social media account isn’t going to help reduce the divide nor will it help to bridge any knowledge gaps in the industry. Don’t snap it—help solve it and put your hands up to help, not to film.
Creating a culture of understanding begins with awareness. Recognising that not everyone has had the same training or exposure to Australian road conditions allows seasoned drivers to take the lead in shaping a safer, more united transport community.
We encourage all drivers to take part in this cultural shift—by sharing knowledge, being open to questions, and showing patience. It’s not about where a driver comes from; it’s about where we’re all going—together. Let’s put a stop to culturally derogative slurs on Channel 40 for a start — respect on the radio goes a long way. Let’s drive change from the cab up, and make the road transport industry stronger through connection, respect, and shared responsibility. Learn today, live tomorrow..
Cultivating Respect: Transport Industry Speaks Out on Racism
In response to the concerning prevalence of racism within the road freight and transport industry, leaders from various industry associations are calling for an immediate and collective acknowledgment of this critical issue. Recent tragic events, including the death of a migrant driver—who was mourned by his community yet unjustly disparaged by others online—highlight the urgency for us to confront and eradicate the toxic behaviours that not only endanger lives but also tarnish the reputation of our industry.
It is time to openly call out racism. Every individual in our industry must reflect on their own behaviour and treatment of others. Equity is not merely an ideal; it is a fundamental right that all individuals living and working in Australia deserve. Tolerating any form of racism directly contradicts the values of respect, equality, and mateship that form the bedrock of Australian culture.
Our culture of mateship embodies looking out for one another, supporting each other through thick and thin, and demonstrating patience and tolerance toward our differences. This spirit is crucial within our industry, where collaboration and teamwork can make the difference between success and failure.
Many employers, both large and small, rely on migrant labour pools, which are essential for the operation and growth of our industry. Migrants come to Australia seeking better lives for themselves and their families, bringing valuable skills and diverse experiences that contribute significantly to our workforce and
stimulate local economies.
As we face a significant shortage of skilled drivers, it is essential to recognise that migrant labour is critical for filling key roles within the road freight sector. Without actively welcoming and supporting migrant workers, our industry will struggle to meet the increasing demand for freight services in Australia. Projections indicate that the freight task will grow considerably over the next 20 years, necessitating a robust and diverse workforce that can meet these rising demands.
Industry reports consistently show that we cannot overlook this vital labour source. Promoting an inclusive and respectful workplace culture will not only help attract talent but also ensure that we can effectively deliver freight capabilities both now and in the future.
As an industry, we all desire improved safety standards and a greater emphasis on on-road driver training programs that provide much-needed practical driving experience. It is our collective responsibility to create a safe environment for all drivers, ensuring a workplace free from harassment and discrimination.
While we commend those in our community who are already taking positive steps, we urge all stakeholders—industry leaders, government representatives, all drivers and workers alike—to stand against racism and commit to continuous improvement. Together, we can cultivate a road freight sector that values every individual's contribution and upholds the principles of mateship, respect, safety, and equity.
Rio Tinto investing in WA manufacturing and local suppliers
Rio Tinto’s first locally made iron ore rail car has been built in Western Australia, as it steps up its use of domestic manufacturing.
The company is investing about A$150 million to purchase 100 locally built rail cars, as well as continued investment in bearing refurbishment for its Pilbara operations.
Its partnership with Gemco Rail and CRRC Qiqihar Rolling Stock Co. Ltd is also supported by the Western Australian government. The first 40 rail cars will be built at Gemco’s Forrestfield facility
in Perth, as it sets up a manufacturing workshop in Karratha, where 60 more rail cars will be made, starting later this year.
Gemco Rail is using advanced engineering and manufacturing expertise, alongside robotic welding technologies, to create rail cars that will each carry up to 118 tonnes of iron ore from Rio Tinto’s 17 mines in the Pilbara to its ports.
Rio Tinto uses about 13,500 iron ore rail cars across its Pilbara iron ore rail network. It typically replaces about 10 retired iron ore rail cars with new rail cars a year. The first locally made rail cars by Gemco are
TRANSAFE WA Safety Forums in May
TRANSAFE WA’s upcoming Road Transport Industry Safety Forums are scheduled for May with the first on the 6th in Albany, then onto Esperance on May 8th.
