2014 Heavy Vehicle Charges Determination Draft RIS Appendix 1 ...

Heavy vehicle charges determination – Appendix: Case Studies February 2014 1

2014 Heavy Vehicle Charges Determination

Draft Regulation Impact Statement

Appendix I: Case Studies

November 2013


Notes to Case Studies

The case studies presented in this Appendix have been prepared to illustrate the possible financial

impacts of the Heavy Vehicle Charges options explored in the draft Heavy Vehicle Charges

Determination Regulatory Impact Statement (RIS) on vehicle operators

Each case study represents a vehicle operating in a particular state or territory. The financial

implications of each Heavy Vehicle Charges option are compared against the Base Case applicable in

that particular state or territory. The Base Case is unique for Western Australia and the Northern

Territory. Therefore, the financial implications for operators in Western Australia and the Northern

Territory are not comparable to the financial implications that would exist for the same vehicle

operating in other states and territories.

Most case studies are based on information obtained from industry participants, some of whom have

chosen to remain anonymous.

In addition, NTC intends to release a calculator as part of the public consultation process that will

allow interested parties to estimate the possible financial impacts under each heavy vehicle charges

option based on their individual circumstances (vehicle class, yearly distance travelled, fuel

consumption).

Acknowledgements

The NTC acknowledges Matthew Bereni in preparing these case studies. The NTC thanks and acknowledges the significant assistance from:

TasFreight

DirectHaul

Garden Grove Haulage

Holcim Pty Ltd

Farragher Transport Group

Hanson

Single Transport Services

Boral Logistics

Wettenhall Logistics

Rod Pilon Transport

Day’s Transport & Logistics

Nolan’s Transport

Toll Linehaul & Fleet Services

Whiteline Transport

Cunderdin Transport Service

G & S Transport

Wildman River Stock Contractors

Centurion Transport


List of Case Studies

1. Tasmania, Vehicle Class 6, 3-axle rigid trucks (GVM > 18 tonne), General freight haulage (TasFreight) 5

2. Northern Territory, Vehicle Class 6, 3-axle rigid trucks, Fuel haul tankers (DirectHaul) 7

3. South Australia, Vehicle Class 6, 3-axle rigid trucks (GVM>18.0 tonne), Dry bulk haulage (Garden Grove Haulage) 9

4. Victoria, Vehicle Class 6, 3-axle rigid truck (GVM > 18 t), Dry bulk haulage (Holcim Pty Ltd) 11

5. Interstate (mainly Eastern seaboard), Vehicle Class 6, 3-axle rigid trucks, General freight haulage and refrigerated goods (Farragher Transport Group) 13

6. New South Wales, Vehicle Class 11, truck and dog combinations (GCM>42.5 tonne), Dry bulk haulage (Hanson) 15

7. South Australia, Vehicle Class 11, Truck and dog combinations (GCM>42.5 tonne), Dry bulk haulage (Garden Grove Haulage) 17

8. Victoria, Vehicle Class 11, Truck and dog combinations (GCM>42.5 tonne) Dry bulk haulage (Holcim Pty Ltd) 19

9. Queensland, Vehicle Class 11, Truck and dog combinations (GCM>42.5 tonne), General freight haulage (Single Transport Services) 21

10. Interstate, Vehicle Class 11, Truck & dog combinations (GCM>42.5 t), Dry and liquid bulk haulage (Boral Logistics) 23

11. Queensland, Vehicle Class 16, 6-axle articulated trucks, Fuel haul tankers (DirectHaul) 25

12. Tasmania, Vehicle Class 16, 6-axle articulated trucks, General freight haulage (TasFreight) 27

13. Victoria, Vehicle Class 16, 6-axle articulated trucks, General freight and container cartage (Wettenhall Logistics) 29

14. New South Wales, Vehicle Class 16, 6-axle articulated trucks, Dry bulk haulage (Hanson) 31

15. Queensland, Vehicle Class 16, 6-axle articulated trucks, General freight haulage (Single Transport Services) 33

16. Interstate (mainly Eastern seaboard), Vehicle Class 16, 6-axle articulated trucks, General freight haulage (Rod Pilon Transport) 35

17. Interstate (mainly Eastern seaboard), Vehicle Class 16, 6-axle articulated trucks, General freight haulage, refrigerated and dangerous goods (Day’s Transport & Logistics) 37

18. Interstate (mainly Eastern seaboard), Vehicle Class 16, 6-axle articulated trucks, Refrigerated goods haulage (Nolan’s Transport) 39

19. Interstate, Vehicle Class 16, 6-axle articulated trucks, Dry and liquid bulk haulage (Boral Logistics) 41

20. Western Australia, Vehicle Class 17, B-doubles (<9axle rig), Refrigerated good haulage (anonymous) 43


21. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, General freight haulage and refrigerated goods (Farragher Transport Group) 45

22. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, General freight haulage, refrigerated and dangerous goods (Day’s Transport & Logistics) 47

23. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, Refrigerated goods haulage (Nolan’s Transport) 49

24. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, General freight haulage (Rod Pilon Transport) 51

25. Interstate, Vehicle Class 18, 9-axle B-doubles, General and express parcel freight, bulk, dangerous goods (Toll Linehaul and Fleet Services) 53

26. Victoria, Vehicle Class 18, 10-axle B-doubles, Container cartage (Wettenhall Logistics) 55

27. South Australia, Vehicle Class 19, B-triples, General freight (Whiteline Transport) 57

28. Western Australia, Vehicle Class 20, Pocket double road trains, Dry bulk and livestock – owner/driver (Cunderdin Transport Service) 59

29. Western Australia, Vehicle Class 20, Double road trains, Refrigerated goods haulage (anonymous) 61

30. South Australia, Vehicle Class 20, Double road trains, General freight (Whiteline Transport) 63

31. Northern Territory, Vehicle Class 21, triple road trains, Fuel haul tankers (DirectHaul) 65

32. Northern Territory, Vehicle Class 21, Triple road trains, Dry bulk haulage (G & S Transport) 67

33. Northern Territory, Vehicle Class 21, Triple road trains, General freight, liquid and dry bulk, dangerous goods and machinery (WRSC) 69

34. Western Australia, Vehicle Class 21, Triple road trains, General freight and refrigerated goods haulage (Centurion Transport) 71

