Issues Paper (2017 Drafting of the National Road Train Notice) · ANTI-LOCK BRAKING SYSTEM 33 15....

1 of 55

Issues Paper 2017 Drafting of the National Road Train Notice

Issues Paper (Road Train)

2 of 55

Table of Contents

1. INTRODUCTION 4

2. NHVR POSITIONS 4

3. ROAD TRAIN DEFINITIONS 7

4. ROAD TRAIN CATEGORISATION 9

5. HEIGHT 12

6. AXLE GROUP TYPES 12

7. MASS LIMITS 15

8. ROAD TRAIN NETWORKS 16

9. ROAD TRAIN ACCESS 19

10. SPEED LIMITS 27

11. MASS CONCESSIONS 29

12. INTELLIGENT ACCESS PROGRAM 30

13. MAINTENANCE MANAGEMENT ACCREDITATION 31

14. ANTI-LOCK BRAKING SYSTEM 33

15. BRAKES 33

16. MECHANICAL COUPLING RATING (D-VALUE RATING) 34

17. B-TRIPLE AND AB-TRIPLE PERFORMANCE REQUIREMENTS 35

18. LIGHTS 38

19. WARNING SIGNS 39

20. INTER-AXLE DIFFERENTIALS 40

21. REVERSING MANOEUVRE 41

22. MEDICAL CERTIFICATE 41


3 of 55

23. INSPECTION LABELS 42

24. ASSEMBLING AND DISASSEMBLING OF ROAD TRAINS 44

25. USE OF ROAD SIDE PARKING 44

26. SUSPENSION REQUIREMENTS 45

27. NATIONAL DASHBOARD 47

28. APPENDIX 52

29. REFERENCES 55


4 of 55

1. Introduction The National Heavy Vehicle Regulator (NHVR) is conducting a comprehensive review and redesign of the existing National Class 2 Heavy Vehicle Road Train Authorisation (Notice) 2015 (No. 1) (the current national notice). The current national notice applies in all participating jurisdictions other than the Australian Capital Territory (ACT) and Tasmania (Tas). The state schedules within the current national notice apply inconsistent road train definitions and conditions. South Australia (SA) also authorises the operation of road trains under the following transitional notices:

Notice of approval and exemption - Operation of B-triple vehicles up to 35.0m in length (2012).

South Australia Class 2 Heavy Vehicle 25m to 30m Road Train Authorisation Notice 2017 (No.1).

The NHVR has conducted an analysis and comparison of the current national notice and the existing transitional notices to produce a project scope and a comparative analysis (Attachment 1). These documents have provided the basis for identifying key issues to be addressed in developing a new nationally harmonised road train notice (new national notice). This paper addresses these key issues by proposing solutions to eliminate inconsistent access and conditions for road trains operating across borders.

2. NHVR Positions Throughout this issues paper, the NHVR has developed clearly defined positions on all key issues underlying the development of the new national notice. These positions are summarised as follows:

Table 1 Summary of NHVR positions Section from report Position

3.3

The definition of a road train and B-triple prescribed by the Heavy Vehicle National Law (HVNL) will be adopted by all jurisdictions in the new harmonised national notice.

Consistent definitions for road train combinations (such as A-double, AB-triple, BAB-Quad) will be developed by the NHVR and adopted nationally.

4.3 Type 1 and Type 2 road train categorisation will be adopted nationally. The NHVR will standardise Type 1 and Type 2 road trains using the vehicle length thresholds of 36.5 metres and 53.5 metres respectively.

5.3

A road train that is a vehicle carrier will be removed from the Qld and SA schedules of the current national notice and provided access under a new National Class 3 Heavy Vehicle, Vehicle Carrier Exemption Notice. The development of this notice will run parallel with the drafting of the new national road train notice.

6.3

The new national notice will specify that a road train is only permitted to operate with the following axle groups:

(a) a single steer axle, or twinsteer axle group; and (b) a single drive axle, tandem drive or tri-drive axle group; and (c) single axles, tandem axles and tri-axle for converter dollies (d) single axle, tandem axle, tri-axle and quad axle trailers

Note 1: Drive axle groups may include non-driven/lazy axles (e.g. single-drive tandem axle groups or tandem-drive tri-axle groups).

Note 2: Axle-group types stated in Table 11 can be used in any vehicle used in a road train combination. For example, a rigid truck towing two trailers can be fitted with a tri-axle drive group.