These forums are a vital opportunity to connect, collaborate, and drive meaningful change across our industry—especially in regional and remote transport settings.
If you are a member of TRANSAFE WA you will receive a 50% reduction off your registration and you can purchase tickets and receive the discount by using the code MEMBER50 at checkout from the following link. www.eventbrite.com. au/e/transafe-wa-road-transportindustry-safety-forum-32-33-tickets1268301486889?aff=oddtdtcreator
expected to start hauling ore in the Pilbara in the first half of 2025.
Since 2018, Rio Tinto has more than doubled its annual spend with Western Australia suppliers, increasing it to a record A$10.3 billion in 2024.
Rio Tinto strengthened it’s spend with Australian businesses to over A$17.7 billion in 2024, supporting both national and local suppliers.
This is an increase of 9.9% from the previous year and was spent with more than 6,000 suppliers across the country.
Australia’s transport infrastructure project activity ranks last globally
Australia and New Zealand will see a 14% increase in transport infrastructure project activity in the next two years, according to a new report by Ansarada, a leading procurement platform.
Despite this increase, Australia and New Zealand are expected to lag other markets that are experiencing sustained project momentum in critical sectors such as roads, airports and seaports.
These include North America (19%), Latin America (25%), Middle East (26%), Europe (31%), Africa (31%), and Asia Pacific excluding ANZ (54%).
In 2024, ANZ ranked third with a total of 436 transport infrastructure transactions,
valuing USD 10.7 billion in total for transport infrastructure transactions. However, due to governments’ increasing focus on social infrastructure, the region is expected to fall behind over the coming 24 months. This shift means that while transport projects are still receiving funding, the overall emphasis and volume of new major transport projects will decrease compared to previous periods.
The 2025 Transport Infrastructure Outlook Report covers key themes such as expected transport infrastructure spending growth, the current state of procurement processes, approaches to risk allocation, the evolving role of environmental, social
and governance (ESG) considerations, and the inevitable transition to digitalisation.
As the complexity and scale of transport infrastructure projects continue to grow, the need for efficiency, transparency, and risk mitigation has never been more pressing. The report highlights the growing strain faced by government agencies, transaction advisories, and private transport infrastructure developers to manage the procurement of increasingly complex, highstakes projects.
The report also includes insights and contributions from experts from Level Crossing Removal Project, EY Ireland Infrastructure Advisory, and C2 Consulting.
Over to you
BIRDS EYE VIEW by Carol Messenger
ISAFETY OR MONEY –
The age old question
t’s funny how the Government is so outspoken on our safety – mandatory rest breaks every five hours, limit on number of hours that we can drive a day etc. but it seems to me, that when it comes to spending money to ensure our safety, then suddenly it’s not quite as important. We have all talked to death the issue of the lack of rest areas, public facilities and the inability to obtain a proper meal after 7pm at night but I have become aware of another issue that I find quite alarming.
I had to be in Harvey at 7am the other morning, so was heading south down the Kwinana Freeway around 5.30am and I thought jeez it’s dark. Looking around I noticed that the street lights weren’t working – now that in itself is not unusual – they are often not working when they are supposed to be or working when they are not supposed to be. But then I noticed that there were no street lights on the on or off ramps, and after 10 kilometres of passing more exits there are still no lights.
I am wondering what is going on, so I rang Main Roads and was told, “Yeah we know about it, and no we don’t know when it is going to be fixed’.
Back in the office I drafted an email to them asking how long has this been an issue, what exactly is the issue, what length of freeway is affected, what are the plans to remedy the situation and what is the time frame before we are once more enlightened.
After two weeks and a few reminders I received a response. Apparently the person in the Ministers office who can release this
information was away and the response I received is vague – with lots of ‘we are aware’, ‘we are investigating’ and ‘we intend’.
A Main Roads Spokesperson advised, “Main Roads is aware some sections of street lighting on Kwinana Freeway are currently non-operational. This is due to the theft of copper wire cabling, and is a growing issue across Australia and the world. In the past five years, around 750,000 metres of copper cable has been stolen from Main Roads wiring pits, affecting approximately 100 kilometres of Metropolitan roads and paths.
“Main Roads is trialling different methods to obstruct thieves from accessing the lighting pits and stealing the cables. Unfortunately, the measures have not completely resolved this widespread issue. In some instances, the anti-theft actions were successful, but the thieves caused significant malicious damage, necessitating the replacement of entire sections of cable.