35. Victoria, Vehicle Class 24, 2-axle buses (GVM>10.0t), Passenger transport (anonymous) 73

36. Queensland, Vehicle Class 25, 3-axle coaches, Passenger transport (anonymous) 75


Result snapshot

Updated

Status QuoOption A Option B Option C

1 Tas TasFreight 6 43,000 50.0 -3.5 -5.7 1.8 7.5

2 NT DirectHaul 6 32,000 43.0 -2.8 -5.0 2.6 8.4

3 SA Garden Grove Haulage 6 100,000 38.5 -4.3 -5.4 6.4 15.3

4 Vic Holcim Pty Ltd 6 90,000 40.0 -4.2 -5.4 6.2 15.0

5 Interst. Farragher Transport Group 6 53,000 32.0 -3.7 -5.6 3.1 9.7

6 NSW Hanson 11 130,000 65.0 -5.7 -2.0 1.0 3.0

7 SA Garden Grove Haulage 11 150,000 61.0 -5.7 -2.2 1.5 4.0

8 Vic Holcim Pty Ltd 11 90,000 55.0 -6.1 -0.6 -2.6 -4.4

9 Qld Single Transport Services 11 45,000 55.0 -6.7 1.3 -7.7 -15.0

10 Interst. Boral Logistics 11 90,000 55.5 -6.1 -0.7 -2.5 -4.3

11 Qld DirectHaul 16 103,000 53.5 -5.6 -7.7 -4.2 -1.7

12 Tas TasFreight 16 133,000 47.0 -5.5 -7.5 -3.0 0.2

13 Vic Wettenhall Logistics 16 100,000 55.6 -5.6 -7.7 -4.1 -1.5

14 NSW Hanson 16 111,000 65.0 -5.4 -7.3 -1.8 2.3

15 Qld Single Transport Services 16 50,000 50.0 -6.0 -9.2 -12.4 -15.2

16 Interst. Rod Pilon Transport 16 175,000 50.0 -5.3 -7.0 -0.2 4.8

17 Interst. Day's Transport & Logistics 16 180,000 48.0 -5.4 -7.0 -0.3 4.7

18 Interst. Nolan's Transport 16 260,000 45.5 -5.2 -6.6 1.9 8.3

19 Interst. Boral Logistics 16 120,000 51.3 -5.5 -7.5 -3.2 0.0

20 WA Anonymous 17 250,000 60.0 -0.8 1.2 6.3 10.0

21 Interst. Farragher Transport Group 18 250,000 58.0 -6.5 -6.3 -1.9 1.3

22 Interst. Day's Transport & Logistics 18 200,000 58.0 -6.8 -6.5 -3.8 -2.0

23 Interst. Nolan's Transport 18 260,000 55.6 -6.5 -6.3 -1.9 1.3

24 Interst. Rod Pilon Transport 18 185,000 65.0 -6.7 -6.4 -3.5 -1.4

25 Interst. Toll Linehaul & Fleet Services 18 350,000 58.2 -6.1 -6.0 0.7 5.7

26 Vic Wettenhall Logistics 18 150,000 66.7 -7.0 -6.6 -5.2 -4.3

27 SA Whiteline Transport 19 250,000 72.5 -6.8 -8.3 -3.3 0.3

28 WA Cunderdin Transport Service 20 55,000 146.0 -0.9 1.1 0.6 -0.1

29 WA Anonymous 20 300,000 75.0 -3.0 -2.3 5.3 11.1

30 SA Whiteline Transport 20 250,000 75.0 -6.0 -5.2 1.1 5.7

31 NT DirectHaul 21 207,000 95.0 -3.0 -3.2 2.6 7.0

32 NT G & S Transport 21 180,000 100.0 -2.9 -3.1 2.2 6.0

33 NT WRSC 21 100,000 90.9 -1.8 -1.8 -2.3 -3.0

34 WA Centurion Transport 21 200,000 72.0 -1.8 -1.9 1.6 4.1

35 Vic Anonymous 24 64,000 43.0 -3.4 -3.7 10.1 20.7

36 Qld Anonymous 25 25,500 33.3 -5.7 -4.5 -8.6 -12.0

# Operator Name Vehicle Class

Average

Distance

Travelled

(km per

annum)

Total yearly charge change compared to Base Case (%)

State/

Terr.

Average

Fuel Cons.

(L/100km)


1. Tasmania, Vehicle Class 6, 3-axle rigid trucks (GVM > 18 tonne), General freight haulage (TasFreight)

Operator profile

For this case study, the NTC interviewed Mr Kerry Gibson, CEO of TasFreight. Tasfreight was

established at Latrobe near Devonport, Tasmania in May 1984 primarily to provide a fast and efficient

freight service between Tasmania and Melbourne. Originally geared to handle fresh fruit and

vegetables, Tasfreight now caters for all types of cargoes with the only exception being new furniture.

Tasfreight currently employs in excess of 200 permanent staff and over 40 subcontractors.

TasFreight operates rigid as well as articulated heavy vehicles. TasFreight revenue is predominately

obtained from operations undertaken by 3-axle rigid trucks with a GVM above 18 tonnes carrying

general freight. This case study focuses on this operation type.

Although Tasfreight is based in Tasmania, it operates a number of interstate routes in mainland

Australia (e.g. Melbourne to Sydney). About 99.9% of Tasfreight’s operations are on sealed roads.

Impact

Data collected for more than fifty 3-axle rigid trucks (GVM>18 tonne) operated by Tasfreight shows

that, on a yearly basis, these vehicles travel an average distance of 43,000 km and have an average

fuel consumption of 50.0 L/100km.


Compared to the Base Case in Tasmania,

the yearly registration charge for each 3-

axle rigid truck would on average:

Increase by $11 (+1.0%) for the

Updated Status Quo

Decrease by $78 (-7.3%) for

Option A


Option B


Option C.


the yearly RUC for each 3-axle rigid truck

would on average:

Decrease by $173 (-4.8%) for the

Updated Status Quo


Option A

Increase by $341 (+9.5%) for

Option B


Option C.


the total yearly charge (RUC +

registration) for each 3-axle rigid truck

would on average:


Updated Status Quo


Option A


Option B


Option C.

Summary

Updated SQ Option A Option B Option C

RUC + registration charge

change compared to Base Case

Compared to the Base Case, these vehicles would face a significant decrease in total yearly charges

under Option A. In contrast, under Options B and C, these vehicles would face a moderate to significant

increase in total yearly charges due to the magnitude of the RUC increase despite a decrease in

registration charge for this particular vehicle class.


2. Northern Territory, Vehicle Class 6, 3-axle rigid trucks, Fuel haul tankers (DirectHaul)

Operator profile

Directhaul is the appointed cartage contractor for a number of fuel distribution companies throughout

the Northern Territory, Queensland, South Australia and Western Australia, delivering to a wide range

of commercial and retail customers as well as the company’s own operated fuel sites. Directhaul is

wholly owned subsidiary of Ausfuel Gull. Directhaul transport over 1 billion litres of fuel products each

ear. The Directhaul fleet comprises 75+ road trains, 200 trailers and over 120 dedicated team

members. Directhaul’s areas of operation are represented in the map below.

Directhaul operates 2-, 3-, and 4-axle rigid trucks, as well as 6-articulated trucks, B-doubles, double

road trains, triple road trains, and quadruple road trains. A significant proportion of Directhaul haulage

operations in NT is undertaken by 3-axle rigid trucks (GVM>18.0t) which are well adapted to local fuel

haulage operations in and around town. This case study will focus on fuel haulage operated by 3-axle

rigid trucks (GVM>18.0t).

Impact

Data collected for four 3-axle rigid trucks (GVM>18.0t) operating in NT shows that, on a yearly basis,

these vehicles travel an average distance of 32,000 km and have an average fuel consumption of

43.0 L/100km.

Source: www.directhaul.com.au


Compared to the Base Case in NT, the

yearly registration charge for each of

these 3-axle rigid trucks would on

average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each of these 3-axle rigid

trucks would on average:


Updated Status Quo


Option A


Option B


Option C.


total yearly charge (RUC + registration)

for each of these 3-axle rigid trucks would

on average:


Updated Status Quo


Option A


Option B


Option C.

Summary




The increase in RUC being more significant than the decrease in registration charge for 3-axle rigid trucks

under Options B and C, the total charge for these vehicles for Options B and C will be higher than that of

the Base Case despite their reduced registration charge.


3. South Australia, Vehicle Class 6, 3-axle rigid trucks (GVM>18.0 tonne), Dry bulk haulage (Garden Grove Haulage)

Operator profile

For this case study, the NTC interviewed Mr Bradley Carraill, Managing Director of Garden Grove

Haulage. Garden Grove is a family owned and operated nursery, landscape and garden supplies

centre in Adelaide, South Australia. Garden Grove is one of the largest landscape supplies centres in

Australia.

Garden Grove has its own haulage department which manages a large range of bulk cartage

requirements, with a fleet of more than 100 heavy vehicles. Garden Grove Haulage operates locally

and to regional areas of South Australia along with Victoria and New South Wales. Garden Grove

Haulage transports a range of cargoes for its customers from garden products to grain, fertilisers,

manure and gravel.

It should be noted that 95% of this business's haulage is operated on sealed roads, the rest being on

unsealed roads.

Garden Grove Haulage mostly operates 3-axle rigid trucks and 4-axle dog trailers. However, Garden

Grove Haulage also operates several 3-axle tandem tippers (steer + bogey drive) which are the object

of this case study.

Impact

Data collected for nearly twenty 3-axle rigid trucks shows that, on a yearly basis, these vehicles travel

an average distance of 100,000 km and have an average fuel consumption of 38.5 L/100km.


Compared to the Base Case in SA, the


these vehicles would on average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each of these vehicles

would on average:


Updated Status Quo


Option A


Option B

Increase by $2,125 (+20.8%) for

Option C.



for each of these vehicles would on

average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Compared to the Base Case, these vehicles would face a significant decrease in total yearly charges

under Option A. In contrast, under Options B and C, these vehicles would face a significant increase in

total yearly charges due to the magnitude of the RUC increase despite a decrease in registration charge

for this vehicle type.