7.3

The mass limits prescribed in the Heavy Vehicle (Mass, Dimension and Loading) National Regulation (MDL Regulation) will not be replicated in the new national notice. The NHVR will not specify the maximum mass limits applying to road train configurations operating under the notice.

https://www.nhvr.gov.au/files/t163-sa-operation-of-b-triple-vehicles-up-to-35m-in-length.pdf

https://www.nhvr.gov.au/files/t163-sa-operation-of-b-triple-vehicles-up-to-35m-in-length.pdf


5 of 55

Section from report Position

8.3.1

The NHVR recommends a uniform national approach to the classification of gazetted road train networks. The jurisdictions are to consolidate their current gazetted road train networks to align with the PBS Level 3A and Level 4A networks. For Type 1 road trains, 19 networks will be consolidated to form a single HV-3A network. For Type 2 road trains, 6 networks (including SA’s quad road train routes) will be consolidated to form a single HV-4A network.

Please note, PBS Level 3A and PBS Level 4A networks that fall outside of the current gazetted road train networks, or vice versa, should not be removed from the respective network. Rather, these networks are to be consolidated and classified as the one HV-3A or HV-4A network.

SA to also consider applying road conditions to identify commodity routes on their public facing online web mapping application (RAVnet).

8.3.2 The consolidation of the existing prescriptive road train networks and the PBS Level 3A networks as is to be classified as the HV-3A network. For longer road trains from 36.5 metres up to 53.5 metres in length, the proposed network will be classified as the HV-4A network.

8.3.3 Qld to undertake the urgent creation of a GIS database containing the travel conditions imposed by all Qld road managers for all heavy vehicles types, including road trains.

9.2.1.1

SA, NSW and Vic to assess the current gaps in Type 2 cross border access into their states and to consider allowing Type 2 road train access at the following border crossings:

- Qld to SA: Birdsville/Innamincka (Qld) to Port Augusta (SA) - SA to NSW: Port Augusta (SA) to Broken Hill (NSW) - Vic to Qld: Mildura (Vic) to Broken Hill, Dubbo through to North Bourke (NSW).

9.2.2.1

SA to incorporate 36.5 metre B-triples under the new national notice and gazette the existing pre-approvals.

SA to consider including 36.5 metre AB-triples under the new national notice and to gazette the pre-approved network.

9.2.3.1 Vic to gazette the existing permitted network for modular B-triples and AB-triples.

Vic to gazette the existing pre-approved network for A-doubles.

9.2.4.4

NSW to consider the inclusion of BAB-Quad and ABB-Quad combinations under the new national notice and to provide a gazetted route from the Qld border to Dubbo via North Bourke, Nyngan and Narromine, NSW.

NSW to allow B-triples (36.5 metres) to have the equivalent access of modular B-triples (up to 35 metres) on bridge structures located at Wentworth and Hay, NSW (BN5130 and BN3200). This would open access for B-triples (36.5 metres) into Vic through Curlwaa, Euston, Swan Hill, and Barham, NSW.

10.3

Speed limits will be not be specified in the new national notice as the operator should comply with the speed limit prescribed by the states road rules.

Speed limits imposed for a specific gazetted route (may be less than the posted speed limit) should be applied to the state’s public facing online web mapping application.

11.3

The allowable mass limits for concessional mass limits (CML), a tri-axle group and the limits applicable for a complying steer axle vehicle prescribed in the MDL Regulation will not be replicated in the new national notice.

The specified distance between the centrelines of the outermost axles of a Type 1 road train will be omitted from the new national notice. The MDL Regulation prescribes the axle spacing mass limits for a road train.

12.3 The imposition of the Intelligent Access Program (IAP) on road trains operating at general mass limits (GML) will not be included in the new national notice as it is not an appropriate road condition prescribed under Schedule 9 of the MDL Regulation.

13.3

The requirement to hold maintenance management accreditation will be omitted from the new national notice as it is not an appropriate road condition prescribed under Schedule 9 of the MDL Regulation. Furthermore, as the administrator of National Heavy Vehicle Accreditation Scheme (NHVAS), the NHVR is strongly opposed to mandating maintenance management accreditation as this is a voluntary alternative compliance scheme.


6 of 55

Section from report Position

14.3 Anti-lock braking system (ABS) requirements will not be included in the new national notice as these requirements are prescribed in the Heavy Vehicle (Vehicle Standards) National Regulation (VS Regulation) and Australian Design Rules (ADR).