“Over the next few months, we intend to complete the design of the next version of theft deterrent, and we will then proceed with restoring the cable along this section of road. These works are scheduled in for the second half of 2025, with a target to complete by the end of this calendar year.
“Our Agency is continuing to review its anti-theft measures and investigate options that provide a more permanent solution. However, given the extensive length of cable to be replaced, Main Roads must prioritise replacement on areas of
the network that provide the greatest community benefit.”
So this has been going on for five years and they still do not have a solution?
Thoughts spring to mind such as they could setup security cameras and temporary lighting, put locks on the pits, alarms to base if the pits are accessed? It really can’t be a quick or easy process to remove this wiring. Surely the wiring can be manufactured with some identification features so that when it is sold as scrap or reused, it will be evident where it came from?
Main Roads advise that, “Kwinana Freeway is currently our highest priority for cable restoration.
I should hope so – as one of our highest traffic roads with vehicles travelling at higher speed this is an accident waiting to happen. They dodged answering my question if accidents had happened due to no lighting.
We are coming into winter – darker earlier at night, dark mornings, bad weather and no street lights. In my opinion, a recipe for disaster. And if there is an accident due to no lighting who is responsible?
The Road Trauma Trust Account (RTTA) has millions of dollars in it raised by contributions from speeding drivers – it is supposed to be used to fund road safety initiatives – this would surely have to be up there as a road safety initiative?
Were these lights originally installed as a safety requirement? If so, why is it that safety is no longer an issue? Or is it because money is more important than safety?
ACCORDING TO AN EXPERT –
Hydrogen has failed in cars and it
By James Morris (writing for
In the first half of 2024, the global market for hydrogen fuel cell cars was just 5,621 units. In the same period, 4.5 million battery electric vehicles were sold. It’s clear that hydrogen isn’t winning for personal passenger transport. But many still hold out that hydrogen is the way forward for larger vehicles, particularly trucks. I talked to Mike Nakrani, CEO of VEV, an e-fleet solutions provider backed by Vitol, about
why even for trucks, hydrogen won’t be the right solution.
Nakrani has had personal experience with attempts to develop hydrogen fuel cells in heavy-duty vehicles, including for a joint venture between Ford, Daimler and Ballard Power Systems. After that attempt folded in 2017, he worked on a similar push for BP. In both cases, hydrogen didn’t seem to have the right characteristics for the
market, whereas batteries were starting to show potential.
“We saw that battery electric was winning the race for passenger vehicles in China,” says Nakrani. “We are starting to see some of the Chinese products come over here in Europe. We used to think that battery electric was only going to be for a city car, but now EVs are migrating into 16-ton, 26ton, 44-ton, even 264-ton mining trucks.
The Australasian College of Road Safety (ACRS) is calling on the Australian Government to take urgent steps to address the persistently high rates of road trauma across the country.
ACRS urges the Government to legislate and appropriately resource a national road crash investigation agency, like the Australian Transport Safety Bureau (ATSB), which currently investigates air, marine, and rail incidents but is prevented by law
Forbes)
Hydrogen’s Inefficiencies Compared To Batteries
Nakrani sees a range of reasons why hydrogen isn’t proving to be the right choice even for trucks.
“Professor David Cebon from the Centre for Sustainable Road Freight explained the elements of why efficiency of the hydrogen fuel cell stack is so much worse than batteries. He shows how if you take 100kWh of electrical energy, by the time you go through the fuel cell process and get it to the vehicle and do the storage and transportation, you're at 23%. So 100 becomes 23 versus EV, where 100 becomes 69. In other words, an EV is three times more efficient than a hydrogen fuel cell from a power generation to delivery point of view.”
However, efficiency isn’t hydrogen’s only problem. “The storage issues have not been overcome,” adds Nakrani.
“If you keep it as a gas, you must compress the hydrogen to a very high level to reduce the volume sufficiently. You then must put it into a tank that can hold that high pressure system. I haven’t seen the technology that can do it at a cost structure that works. Today, to equal a diesel oil tanker carrying a certain amount of energy, with hydrogen storage compressed by 250 Bar, you would still need at least 20 hydrogen tankers for the same amount of energy. Another option is liquid hydrogen, but this means you need to freeze it to -253C (-423F). Even then, you would still need eight of these equivalent tankers to provide the same energy consumption as diesel. The physics
from examining road crashes.