4. Victoria, Vehicle Class 6, 3-axle rigid truck (GVM > 18 t), Dry bulk haulage (Holcim Pty Ltd)

Operator profile

For this case study, the NTC interviewed Mr Paul Cowman, Regional Transport Manager Victoria of

Holcim Pty Ltd. In Australia, Holcim has been delivering construction materials for more than 90

years. Originally serving the industry under the well-known Readymix and Humes brands, Holcim now

continues to supply products including aggregate and sand, concrete, concrete pipe and products.

Holcim operates right across the Australian continent supplying concrete from a network of more than

200 concrete plants, 900 mixer trucks and mobile and on site facilities. Premixed concrete formed from

cement, aggregates, additives and water are delivered in specially designed transit mixers.

It should be noted that 90% of this business's haulage is operated on sealed roads.

Holcim mostly operates 3-axle rigid trucks and 4-axle dog trailers. However, Holcim also operates

several 3-axle rigid trucks (steer + bogey drive) which are the subjects of this case study.

Impact

Data collected for ten 3-axle rigid trucks (GVM > 18 t) shows that, on a yearly basis, these vehicles

travel an average distance of 90,000 km and have an average fuel consumption of 40.0 L/100km.


Compared to the Base Case in Victoria,

the yearly registration charge for each of



Updated Status Quo


Option A


Option B


Option C.


the yearly RUC for each of these vehicles

would on average:


Updated Status Quo


Option A


Option B


Option C.



registration) for each of these vehicles

would on average:


Updated Status Quo


Option A


Option B


Option C.

Summary








5. Interstate (mainly Eastern seaboard), Vehicle Class 6, 3-axle rigid trucks, General freight haulage and refrigerated goods (Farragher Transport Group)

Operator profile

For this case study, the NTC interviewed Mr Dennis Roohan, National Fleet Maintenance Manager of

John Farragher Transport Group. Farragher was established in 1933 as a removal company in

Newcastle. The company is privately owned and managed by third generation owner John Farragher.

The operation has progressed to initially beverage distribution and specialised freight retail logistics

and now asset management 3PL and 4PL services.

Farragher Transport is a total supply chain solutions provider for the Australasian market. It supplies

“best practice” 3PL and 4PL logistical services with operations in Sydney, Melbourne, Brisbane and

Newcastle with staff operating in every state of Australia and internationally in Hong Kong and

Shanghai (China).

About 98% of Farragher Transport’s haulage takes place on sealed roads.

Farragher Transport operates fifteen 3-axle rigid trucks which are the subjects of this case study. For

the needs of this case study, the following graphs will be produced using NSW registration charges as

the Farragher Group Head Office is based at the Cameron Park DC, 20km west of Newcastle.

Impact

Data collected for fifteen 3-axle rigid trucks (GVM>18.0t) operating interstate shows that, on a yearly

basis, these vehicles travel an average distance of 53,000 km and have an average fuel consumption

of 32.0 L/100km.


Compared to the Base Case in NSW, the




Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary








6. New South Wales, Vehicle Class 11, truck and dog combinations (GCM>42.5 tonne), Dry bulk haulage (Hanson)

Operator profile

For this case study, the NTC interviewed Mr Charlie Stoneman, Regional Logistics Manager of

Hanson. Hanson supplies heavy building materials to the construction industry. As well as its fleet of

concrete agitators and aggregate tippers, Hanson’s logistics network also features cement tankers, a

train and heavy-duty machinery including dump trucks, front-end loaders and face-shovels.

About 95% of Hanson’s transport operations in NSW are on sealed roads.

Most of Hanson’s dry bulk haulage operations in NSW are operated by 3-axle rigid trucks combined

with 3-axle dog trailers.

Impact

Data collected for roughly one hundred of these 3-axle rigid trucks & 3-axle dog trailers in NSW shows

that, on a yearly basis, these vehicles travel an average distance of 130,000 km and have an average

fuel consumption of 65.0 L/100km.



yearly registration charge for each truck &

dog combination (GCM>42.5 tonne)

would on average:

Decrease by $722 (-8.0.%) for the

Updated Status Quo


Option A

Decrease by $1,821 (-20.1%) for

Option B


Option C.



would on average:

Decrease by $1,082 (-4.8%) for the

Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Under Option A and compared to the Base Case, these vehicles would face a moderate decrease in total

yearly charges due to an increase in registration charge combined with a decreased RUC. In contrast,

under Options B and C, these vehicles would face a moderate increase in total yearly charges due to a

decrease in registration charge combined with an increased RUC.


7. South Australia, Vehicle Class 11, Truck and dog combinations (GCM>42.5 tonne), Dry bulk haulage (Garden Grove Haulage)

Operator profile

For this case study, the NTC interviewed Mr Bradley Carraill, Managing Director of Garden Grove

Haulage. Garden Grove is a family owned and operated nursery, landscape and garden supplies

centre in Adelaide, South Australia.

Garden Grove has its own haulage department which manages a large range of bulk cartage

requirements, with a fleet of more than 100 heavy vehicles. Garden Grove Haulage operates locally

and to regional areas of South Australia, along with Victoria and New South Wales. Garden Grove

Haulage transports a range of cargoes for its customers from garden products to grain, fertilisers,

manures and gravel.


Garden Grove Haulage mostly operates 3-axle rigid trucks and 4-axle dog trailers. This case study

focuses on this vehicle type.

Impact

Data collected for more than forty 3-axle rigid trucks and 4-axle dog trailers shows that, on a yearly

basis, these vehicles travel an average distance of 150,000 km and have an average fuel

consumption of 61.0 L/100km.






Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Under Option A and compared to the Base Case in SA, these vehicles would face a moderate decrease in

total yearly charges due to an increase in registration charge combined with a decreased RUC. In

contrast, under Options B and C, these vehicles would face a moderate increase in total yearly charges

due to a decrease in registration charge combined with an increased RUC.


8. Victoria, Vehicle Class 11, Truck and dog combinations (GCM>42.5 tonne) Dry bulk haulage (Holcim Pty Ltd)

Operator profile

For this case study, the NTC interviewed Mr Paul Cowman, Regional Transport Manager Victoria of

Holcim Pty Ltd. In Australia, Holcim has been delivering construction materials for more than 90

years. Originally serving the industry under the well-known Readymix and Humes brands, Holcim now

continues to supply products including aggregate and sand, concrete, concrete pipe and products.

Holcim operates right across the Australian continent supplying concrete from a network of more than

200 concrete plants, 900 mixer trucks and mobile and on site facilities. Premixed concrete formed from

cement, aggregates, additives and water are delivered in specially designed transit mixers.


Holcim mostly operates 3-axle rigid trucks and 4-axle dog trailers. This case study focuses on this

vehicle type.

Impact

Data collected for a hundred 3-axle rigid trucks and 4-axle dog trailers shows that, on a yearly basis,


55.0 L/100km.



the yearly registration charge for each of



Updated Status Quo


Option A


Option B


Option C.


the yearly RUC for each of these vehicles

would on average:


Updated Status Quo


Option A


Option B


Option C.



registration) for each of these vehicles

would on average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Because of the decrease in registration charges for truck & dog combinations for most options considered

in this RIS when compared to the Base Case in Victoria, combined with a low kilometrage travelled by

these vehicles, the total charge for the Updated Status Quo, Options A, B and C will be lower than that of

the Base Case for the vehicles considered in this case study.


9. Queensland, Vehicle Class 11, Truck and dog combinations (GCM>42.5 tonne), General freight haulage (Single Transport Services)

Operator profile

For this case study, the NTC interviewed Mr Ian Single, Director and Driver with Single Transport

Services Pty Ltd. Ian & Carol Single's small family transport business started in Mackay on the 13th

February, 1980. Single Transport specialises in transport, installation & unloading of products with very

large cranes on their trucks/semis lifting up to 6.5 tonnes. Single Transport services local industries,

the mills, mines and rural areas.

About 95% of Single Transport’s haulage takes place on sealed roads.