15.3 Braking requirements prescribed by the VS Regulation will not be replicated in the new national notice.

16.3

Coupling requirements for a road train combination should be as per ADR 63/.. —Trailers Designed for Use in Road Trains and ADR 64/.. —Heavy Goods Vehicles Designed for Use in Road Trains & B-doubles. A condition will be included in the new national notice for motor vehicles and trailers designed for use in a road train which is built pre-ADR, must comply with ADR 63/00 or ADR 64/00, or a later version of those ADRs, as applicable.

17.3

A prime mover used in a modular or non-modular B-triple must have an engine with a maximum power output of not less than 500hp (370kW).

A prime mover used in an AB-triple must have an engine with a maximum power output of not less than 540hp (405kW).

18.3 There is no legislative requirement for a class 2 road train to have its headlights or daytime running lights on when operating. This condition will be omitted from the new harmonised national notice.

19.3.1

The NHVR has proposed to amend section 6 of Schedule 3 of the VS Regulation to allow the use of non-rigid warning signs.

Should the amendments to the VS Regulation not have commenced prior to the revised notice being published, interim measures such as a Vehicle Standards Exemption Notice can be used to deliver the require policy outcome until amendments to the legislation are implemented.

19.3.2

The NHVR proposes to simplify warning sign requirements in the VS Regulation as follows:

Combinations longer than 22.0 metres but not longer than 30.0 metres in length: - A LONG VEHICLE warning sign must be displayed at the rear of the combination.

Combinations longer than 30.0 metres in length: - A ROAD TRAIN warning sign must be displayed at the front and rear of the combination.

As the proposed amendments to the VS Regulation will not have commenced prior to the revised notice being published; interim measures such as the inclusion of a vehicle standards exemption in the new national notice can be used to deliver the required policy outcome until amendments to the legislation are implemented.

20.3 The requirement for inter-axle differentials to be of the positive locking type will not be included in the new national notice.

21.3 The reversing manoeuvre condition will not be included in the national notice as this is outside the jurisdiction of the HVNL. The Australian Road Rules is a more appropriate legislative instrument to regulate this manoeuvre.

22.3

The requirement for a driver to hold a current medical certificate when travelling between Port Augusta West and Northern Adelaide, SA is out of the scope of the HVNL and will not be included in the new national notice. The new national road train notice will not contain any medical examination provision.

23.3 State specific inspection and label requirements will not be included in the new national notice as this is outside the scope of the HVNL.

24.3 The assembly and disassembly of road trains will not be included as a condition in the new national notice as this is out of the scope of the HVNL.

25.3 Road side parking will not be a condition in the new national notice as this falls under local and state government parking regulations.

26.3

Suspension requirements will not be included in the new national notice. In particular, the NHVR does not support the imposition of a certified road-friendly suspension (RFS) on road train combinations when operating at GML. This requirement is specifically for road trains when operating at HML only as prescribed by the MDL Regulation.


7 of 55

3. Road Train Definitions

3.1 Harmony Score

Description Current Harmony Level

Definitions - What are Double (Type 1) and Triple (Type 2) road trains? In which category do B-triple and AB-triple belong?

3.2 Issue

The definition of a ‘road train’ has been interpreted differently between jurisdictions in the current national notice. As outlined in Part 1.2, Section 5 of the HVNL, a converter dolly supporting a semitrailer is not considered as a trailer for the purpose of the definition of a road train. However, in the SA and Victorian (Vic) schedules of the current national notice, the definition of a road train includes a converter dolly supporting a semitrailer as a single trailer. This definition conflicts with the road train definition provided in the HVNL. Table 2 provides a comparison of road train definitions.

Table 2 Comparison of road train definitions DOCUMENT CLAUSE

Heavy Vehicle National Law (HVNL) road train means—

(a) a B-triple; or

(b) a combination, other than a B-double, consisting of a motor vehicle towing at least 2 trailers, excluding any converter dolly supporting a semitrailer.

SA Schedule 3 – current national notice Note—

In each of the above definitions a converter dolly supporting a semitrailer is counted as a single trailer.

Vic Schedule 5 – current national notice This Schedule applies to a road train which consists of a motor vehicle towing at least two trailers, counting a converter dolly supporting a semitrailer as one trailer, and which is not more than 36.5m long.

Currently, there are no standard definitions and consistent terminology for various road train combinations. For example, NSW is the only state to use the term ‘modern road train’. However, this combination should be defined as an ‘A-double with a tri-axle dolly’. Table 3 outlines the definitions of road train combinations as described in the current national notice.

Table 3 Road train definitions (current state) Road train combination Current National Notice Definition

AB-triple means a road train consisting of a prime mover and semitrailer combination connected by a converter dolly (with two or three axles) to two semitrailers connected by a fifth wheel coupling.