With over ten times more fatalities on Australian roads each year than in air, marine, and rail transport combined, a dedicated, independent, no-blame investigative body is essential.
Investigations by the ATSB have been instrumental in identifying systemic safety risks and driving industry and government action to prevent further tragedies. Applying this model to road safety would allow for targeted investigations, providing critical insights into the factors contributing to severe crashes.
“Road trauma continues to devastate Australian communities, with over 1,300 fatalities (1) and tens of thousands of serious injuries occurring annually,” said Dr Ingrid Johnston, CEO of the ACRS. “When there\'s a crash on a plane, boat or train, we do an in-depth investigation to find out
Governments like hydrogen because they don't have to worry about road pricing because they can just add a tax to the pump and collect revenue that way, like they do with fossil fuel
of doing that is a disaster.”
There’s another difficulty as well. “The third point is transport,” says Nakrani.
“Because of those expensive storage solutions and the requirement of compression, getting it from point A to point B with a cost structure that could have a hope of being competitive is incredibly difficult. The truck OEMs have recognized this, which is why, if you talk to anybody senior in the truck market, they will all say there is a place that hydrogen may play, but it will be very limited. No one is saying it’s dead completely, but now everybody says that the EV will be at least 80 to 90% of the heavy-duty truck volume. Then the problem for hydrogen is, if it's such a niche, the cost will never achieve the economies you need to deal with its inefficiencies.”
The Fallacy Of Sunk Costs In Hydrogen
“Lots of companies have put a huge amount of money into trying to bend the laws of physics, and they haven’t managed it yet,” says Nakrani.
“Toyota has spent billions on this. But the parameters have stayed the same for a long time. There’s a reluctance to let it go, because they’ve invested so much. You can
understand how it would be a convenient switch for the oil and gas industry. They used to supply fossil fuel, now they supply this great green fuel, but the business model stays the same and customers also may like it. They’ve been doing this for the past 60 years and it works for them. Governments like hydrogen because they don't have to worry about road pricing because they can just add a tax to the pump and collect revenue that way, like they do with fossil fuel. There's a real logic for the legacy industry to want this to work, which is why there is continual fight for survival for some of them.”
“I haven't seen any incredibly fast-fueling capability for hydrogen either,” says Nakrani.
“You’ve got to get quite a lot of fuel into that truck. It must stop more frequently than diesel because it can't carry as much energy in its tanks.” The inefficiencies of hydrogen mean they aren’t even proving viable for trucks requiring huge battery capacities. Fortescue had been marketing a 264-ton mining truck powered by hydrogen but has now switched to batteries. “They have 1MWh batteries, and 2MW charging. And they're selling those when they weren't selling the hydrogen ones. There are also 50,000 electric 40-ton electric trucks being used in China now.”
With over ten times more fatalities on Australian roads each year than in air, marine, and rail transport combined, a dedicated, independent, no-blame investigative body is essential
why it happened and how we can prevent it from ever happening again, road users deserve the same level of investigative oversight to reduce these tragedies.”
The most recent Transport Safety data (2) from the Bureau of Infrastructure and Transport Research Economics (BITRE) highlights the urgent need for change. While road safety experts continue to address preventable causes of crashes, such as speeding, drink-driving and driver fatigue amongst others, the absence of comprehensive, systematic crash investigations means we are missing valuable opportunities to identify and mitigate additional factors
contributing to road trauma.
ACRS stresses that the creation of a national road crash investigation agency would complement existing efforts, including state-based crash analyses and local road safety initiatives. By fostering collaboration and evidence-based recommendations, such an agency would strengthen Australia’s capacity to achieve its National Road Safety Strategy targets and, ultimately, save lives.
ACRS calls on all levels of government, industry stakeholders, and the broader community to support this critical initiative. The time for decisive action is now.
Better government policies needed
The next Australian Government should reduce costs for families and businesses by supporting the trucking industry to use longer, safer trucks, Australian Trucking Association Chair Mark Parry said.
Mr Parry made the call at the 2025 Australian Livestock and Rural Transporters’ Association (ALRTA) and Livestock, Bulk and Rural Carriers’ Association (LBRCA) conference in Canberra where he released the ATA’s productivity and carbon emissions policy for the 2025 election.