Single Transport Services operates a range of vehicle configurations including two 4-axle rigid trucks

combined with 4-axle dog trailers. This case study will focus on these vehicles.

Impact

Data collected for two 4-axle rigid trucks combined with 4-axle dog trailers in Qld shows that, on a

yearly basis, these vehicles considered in this case study travel an average distance of 45,000 km and

have an average fuel consumption of 55.0 L/100km.


Compared to the Base Case in Qld, the

yearly registration charge for each truck &

dog combination (GCM>42.5 tonne)

would on average:


Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Under Option A and compared to the Base Case, these vehicles would face a moderate increase in total

yearly charges due to an increase in registration charge combined with a decreased RUC. In contrast,

under Options B and C, these vehicles would face a decrease in total yearly charges due to a significant

decrease in registration charge combined with an increased RUC.


10. Interstate, Vehicle Class 11, Truck & dog combinations (GCM>42.5 t), Dry and liquid bulk haulage (Boral Logistics)

Operator profile

For this case study, the NTC interviewed Mr Merv Rowlands, Fleet Engineering Manager of Boral

Logistics. Boral's Australian Construction Materials business is a major supplier of products to the

dwelling, commercial construction, roads and engineering markets. Products include asphalt,

concrete, quarries, transport, recycling, and concrete placing.

Boral Logistics operates one of Australia's largest dedicated fleets, providing bulk transport and

logistics solutions to the construction materials businesses and other Boral divisions. It specializes in

dry and liquid bulk haulage and performs for customers Australia wide. With around 420 operating

sites throughout Australia, Boral Construction Materials & Cement has a regional focus to serve

Boral's local markets.


Boral Logistics operates a range of vehicle configurations including 200 3-axle rigid truck & tri-axle dog

tippers. This case study will focus on Bora’s truck & dog tipper operations. For the needs of this case

study, the following graphs will be produced using NSW registration charges as Boral’s head office is

located in Sydney, NSW.

Impact

Data collected for 200 truck & dog tippers shows that, on a yearly basis, these vehicles travel an

average distance of 90,000 km and have an average fuel consumption of 55.5 L/100km.






Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Because of the decrease in registration charges for truck & dog combinations for most options considered

in this RIS when compared to the Base Case in NSW, combined with a low kilometrage travelled by these

vehicles, the total charge for the Updated Status Quo, Options A, B and C will be lower than that of the

Base Case for the vehicles considered in this case study.


11. Queensland, Vehicle Class 16, 6-axle articulated trucks, Fuel haul tankers (DirectHaul)

Operator profile

Directhaul is the appointed cartage contractor for a number of fuel distribution companies throughout

the Northern Territory, Queensland, South Australia and Western Australia, delivering to a wide range

of commercial and retail customers as well as the company’s own operated fuel sites. Directhaul is

wholly owned subsidiary of Ausfuel Gull, Directhaul transport over 1 billion litres of fuel products each

ear. The Directhaul fleet comprises 75-plus road trains, 200 trailers and over 120 dedicated team

members. Directhaul’s areas of operation are represented in the map below.



operations in Queensland is undertaken by 6-axle articulated trucks which are well adapted to fuel

haulage operations from and to its depots in Queensland. For that reason, this case study will focus

on 6-axle articulated trucks.

Impact

Data collected for 15 semi-trailer trucks operating in Queensland shows that, on a yearly basis, these

vehicles travel an average distance of 103,000 km and have an average fuel consumption of

53.5 L/100km.





these 6-axle articulated trucks would on

average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each of these 6-axle

articulated trucks would on average:


Updated Status Quo


Option A


Option B


Option C.



for each of these 6-axle articulated trucks

would on average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Because of the sharp decrease in registration charges for 6-axle articulated trucks for all options

considered in this RIS when compared to the Base Case, the total charge for these vehicles for the

Updated Status Quo, Options A, B and C will be lower than that of the Base Case despite the increased

RUC proposed in Options B and C.


12. Tasmania, Vehicle Class 16, 6-axle articulated trucks, General freight haulage (TasFreight)

Operator profile

For this case study, the NTC interviewed Mr Kerry Gibson, CEO of TasFreight. Tasfreight was

established at Latrobe near Devonport, Tasmania in May 1984 primarily to provide a fast and efficient

freight service between Tasmania and Melbourne. Originally geared to handle fresh fruit and

vegetables, Tasfreight now caters for all types of cargoes with the only exception being new furniture.

Tasfreight currently employs in excess of 200 permanent staff and over 40 subcontractors.

TasFreight operates rigid as well as articulated heavy vehicles. 6-axle articulated vehicles are the

second most common vehicle configuration in Tasfreight’s fleet. This case study focuses on this

vehicle type.

Although Tasfreight is based in Tasmania, it operates a number of interstate routes in mainland

Australia (e.g. Melbourne to Sydney). About 99.99% of Tasfreight’s operations are on sealed roads.

Impact

Data collected for more than thirty 6-axle articulated trucks operated by Tasfreight shows that, on a

yearly basis, these vehicles travel an average distance of 133,000 km and have an average fuel





axle articulated truck would on average:


Updated Status Quo


Option A


Option B


Option C.


the yearly RUC for each 6-axle articulated

truck would on average:


Updated Status Quo


Option A


Option B


Option C.



registration) for each 6-axle articulated



Updated Status Quo


Option A


Option B


Option C.

Summary




Because of the sharp decrease in registration charge for 6-axle articulated trucks for all options

considered in this RIS when compared to the Base Case in Tasmania, the total charge for these vehicles

for the Updated Status Quo, Options A and B will be lower than that of the Base Case despite the

increased RUC proposed in Options B. These vehicles would face a very moderate increase (+0.2%) in

total yearly charges under Option C.


13. Victoria, Vehicle Class 16, 6-axle articulated trucks, General freight and container cartage (Wettenhall Logistics)

Operator profile

For this case study, the NTC interviewed Mr Scott Wettenhall, Managing Director of Wettenhall

Logistics. Wettenhall Logistics is a family owned company with nearly fifty years of service to the

transport industry in Australia. Wettenhall Logistics provides logistics solutions from transport,

warehousing, container handling, pick and pack, re-pack, destruction and disposal of damaged goods.

Wettenhall Logistics is based in Dandenong. A large proportion of its operations are between

Dandenong and Melbourne ports. All of its operations take place on sealed roads.

Wettenhall Logistics mostly operates articulated heavy vehicles. 6-axle articulated trucks are the most

common vehicle configuration in Wettenhall Logistics’ fleet. This case study focuses on this vehicle

type.

Impact

Data collected for twenty-five 6-axle articulated trucks operated by Wettenhall Logistics shows that, on

a yearly basis, these vehicles travel an average distance of 100,000 km and have an average fuel





axle articulated truck would on average:


Updated Status Quo


Option A


Option B


Option C.


the yearly RUC for each 6-axle articulated



Updated Status Quo


Option A


Option B


Option C.



registration) for each 6-axle articulated



Updated Status Quo


Option A


Option B


Option C.

Summary




Because of the sharp decrease in registration charges for 6-axle articulated trucks for all options

considered in this RIS when compared to the Base Case in Victoria, the total charge for these vehicles for

the Updated Status Quo, Options A, B and C will be lower than that of the Base Case despite the

increased RUC proposed in Options B and C.


14. New South Wales, Vehicle Class 16, 6-axle articulated trucks, Dry bulk haulage (Hanson)

Operator profile

For this case study, the NTC interviewed Mr Charlie Stoneman, Regional Logistics Manager of

Hanson. Hanson is one of Australia’s leading suppliers of heavy building materials to the construction

industry. As well as its fleet of concrete agitators and aggregate tippers, Hanson’s logistics network

also features cement tankers, a train and heavy-duty machinery including dump trucks, front-end

loaders and face-shovels.

About 95% of Hanson’s transport operations in NSW are on sealed roads.

Most of Hanson’s dry bulk haulage operations in NSW are operated by 3-axle rigid trucks combined

with 3-axle dog trailers. However, Hanson also operates several 6-axle articulated trucks which are the

subjects of this case study.