“We’ve heard a lot in this election campaign about the cost of living,” Mr Parry said.
“Better government policies to improve the trucking industry’s productivity would save a typical Australian household more than $400 per year on their everyday purchases.
“To achieve this, the next Australian Government should invest an extra $5 billion over ten years in targeted road upgrades to link up high productivity and zero tailpipe emission truck networks and to make the road network more resilient.
“High productivity trucks, such as 36.5 metre long A-doubles, reduce the cost of moving freight and the amount of fuel you use. These trucks can only operate on defined networks, and often all that’s stopping their increased use is a single stretch of road, an intersection or an out of date bridge.
“The Government needs to eliminate these gaps, accompanied by changes to the states’ networks. It also needs to press on with changing the national truck law and introducing a national automated access system to reduce the need for special access permits.
Mr Parry called on the next government to repeal mandatory climate reporting, which is already in force and will apply to businesses with more than 100 employees from mid-2027.
“Climate change is happening. We need to track our emissions – you can’t manage what you can’t measure – but mandatory reporting imposes yet more unnecessary requirements on businesses. There is no reason the bureau of statistics can’t just do a survey,” he said.
Mr Parry said the next government
should support the domestic production of renewable diesel, with the goal that Australia’s diesel supply should be five per cent renewable before the end of the 2030s.
“Australia’s trucking industry is diverse. We haul long, heavy loads in remote areas. It is simply not possible to replace diesel trucks for much of our freight task,” he said.
“Renewable diesel can be used in existing diesel engines. We need to produce it domestically to reduce emissions and strengthen Australia’s fuel security,” he said.
Mr Parry said the next government should address greenhouse gas and noxious emissions in Australia’s cities by introducing a voucher scheme covering half the price difference between comparable electric and diesel truck models.
“Battery electric trucks are available now; they are ideal for urban and near urban freight tasks. The next government should make it easier for businesses to buy these trucks by covering half the cost difference,” he said.
“Because the vouchers would be handled through truck dealerships, the tens of thousands of small trucking businesses and other small businesses that use trucks would be able to take up this opportunity.”
The ATA has welcomed the Coalition’s pledge to consult with industry about the design of its plan to halve fuel excise for a year if it wins the 2025 election.
Opposition Leader Peter Dutton
Better government policies to improve the trucking industry’s productivity would save a typical Australian household more than $400 per year on their everyday purchases
announced the plan in his budget reply speech.
“A Coalition Government will halve the fuel excise for 12 months, and then we’ll review it, and we’ll make sure that that comes in on the first day that our Parliament sits,” Mr Dutton said.
“Working with industry, we will ensure that heavy vehicle road users also benefit from this measure,” he said.
ATA CEO Mathew Munro said he had urged the Opposition to recognise that the effective fuel tax rate paid by trucking businesses was determined by the road user charge set by the transport minister, not the headline fuel excise rate.
“The Morrison Government halved fuel excise in the March 2022 budget but did not reduce the road user charge by the same amount. As a result, the decision created significant issues for trucking businesses,” Mathew said.
“The ATA welcomes the Coalition’s commitment to work with industry on the details of the policy if it wins the election,” he said.
Treasurer Jim Chalmers also announced that the Government would abolish noncompete clauses for most workers.
“People shouldn’t need to hire a lawyer to take the next step in their career,” he said.
ABS figures show that 17 per cent of employers in the transport, postal and warehousing sector, which includes trucking, use non-compete clauses.
AATA commits to national regulations for illumination of rolling stock
By LARA JENSEN
s part of the road safety election commitments the Australian Trucking Association (ATA) is seeking prior to the federal election on May 3rd, I applaud the peak trucking industry group for calling on the new government elected to insist on national regulations requiring trains to have flashing beacons and side lights.
This election commitment is one of three major initiatives the ATA is calling on political parties to commit to in a bid to improve safety for truck drivers and all other road users.
Other key initiatives included calling on Australia’s political parties to commit to resourcing the Australian Transport Safety Bureau (ATSB) to undertake no-blame safety investigations into truck crashes where there are lessons to be learned and build new and upgraded truck rest areas under the $140 million Heavy Vehicle Rest Area initiative over five years rather than ten years.
In the ATA press release posted on the association’s website ATA Chair Mark Parry stated that, ‘Trucks are more likely to be involved in level crashes than cars, and more than 18,000 of Australia’s level crossings are not protected by lights or boom gates’ and that ‘there is no one solution to level crossing crashes, but improving the visibility of trains would be a significant improvement in safety, especially at night.”
“There is now a voluntary code of practice to encourage improved train lighting, but it needs to be mandatory. Trucks are required by law to meet minimum lighting standards. Trains should be subject to similar legal
requirements.” Mr Parry said.
Duty of care is a legal obligation to take reasonable steps to protect others from harm. In the context of business, duty of care refers to the responsibility of business owners and employers to protect the health and safety of their employees, and to ensure that their business activities do not harm others.
The ATA is advocating for the safety of 200,000 people and 50,000 businesses in the Australian trucking industry that the ATA and its member associations collectively represent and it’s time the rail industry did the same for its own
A driver approaching or stopped at a passive level crossing cannot yield to an approaching train they cannot see
employees as well as the travelling public that rail operators interact with at unlit crossings as part of their daily business operations throughout regional Australia.
The ATA has highlighted the problems with this train visibility for many years in a bid to improve safety for its members as well as all other road users.
In January 2009 the ATA provided a written submission on train illumination as part of a parliamentary standing committee on Level Crossing Safety which was to provide an update on the 2004 report titled Train illumination: Inquiry into some measures proposed to improve train visibility and reduce level crossing accidents.
On page four of the submission it
states, “A driver approaching or stopped at a passive level crossing cannot yield to an approaching train they cannot see. At the bare minimum, a safe transport system must ensure a motor vehicle driver’s entitlement to make a safe decision whether to proceed through a level crossing or not and provide train operators and passengers with an expectation that the level crossing they are approaching is at an adequate level of safety. Accordingly, ensuring train illumination is appropriate in the prevailing conditions is an important part of improving the early detection of trains by road users.”
This submission is now 16 years old and in 2025 there is still no legal requirement for trains to be lit to a particular standard in Australia. In fact, weak, outdated rail industry standards mean we have stronger laws for bicycle lighting than we do for trains and rolling stock in Australia.
What I find even more frustrating is that following a recent search for guidelines on the Office of the National Rail Safety Regulator’s (ONRSR) website I found a document entitled "Meaning of duty to ensure safety so far as is reasonably practicable”.
Under point 5.2 it states that it is reasonably practicable for a duty holder, in this case a rail operator to “proactively take steps to identify hazards with their business or undertaking before they cause an accident, injury or illness and understand the nature and degree of any harm that an identified hazard may cause,” with one of the ways cited a duty holder can gain this knowledge is to “analyze previous rail safety incidents”.
This being the case, how is it still possible for rail operators to ignore recommendations made by WA State Coroner Alastair Hope 24 years ago to take immediate action to install additional visibility lighting on locomotives to provide an effective warning to motorists at unlit regional rail crossings following the deaths of three young people (one of which was my youngest brother) at a notorious unlit crossing near Jennacubbine in the WA Wheatbelt in 2000?
Below, Mark Parry
A visit to WesTrac's Workshop
By KEVIN TOOVEY
In late March, the HCVC of WA visited the Welshpool branch of WesTrac and it proved to be a popular day with around twenty members and friends attending.
It was an official HCVC Club event which gives our members who have their truck on historical plates the opportunity to take it for a run - which many did.
The tour at WesTrac was led by Ryan Devenish and Mark Caudwell who took us through the various workshops where large Caterpillar dump trucks were being
fully rebuilt from the ground up back to new truck status. The approximate cost of a full rebuild of a Cat 793F Dump truck is five million dollars - this is around seventy five percent of the new price.
One major client has more than fifty of these dump trucks booked in to be rebuilt in this workshop.
The workshop also does other rebuilds such as water carts and graders, but it is very busy with dump trucks now and they work around the clock seven days a week.
We were led through the various workshops where main frames were repaired and replaced, where new cabs were built and fitted out, motors and drivelines installed, and machines repainted. After the tour our group was treated to a very nice morning tea where we kept the Caterpillar discussion going.
Thanks to Brian Brookes for organising the tour and Ryan and Mark for their time and insight into the Caterpillar brand and WesTrac’s capabilities.