Impact

Data collected for ten 6-axle articulated trucks in NSW shows that, on a yearly basis, these vehicles

travel an average distance of nearly 111,000 km and have an average fuel consumption of

65.0 L/100km.



yearly registration charge for each 6-axle

articulated truck would on average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each 6-axle articulated



Updated Status Quo


Option A


Option B


Option C.



for each 6-axle articulated truck would on

average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Due to the sharp decrease in the registration charge for 6-axle articulated trucks for all options considered

in this RIS when compared to the Base Case in NSW, the total charge for these vehicles for the Updated

Status Quo, Options A and B will be lower than that of the Base Case despite the increased RUC

proposed in Option B. These vehicles would face a moderate increase (+2.3%) in total yearly charges

under Option C.


15. Queensland, Vehicle Class 16, 6-axle articulated trucks, General freight haulage (Single Transport Services)

Operator profile

For this case study, the NTC interviewed Mr Ian Single, Director and Driver of Single Transport

Services Pty Ltd. Ian & Carol Single's small family transport business started in Mackay in 1980.

Single Transport specialises in transport, installation & unloading of products with very large cranes on

their trucks/semis lifting up to 6.5 tonnes. Single Transport services local industries, the mills, mines

and rural areas.

About 95% of Single Transport’s haulage takes place on sealed roads.

Single Transport Services operates a range of vehicle configurations including three 6-axle articulated

trucks. This case study will focus on these vehicles.

Impact

Data collected for three 6-axle articulated trucks operated by Single Transport Services shows that, on








Updated Status Quo


Option A


Option B


Option C.





Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Due to the sharp decrease in registration charges for 6-axle articulated trucks for all options considered in

this RIS when compared to the Base Case in Qld, the total charge for these vehicles for the Updated

Status Quo, Options A, B and C will be lower than that of the Base Case despite the increased RUC

proposed in Options B and C.


16. Interstate (mainly Eastern seaboard), Vehicle Class 16, 6-axle articulated trucks, General freight haulage (Rod Pilon Transport)

Operator profile

For this case study, the NTC interviewed Mr Stephen Perry, Compliance Manager for Rod Pilon

Transport. Rod Pilon Transport was founded by Roddy Pilon in Dubbo, New South Wales in 1972. In

1975 Roddy extended the company's role to include road trains, with runs to Darwin taking the

company's services nationwide.

Rod Pilon Transport’s fleet consists of traybody vehicles, tautliners, flat tops, tippers, convertibles, low

loaders, stepdown and extendable trailers. Modern prime movers and trailers are utilised with single,

B-Double and road train configuration throughout Australia.

About 95% of Rod Pilon’s transport operations in Vic, NSW and Qld are on sealed roads, with the

remaining on unsealed roads.

A significant share of Rod Pilon’s general freight haulage operations in Vic, NSW and Qld are operated

by 6-axle articulated trucks. For the needs of this case study, the following graphs will be produced

using NSW registration charges as Rod Pilon’s head office is located in Dubbo, NSW.

Impact

Data collected for the eleven 6-axle articulated vehicles operated by Rod Pilon Transport shows that,

on a yearly basis, these vehicles travel an average distance of 175,000 km and have an average fuel







Updated Status Quo


Option A


Option B


Option C.





Updated Status Quo


Option A


Option B


Option C.



for each 6-axle articulated truck would on

average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Under Option B, the decrease in registration charge is large enough to drive the total yearly charge for 6-

articulated trucks down. Under Option C, these vehicles would face a significant increase in total yearly

charge due to the magnitude of the RUC increase which would be higher than the decrease in registration

charge for this particular vehicle class.


17. Interstate (mainly Eastern seaboard), Vehicle Class 16, 6-axle articulated trucks, General freight haulage, refrigerated and dangerous goods (Day’s Transport & Logistics)

Operator profile

For this case study, the NTC interviewed Mr Craig Day, CEO/Director of Day’s Transport &

Logistics. Day's Transport & Logistics Pty Ltd is a family owned and operated company. Operation

commenced in 1946 with the purchase of second hand truck by the late Stan Day. The Business grew

over the years, as Brian and Geoff Day (Stan's sons) joined the business, which saw freight being

carried from the Riverina region to areas as far as North Queensland, Sydney, Melbourne, Newcastle,

and Northern WA.

Day's Transport has a number of depots across Australia and is one of the leading transport

companies in the Riverina Region. Day's Transport is a specialist in the carriage of wide and long

loads. Currently Day's Transport has seven trucks that traverse Australia. Day's Transport has

implemented cutting edge Environmental practices to reduce its footprint on the environment and a

program to continually update its vehicles to the latest emission standards (currently Euro 4 and

phasing in Euro 5 compliant heavy vehicles).

About 95% of Day's Transport & Logistics’ haulage takes place on sealed roads, with the remaining on

unsealed roads.

Day’s Transport & Logistics operates two 6-axle articulated trucks which are the object of this case

study. For the needs of this case study, the following graphs will be produced using NSW registration

charges as Day’s Transport & Logistics’ head office is located in Narrandera, NSW.

Impact

Data collected for two 6-axle articulated trucks operated by Day’s Transport & Logistics shows that, on








Updated Status Quo


Option A


Option B


Option C.





Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Under Option B, the decrease in registration charges is large enough to drive the total yearly charge for 6-

articulated trucks down. Under Option C, these vehicles would face a significant increase in total yearly

charge due to the magnitude of the RUC increase which would be higher than the decrease in registration

charge for this particular vehicle class.


18. Interstate (mainly Eastern seaboard), Vehicle Class 16, 6-axle articulated trucks, Refrigerated goods haulage (Nolan’s Transport)

Operator profile

For this case study, the NTC interviewed Mr Adrian Nolan, Operations Manager/Director of Nolan’s

Transport. Nolan's Interstate Transport is one of the largest family-owned and operated transport

businesses in Queensland. The company now operates approximately 130 vehicles.

The main depot which is located in "Brooking Drive, Gatton" includes a large loading/unloading facility,

cold room storage, fast cool premises, large workshop area, and administration facility. The company

employs 250 staff transporting and distributing general freight and perishables from the Lockyer Valley

Region to the various markets throughout Australia.


Nolan’s Transport operates a range of vehicle configurations including 50 6-axle articulated. This case

study will focus on these vehicles. For the needs of this case study, the following graphs will be

produced using Queensland registration charges as Nolan’s head office is located in Gatton, Qld.

Impact

Data collected for fifty 6-axle articulated trucks shows that, on a yearly basis, these vehicles travel an







Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




The increase in RUC being more significant than the decrease in registration charge for the 6-axle articulated

trucks operated by this company under Options B and C, the total charge for these vehicles for Options B and C

will be higher than that of the Base Case despite their reduced registration charge. This is in particular due to

the high distance travelled by these double road trains which results in a large yearly fuel consumption.


19. Interstate, Vehicle Class 16, 6-axle articulated trucks, Dry and liquid bulk haulage (Boral Logistics)

Operator profile

For this case study, the NTC interviewed Mr Merv Rowlands, Fleet Engineering Manager with Boral

Logistics. Boral's Australian Construction Materials business is a major supplier of products to the

dwelling, commercial construction, roads and engineering markets. Products include asphalt,

concrete, quarries, transport, recycling, and concrete placing.

Boral Logistics operates one of Australia's largest dedicated fleets, providing bulk transport and

logistics solutions to the construction materials businesses and other Boral divisions. It specializes in

dry and liquid bulk haulage and performs for customers Australia wide. With around 420 operating

sites throughout Australia, Boral Construction Materials & Cement has a regional focus to serve

Boral's local markets.


Boral Logistics operates a range of vehicle configurations including 100 6-axle articulated heavy

vehicles. This case study will focus on these vehicles. For the needs of this case study, the following

graphs will be produced using NSW registration charges as Boral’s head office is located in Sydney,

NSW.

Impact

Data collected for 100 6-axle articulated trucks shows that, on a yearly basis, these vehicles travel an







Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B

Stay unchanged for Option C ($2

increase).

Summary




Due to the sharp decrease in registration charges for 6-axle articulated trucks for all options considered in

this RIS when compared to the Base Case in NSW, the total charge for these vehicles for the Updated

Status Quo, Options A and B will be lower than that of the Base Case despite the increased RUC

proposed in Options B.