Ryan Devenish leading the tour
Kim Martin’s Dodge Rod Boyd’s Fiat
Caterpillar’s lined up
Group photo at the end of tour in front of Cat 793F Dump truck
Water cart side on
Checking out the motors
Colin Days Flintstone Mack
Peter Collins in front of a big dump truck
Water cart and ute for sizing
WesTrac’s Caterpillar truck
Kevin Toovey’s Dodge
The History of the West Australian Road Transport Industry
The WARTA Golf Day was staged at Joondalup Resort in early October, supporting the Diabetics Research Foundation. There were more than 90 players, sponsors were offered holes and BP sponsored a hole in one to the tune of a $25,000 BP Fuel Card.
There were almost 17.2 million motor vehicles, including motorcycles, registered in Australia for the 2013 Motor Vehicle Census (MVC). This is 2.6 percent higher than the number of registrations for 2012 and an increase of 12.3 percent since 2008. The average annual growth rate during the five years to 2013 was 2.4 percent.
Across Australia, passenger vehicles accounted for 75.7 percent of all vehicles registered for the 2013 MVC. Western Australia and the Northern Territory were the only State/Territory to experience an increase in the proportion of passenger vehicles in their fleet over this time. Light commercial vehicles accounted for 15.8 percent of all vehicles registered in Australia for the 2013 MVC.
Rigid trucks accounted for 2.7 percent of the total number of vehicles registered both in 2013 and 2008. Registrations of rigid trucks with a gross vehicle mass (GVM) greater than 20 tonnes have increased by 18.3 percent since 2008, while registrations of rigid trucks with a GVM of 20 tonnes or less have increased by 9.6 percent during the same period.
For the 2013 MVC, articulated trucks only accounted for 0.5 percent of the total number of registered vehicles in Australia.
SBy Russell McKinnon
From 2008 to 2013, the number of registered articulated trucks with a GCM up to 40 tonnes has decreased by 15.2 percent, while the number of articulated trucks with GCM over 60 to 100 tonnes and greater than 100 tonnes has increased by 22.5 percent and 52.8 percent respectively.
There were 750 motor vehicles per 1000 Estimated Resident Population in the 2013 MVC in Australia. This compares with 723 vehicles per 1000 population in 2008, an increase of 27 vehicles per 1000 population over this time.
Tasmania had the greatest number of vehicles per 1000 population of all States and Territories in 2013 with 853, followed by Western Australia with 828 per 1000 population. In 2008, Western Australia had the highest rate with 810 vehicles per 1000 population, followed by Tasmania with 787 per 1000 population.
BusWA staged its Annual General Meeting on October 11 with Darren Mudge, senior policy advisor to Minister for Transport Troy Buswell, in attendance. Chairman Ray Gannaway stated that the ECM was now a reality with a fairer method of reviewing contracts. He said there was more compliance with temporary distance variations; increases on some garaging aspects; unsealed road running; public liability and removal of the banding in the R&M. He said it was a living document”.
evere Tropical Cyclone Rusty was a strong, slow-moving tropical cyclone that produced record duration gale-force winds in Port Hedland, Western Australia in late February 2013. Originating as an area of low pressure on 22 February well to the northwest of the Kimberley region of WA, the precursor to Rusty steadily developed within a favourable environment and was classified as Tropical Cyclone Rusty on 23 February.
Although a large, sprawling system, near-record high sea surface temperatures enabled Rusty to quickly deepen. Becoming essentially stationary on 25 February, the system acquired hurricane-force winds as its core improved in structure. The cyclone achieved its peak intensity two days later with maximum ten-minute sustained winds of 165 km/h (105 mph). Thereafter,
interaction with land caused its core to collapse before the system made landfall near Pardoo Station. Rusty weakened below cyclone strength on 28 February. Its remnants persisted over WA for several more days.
Owing to the slow-moving nature of Rusty, a large swath of coastal WA saw heavy rains from the storm with a storm peak of 374 mm (14.7 in) at De Grey Station. Substantial flooding took place accordingly; the De Grey River crested just shy of its all-time record at 17.23 m (56.5 ft). Some structural damage took place, but the predominant effects of the storm were sustained by agriculture and infrastructure. Economic losses related to the storm exceeds A$500 million (US$510 million). The name Rusty was later retired, replaced with Riordan in 2016.
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.