20. Western Australia, Vehicle Class 17, B-doubles (<9axle rig), Refrigerated good haulage (anonymous)

Operator profile

For this case study, the NTC received data from a large transport company specialising in the haulage

of refrigerated goods. This company is based in WA but operates interstate. This company has not

agreed to its name being disclosed in this document which is why this case study is described as

anonymous.

It should be noted that 100% of this company’s haulage is operated on sealed roads.

This company operates B-doubles (<9 axle rigs) and double road trains. This case study is focussing

on its B-double operations.

Impact

Data collected for more than 50 B-doubles (<9axle rig) operating in WA and interstate shows that, on a




Compared to the Base Case in WA, the

yearly registration charge for each B-

double would on average:

Increase by $1,505 (+13.9%) for the

Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each B-double would on

average:


Updated Status Quo


Option A


Option B


Option C.



for each B-double would on average:


Updated Status Quo


Option A


Option B


Option C.

Summary




The increase in RUC being more significant than the decrease in registration charge for the B-doubles

operated by this company under Options B and C, the total charge for these vehicles for Options B and C

will be higher than that of the Base Case despite their reduced registration charge. This is in particular due

to the high distance travelled by these B-doubles compared to the national average.


21. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, General freight haulage and refrigerated goods (Farragher Transport Group)

Operator profile

For this case study, the NTC interviewed Mr Dennis Roohan, National Fleet Maintenance Manager

with John Farragher Transport Group. Farragher was established in 1933 as a removal company in

Newcastle. The company is privately owned and managed by third generation owner John Farragher.

The operation has progressed to initially beverage distribution and specialised freight retail logistics

and now asset management 3PL and 4PL services.

Farragher Transport is a total Supply Chain Solutions provider for the Australasian market. It supplies

“Best Practice” 3PL and 4PL logistical services with operations in Sydney, Melbourne, Brisbane and

Newcastle with staff operating in every state of Australia and internationally in Hong Kong and

Shanghai (China).

About 98% of Farragher Transport’s haulage takes place on sealed roads.

Farragher Transport operates twenty 9-axle B-doubles which are the subject of this case study. For the

needs of this case study, the following graphs will be produced using NSW registration charges as the

Farragher Group Head Office is based at the Cameron Park DC, 20km west of Newcastle.

Impact

Data collected for twenty 9-axle B-doubles operated by Farragher Transport shows that, on a yearly







Decrease by $1,617 (-10.8.%) for the

Updated Status Quo


Option A


Option B


Option C.



average:


Updated Status Quo


Option A


Option B


Option C.





Updated Status Quo


Option A


Option B


Option C.

Summary




Due to the decrease in registration charges for B-doubles for all options considered in this RIS when

compared to the Base Case in NSW, the total charge for these vehicles for the Updated Status Quo,

Options A and B will be lower than that of the Base Case despite the increased RUC proposed in Option

B. These vehicles would face a moderate increase in total yearly charges under Option C.


22. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, General freight haulage, refrigerated and dangerous goods (Day’s Transport & Logistics)

Operator profile

For this case study, the NTC interviewed Mr Craig Day, CEO/Director of Day’s Transport &

Logistics. Day's Transport & Logistics Pty Ltd is a family owned and operated company. Operation

commenced in 1946 with the purchase of second hand truck by the late Stan Day. The Business grew

over the years, as Brian and Geoff Day (Stan's sons) joined the business, which saw freight being

carried from the Riverina region to areas as far as North Queensland, Sydney, Melbourne, Newcastle,

and Northern WA.

Day's Transport has a number of depots across Australia and is one of the leading transport

companies in the Riverina Region. Day's Transport is a specialist in the carriage of wide and long

loads. Currently Day's Transport has seven trucks that traverse Australia. Day's Transport has

implemented cutting edge practices to reduce its environmental footprint and a program to continually

update its vehicles to the latest emission standards (currently Euro 4 and phasing in Euro 5 compliant

heavy vehicles).

About 95% of Day's Transport & Logistics’ haulage takes place on sealed roads.

Day’s Transport & Logistics operates five 9-axle B-doubles which are the object of this case study. For

the needs of this case study, the following graphs will be produced using NSW registration charges as

Day’s Transport & Logistics’ head office is located in Narrandera, NSW.

Impact

Data collected for five 9-axle B-doubles operated by Day’s Transport & Logistics shows that, on a








Updated Status Quo


Option A


Option B


Option C.



average:


Updated Status Quo


Option A


Option B


Option C.





Updated Status Quo


Option A


Option B


Option C.

Summary




Due to the sharp decrease in registration charges for B-doubles for all options considered in this RIS when

compared to the Base Case in NSW, the total charge for these vehicles for the Updated Status Quo,

Options A, B and C will be lower than that of the Base Case despite the increased RUC proposed in

Options B and C.


23. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, Refrigerated goods haulage (Nolan’s Transport)

Operator profile

For this case study, the NTC interviewed Mr Adrian Nolan, Operations Manager/Director with Nolan’s

Transport. Nolan's Interstate Transport is one of the largest family-owned and operated transport

businesses in Queensland. From its humble beginnings back in the early 1900’s to its present

expansion, the company now operates approximately 130 vehicles.

The main depot which is located in "Brooking Drive, Gatton" includes a large loading/unloading facility,

cold room storage, fast cool premises, large workshop area, and administration facility. The company

employs 250 staff transporting and distributing general freight and perishables from the Lockyer Valley

Region to the various markets throughout Australia.


Nolan’s Transport operates a range of vehicle configurations including 80 B-doubles. This case study

will focus on these vehicles. For the needs of this case study, the following graphs will be produced

using Queensland registration charges as Nolan’s head office is located in Gatton, Qld.

Impact

Data collected for roughly 80 B-doubles shows that, on a yearly basis, these vehicles travel an







Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Due to the sharp decrease in registration charge for B-doubles for all options considered in this RIS when

compared to the Base Case in Qld, the total charge for these vehicles for the Updated Status Quo,

Options A and B will be lower than that of the Base Case. These vehicles would face a moderate increase

(+1.3%) in total yearly charges under Option C.


24. Interstate (mainly Eastern seaboard), Vehicle Class 18, 9-axle B-doubles, General freight haulage (Rod Pilon Transport)

Operator profile

For this case study, the NTC interviewed Mr Stephen Perry, Compliance Manager with Rod Pilon

Transport. Rod Pilon Transport was founded by Roddy Pilon in Dubbo, New South Wales in 1972. In

1975 Roddy extended the company's role to include road trains, with runs to Darwin taking the

company's services nationwide.

Rod Pilon Transport’s fleet consists of traybody vehicles, tautliners, flat tops, tippers, convertibles, low

loaders, stepdown and extendable trailers. Modern prime movers and trailers are utilised with single,

B-Double and road train configuration throughout Australia.

About 95% of Rod Pilon’s transport operations in Vic, NSW and Qld are on sealed roads.

Most of Rod Pilon’s general freight haulage operations in Vic, NSW and Qld are operated by 9-axle B-

doubles. For the needs of this case study, the following graphs will be produced using NSW

registration charges as Rod Pilon’s head office is located in Dubbo, NSW.

Impact

Data collected for the 33 B-doubles operated by Rod Pilon Transport shows that, on a yearly basis,


65.0 L/100km.






Updated Status Quo


Option A


Option B


Option C.



average:


Updated Status Quo


Option A


Option B


Option C.





Updated Status Quo


Option A


Option B


Option C.

Summary





compared to the Base Case, the total charge for these vehicles for the Updated Status Quo, Options A, B

and C will be lower than that of the Base Case despite the increased RUC proposed in Options B and C.


25. Interstate, Vehicle Class 18, 9-axle B-doubles, General and express parcel freight, bulk, dangerous goods (Toll Linehaul and Fleet Services)

Operator profile

Toll Linehaul and Fleet Services is Toll’s specialist linehaul business taking full loads point to point

on behalf of other Toll business units. Toll is Australia’s largest transport company, based in

Melbourne, Victoria. It has been operating for 125 years.

Toll Linehaul caters a range of cargoes including general freight, express parcel freight, bulk and

dangerous goods. A significant proportion of Toll Linehaul’s operations is undertaken by B-doubles

which are well adapted to interstate transport operations. For that reason, this case study focuses on

B-double operations.


© Photo by James Lauritz

Impact

Data collected for several hundred B-doubles operating interstate shows that, on a yearly basis, these


58.2 L/100km.


Compared to the Base Case, the yearly

registration charge for each of these B-

doubles would on average:


Updated Status Quo


Option A


Option B


Option C.

Compared to the Base Case, the yearly

RUC for each of these B-doubles would

on average:


Updated Status Quo


Option A


Option B


Option C.

Compared to the Base Case, the total

yearly charge (RUC + registration) for

each of these B-doubles would on

average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Due to the high number of kilometres travelled by the B-doubles considered in this case study, the total

charge for these vehicles for Options B and C will be higher than that of the Base Case despite their

significantly reduced registration charge.


26. Victoria, Vehicle Class 18, 10-axle B-doubles, Container cartage (Wettenhall Logistics)

Operator profile

For this case study, the NTC interviewed Mr Scott Wettenhall, Managing Director of Wettenhall

Logistics. Wettenhall Logistics is a family owned company with nearly fifty years of service to the

transport industry in Australia. Wettenhall Logistics offers a total Logistics solution for its customers

from transport, warehousing, container handling, pick and pack, re-pack, destruction and disposal of

damaged goods.

Wettenhall Logistics is based in Dandenong. A large proportion of its operations are between

Dandenong and Melbourne ports. All of its operations take place on sealed roads.

Wettenhall Logistics mostly operates articulated heavy vehicles. B-doubles are the second most

common vehicle configuration in Wettenhall Logistics’ fleet. This case study focuses on this vehicle

type.

Impact

Data collected for twelve 9- or 10-axle B-doubles operated by Wettenhall Logistics shows that, on a





the yearly registration charge for each B-



Updated Status Quo


Option A


Option B


Option C.


the yearly RUC for each B-double would

on average:


Updated Status Quo


Option A


Option B


Option C.



registration) for each B-double would on

average:


Updated Status Quo


Option A


Option B


Option C.

Summary





compared to the Base Case in Victoria, the total charge for these vehicles for the Updated Status Quo,

Options A, B and C will be lower than that of the Base Case despite the increased RUC proposed in

Options B and C.


27. South Australia, Vehicle Class 19, B-triples, General freight (Whiteline Transport)

Operator profile

For this case study, the NTC interviewed Mr Bob Middleton, Managing Director of Whiteline

Transport. Whiteline Transport (Aust) Pty Ltd, is an Adelaide based freight forwarding firm with a

history dating back to the late 70’s. With its beginnings as a one-man, owner-driver business, Director

Bob Middleton ran a White 4000 prime mover and bogie drive trailer between Adelaide-Sydney-Perth.

These days, Whiteline Transport (Aust) Pty Ltd is managed by Directors Bob and Sharon Middleton

and employs in excess of 50 staff and offers a specialised service to Western Australia. It is a daily

service with a 2-3 day delivery period.

Although Whiteline Transport is based in Adelaide, a large proportion of its operations are between

Sydney, Melbourne, Adelaide and Perth.100% of its operations take place on sealed roads. Whiteline

Transport mostly transports general freight and dangerous goods.

Whiteline Transport mostly operates articulated heavy vehicles. B-triples are the second most common

vehicle configuration in its fleet. This case study focuses on this vehicle type.

Impact

Data collected for nearly twenty B-triples operated by Whiteline Transport shows that, on a yearly





yearly registration charge for each B-triple

would on average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each B-triple would on

average:


Updated Status Quo


Option A


Option B


Option C.



for each B-triple would on average:


Updated Status Quo


Option A


Option B

Decrease by $223 (+0.3%) for

Option C.

Summary




Due to the sharp decrease in registration charges for B-triples for all options considered in this RIS when

compared to the Base Case in SA, the total charge for these vehicles for the Updated Status Quo, Options

A, B will be lower than that of the Base Case despite the increased RUC proposed in Options B and C.

These vehicles would face a moderate increase (+0.3%) in total yearly charges under Option C.


28. Western Australia, Vehicle Class 20, Pocket double road trains, Dry bulk and livestock – owner/driver (Cunderdin Transport Service)

Operator profile

For this case study, the NTC interviewed Mr Mark Sullivan, owner/driver with Cunderdin Transport

Service. Cunderdin Transport Service was established at Cunderdin, WA, by Mr Sullivan in 1998

primarily to provide a freight service between Cunderdin, Perth and Bunbury. Cunderdin Transport

Service caters a range of cargoes including livestock (sheep), wool, fertilizer, grain cartage and

limesand.

For its livestock carting operations between Cunderdin and Perth, about 30% of the trip is travelled on

unsealed roads and 70% on sealed roads. For Cunderdin to Bunbury about 25% is spent on unsealed

roads and 75% on sealed roads. For Bulk operation carting fertiliser, limesand and grain about 30% of

the trip is travelled on unsealed roads and 70% on sealed roads.

Cunderdin Transport Service operates four pocket road trains and one livestock B-double. This case

study will focus on livestock and dry bulk haulage by double road trains

Impact

Data collected for four pocket double road trains operating in WA shows that, on a yearly basis, these


146.0 L/100km.



yearly registration charge for each double

road train would on average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each double road train

would on average:


Updated Status Quo


Option A


Option B


Option C.



for each double road train would on

average:


Updated Status Quo


Option A


Option B


Option C.

Summary




A significant proportion of Cunderdin Transport’s travel is on unsealed roads. This explains the high fuel

consumptions of its double road trains. The increased RUC for these road trains is however compensated

with an equivalent decrease in vehicle registration charges which is why the change in total yearly charge

for Cunderdin Transport is likely to be very moderate under the updated SQ, Options A, B or C.


29. Western Australia, Vehicle Class 20, Double road trains, Refrigerated goods haulage (anonymous)

Operator profile

For this case study, the NTC received data from a large transport company specialised in the haulage

of refrigerated goods. This company is based in WA but operates interstate. This company has not

agreed to its name being disclosed in this document which is why this case study is described as

anonymous.

It should be noted that 100% of this company’s haulage is operated on sealed roads.

This company operates B-doubles (<9 axle rigs) and double road trains. This case study is focussing

on its double road train operations.

Impact

Data collected for approximately 20 double road trains operating in WA and interstate shows that, on a








Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




The increase in RUC being more significant than the decrease in registration charge for the B-doubles

operated by this company under Options B and C, the total charge for these vehicles for Options B and C

will be higher than that of the Base Case despite their reduced registration charge. This is in particular due

to the high distance travelled by these double road trains which results in a large yearly fuel consumption.


30. South Australia, Vehicle Class 20, Double road trains, General freight (Whiteline Transport)

Operator profile

For this case study, the NTC interviewed Mr Bob Middleton, Managing Director of Whiteline

Transport. Whiteline Transport (Aust) Pty Ltd, is an Adelaide based freight forwarding firm with a

history dating back to the late 70’s. With its beginnings as a one-man, owner-driver business, Director

Bob Middleton ran a White 4000 prime mover and bogie drive trailer between Adelaide-Sydney-Perth.

These days, Whiteline Transport (Aust) Pty Ltd is managed by Directors Bob and Sharon Middleton

and employs in excess of 50 staff offering a specialised service to Western Australia. It is a daily

service with a 2-3 day delivery period.

Although Whiteline Transport is based in Adelaide, a large proportion of its operations are between

Sydney, Melbourne, Adelaide and Perth.100% of its operations take place on sealed roads. Whiteline

Transport mostly transports general freight and dangerous goods.

Whiteline Transport mostly operates articulated heavy vehicles. Double road trains are the most

common vehicle configuration in its fleet. This case study focuses on this vehicle type.

Impact

Data collected for twenty double road trains operated by Whiteline Transport shows that, on a yearly








Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Compared to the Base Case in SA, these vehicles would face a significant decrease in total yearly

charges under the Updated Status Quo and Option A. In contrast, under Options B and C, these vehicles

would face a moderate to significant increase in total yearly charges due to the magnitude of the RUC

increase despite a decrease in registration charge for this particular vehicle class.


31. Northern Territory, Vehicle Class 21, triple road trains, Fuel haul tankers (DirectHaul)

Operator profile

Directhaul is the preferred contractor for a number of fuel distribution companies throughout the

Northern Territory, Queensland, South Australia and Western Australia, delivering to a wide range of

commercial and retail customers as well as the company’s own operated fuel sites. Directhaul is

wholly owned subsidiary of Ausfuel Gull transporting over 1 billion litres of fuel products each year. The

Directhaul fleet comprises 75+ road trains, 200 trailers and over 120 dedicated team members.

Directhaul’s areas of operation are represented in the map below.



operations is undertaken by triple road trains which are particularly well adapted to the Northern

Territory. For that reason, this case study focuses on triple road train operations.

Impact

Data collected for 25 triple road trains operating in NT shows that, on a yearly basis, these vehicles

travel an average distance of 207,000 km and have an average fuel consumption of 95 L/100km.





these triple road trains would on average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each of these triple road

trains would on average:


Updated Status Quo


Option A


Option B


Option C.



for each of these triple road trains would

on average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Due to the high fuel consumption and distance travelled by the triple road trains considered in this case

study, the total charge for these vehicles for Options B and C will be higher than that of the Base Case

despite their reduced registration charge.


32. Northern Territory, Vehicle Class 21, Triple road trains, Dry bulk haulage (G & S Transport)

Operator profile

For this case study, the NTC interviewed Mr Robert Bilato, owner and Managing Director (Operations)

of G & S Transport. G & S Transport is a family owned company with a head office located in Alice

Springs and offices and depots located in Newman and Karratha, Western Australia.

G & S Transport specializes in bulk tipper haulage of quarry products to remote areas throughout

Central and North Australia as well as the Pilbara region of WA. G & S Transport has well established

business partnerships within the mining, freight and indigenous business sectors and has fostered

strong customer relations with companies such as CEMEX Australia, Newmont, TOLL Express, Rio

Tinto, BHP and the Fortescue Group..

G & S Transport offers a wide range of support services to its customers, undertaking projects

involving camp construction, road works, cement, lime and sand haulage as well as general and rail

freight.

It should be noted that 60% of this business's haulage is operated on sealed roads, the rest being on

unsealed roads.

G & S Transport operates 27 road trains comprising of triples, quads and doubles. Triple road trains

are the subject of this case study.

Impact

Data collected for more than 25 triple road trains shows that, on a yearly basis, these vehicles travel

an average distance of 180,000 km and have an average fuel consumption of 100.0 L/100km.






Updated Status Quo


Option A


Option B

Decrease by $6,187 (-41.5.5%) for

Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




The increase in RUC being more significant than the decrease in registration charge for the triple road

trains considered in this case study under Options B and C, the total charge for these vehicles for Options

B and C will be higher than that of the Base Case despite their reduced registration charge.


33. Northern Territory, Vehicle Class 21, Triple road trains, General freight, liquid and dry bulk, dangerous goods and machinery (WRSC)

Operator profile

For this case study, the NTC interviewed Mr Michael Swart, Director of Wildman River Stock

Contractors (WRSC). WRSC now cartes heavy machinery, oil and gas and counts about 100

customers on its books. Michael Swart, who runs the business with brother Jeffrey, says operating in

the Territory is hard because crumbling roads increase maintenance cost to vehicles.

It should be noted that only 40% of this business's haulage is operated on sealed roads, the rest being

on unsealed roads.

WRSC mostly operates double and triple road trains. This case study will focus on triple road trains.

Impact

Data collected for up to twelve triple road trains shows that, on a yearly basis, these vehicles travel an







Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary


RUC + registration charge change

compared to Base Case

Due to the sharp decrease in registration charges for triple road trains under Options B and C when compared

to the Base Case in NT, the total charge for these vehicles under Options B and C will be lower than that of the

Base Case despite the increased RUC proposed in Options B and C. The total charge for these vehicles under

the Updated Status Quo and Option A will also be lower than that of the Base Case because of the proposed

RUC reduction under these two Options.


34. Western Australia, Vehicle Class 21, Triple road trains, General freight and refrigerated goods haulage (Centurion Transport)

Operator profile

For this case study, the NTC interviewed Mr John Lawrence and Mr Craig Holt, respectively workshop

supervisor and manager with Centurion Transport. Centurion has operated as a privately owned

West Australian company since 1971 and services all the state’s major mining and exploration regions,

namely the Pilbara, Murchison, Kimberley and the Goldfields. Centurion started when brothers Frank

and Carl Cardaci purchased their very first truck in 1968, with the company formally incorporated three

years later.

For over 40 years Centurion offered a broad range of logistics services including full end-to-end

solutions, lead logistics and off site receiving for the energy and resource sectors, general freight,

warehousing, refrigerated services, retail distribution, logistic support, over-dimensional transport,

heavy haulage, specialised projects and time critical services.

Centurion has a network of branches across Western Australia and the size of the fleet continuing to

grow. Centurion today operates a fleet of over 900 vehicles. Centurion's extensive fleet includes prime

movers that meet Euro V emission standards, producing lower levels of carbon emissions. These

prime movers deliver outstanding fuel consumption and enhanced driver safety features


Centurion mostly operates triple road trains. This case study will focus on this vehicle configuration.

Impact

Data collected for roughly 200 triple road trains shows that, on a yearly basis, these vehicles travel an







Updated Status Quo


Option A


Option B


Option C.



would on average:


Updated Status Quo


Option A


Option B


Option C.




average:


Updated Status Quo


Option A


Option B


Option C.

Summary




The increase in RUC being is more significant than the decrease in registration charge for the triple road

trains considered in this case study under Options B and C (mainly due to their high

kilometragemileage).T, the total charge for these vehicles under Options B and C will be higher than that

of the Base Case despite their reduced registration charge.


35. Victoria, Vehicle Class 24, 2-axle buses (GVM>10.0t), Passenger transport (anonymous)

Operator profile

For this case study, the NTC received data from a large passenger transport company providing bus

service in a metropolitan area. This company is based in Victoria but operates interstate. This

company has not agreed to its name being disclosed in this document which is why this case study is

described as anonymous.

This case study focuses on 2-axle bus operations. It should be noted that 100% of this company’s

operations take place on sealed roads.

Impact

Data collected for a large number of 2-axle buses operating in Victoria shows that, on a yearly basis,


43.0 L/100km.




axle bus (GVM>10.0t) would on average:


Updated Status Quo


Option A


Option B


Option C.


the yearly RUC for each 2-axle bus

(GVM>10.0t) would on average:


Updated Status Quo


Option A


Option B


Option C.



registration) for each 2-axle bus

(GVM>10.0t) would on average:


Updated Status Quo


Option A


Option B


Option C.

Summary




Considering the increases in RUC and registration charge for 2-axle buses (GVM>10.0t) under Options B

and C, the total charge for these vehicles for Options B and C will be significantly higher than that of the

Base Case.


36. Queensland, Vehicle Class 25, 3-axle coaches, Passenger transport (anonymous)

Operator profile

For this case study, the NTC received data from a large passenger transport company providing coach

service between metropolitan areas in Queensland. This company is based in Queensland but also

operates interstate. This company has not agreed to its name being disclosed in this document which

is why this case study is described as anonymous.

This case study focuses on 3-axle bus operations. It should be noted that 100% of this company’s

operations take place on sealed roads.

Impact

Data collected for a large number of 3-axle coaches operating in Queensland shows that, on a yearly

basis, these vehicles travel an average distance of 25,500 km and have an average fuel consumption

of 33.3 L/100km.




coach would on average:


Updated Status Quo


Option A


Option B


Option C.


yearly RUC for each 3-axle coach would

on average:


Updated Status Quo


Option A


Option B


Option C.



for each 3-axle coach would on average:


Updated Status Quo


Option A


Option B


Option C.

Summary




The increase in RUC for the 3-axle coaches operated by this company is compensated by a larger

decrease in registration charge under Options B and C which is why the total yearly charge for these

coaches under all options considered in the RIS is expected to be lower than that of the Base Case.

2014 Heavy Vehicle Charges Determination Draft RIS Appendix 1 ...

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