ABB-Quad means a road train consisting of a prime mover towing a single semitrailer and a set of B-triple trailers connected by a converter dolly.

3.3 NHVR Position

The definition of a road train and B-triple prescribed by the HVNL will be adopted by all jurisdictions in the new national notice. The NHVR recommends applying consistent definitions to road train combinations nationally.


8 of 55

The NHVR proposes the following road train combination definitions for adoption in the new harmonised national notice.

Table 4 Road train combination definitions

Combinations Harmonised Definition Source

A-double

A prime mover towing a semitrailer towing another semitrailer connected by a converter dolly.

NHVR Glossary of common terms

A-triple

A prime mover towing three semitrailers. The second and third semitrailers are each connected by a converter dolly.


AB-triple

A prime mover towing three semitrailers. The second semitrailer is connected by a converter dolly and the third trailer is connected by a fifth wheel located towards the rear of the preceding semitrailer. Can also be described as a semitrailer towing a B-double using a converter dolly.


ABB-Quad

A prime mover towing four semitrailers. The third and fourth semitrailers are connected by a fifth wheel located towards the rear of the preceding semitrailer and the second semitrailer is connected by a converter dolly. Can also be described as a semitrailer towing a B-triple using a converter dolly.


B-triple

B-triple means a combination consisting of a prime mover towing 3 semitrailers, with— (a) the first semitrailer being attached directly to the prime mover by a fifth wheel coupling; and (b) the second semitrailer being mounted on the rear of the first semitrailer by a fifth wheel coupling on the first semitrailer; and (c) the third semitrailer being mounted on the rear of the second semitrailer by a fifth wheel coupling on the second semitrailer.

As defined in the HVNL

B-triple (Modular)

A B-triple that is not longer than 35m consisting of a prime mover with a single steer axle and a tandem drive axle, towing three tri-axle group semitrailers connected by fifth wheel couplings, where— (a) the combination can form a compliant B-double if any one semitrailer is removed; and (b) the distance from the king pin of the first trailer to the rear of the combination is not longer than 29.6m; and (c) the prime mover is rated by the manufacturer for a startability of 10 per cent and a gradeability of 12 per cent; and (d) the prime mover is capable of maintaining a minimum speed of 70km/h on a one per cent grade at a Gross Combination Mass (GCM) rating of 84.5t; and (e) the prime mover must have an engine with a maximum power output of not less than 370 kW (500 horsepower (hp)).

National Class 2 Heavy Vehicle Road Train

Authorisation (Notice) 2015 (No. 1)

BAB-Quad

A prime mover towing four semitrailers. The second and fourth semitrailers are connected by a fifth wheel located towards the rear of the preceding semitrailer and the third



9 of 55

Combinations Harmonised Definition Source

semitrailer is connected by a converter dolly. Can also be described as a B-double towing a B-double using a converter dolly.

Road train road train means— (a) a B-triple; or (b) a combination, other than a B-double, consisting of a motor vehicle towing at least 2 trailers, excluding any converter dolly supporting a semitrailer.

As defined in the HVNL

It is important to note that an extensive communication campaign will be delivered by the NHVR in partnership with the jurisdictions to ensure transport operators, local government, police agencies and transport compliance officers understand the road train definitions used in the new national notice.

4. Road Train Categorisation

4.1 Harmony Score Description Current Harmony Level

What are the two road train categories and which combinations can run under the current national notice?

4.2 Issue

In the current national notice, the categorisation of road trains is inconsistent in each jurisdiction’s schedule. Road train categorisation in Qld, NSW, SA and Vic is provided below in Table 5.

Table 5 Road train category (current state)

State Category

Qld

&

NSW

Type 1 road train means a road train up to 36.5m long consisting of—

(a) a prime mover hauling unit towing two trailers; and

(b) in Schedule 1 (NSW), a rigid truck hauling unit towing two trailers; and

(c) in Schedule 2 (QLD), an AB-triple or a B-triple.

Type 2 road train means a road train consisting of—

(a) a prime mover hauling unit towing three or four trailers, other than an AB-triple or B-triple, when the combination length is not longer than 53.5m; and

(b) in Schedule 2 (QLD), an AB-triple longer than 36.5m and no longer than 44.0m; and

(c) a rigid truck hauling unit towing two trailers when the combination length is—

(i) in Schedule 1 (NSW), longer than 36.5m and not longer than 47.5m; and

(ii) in Schedule 2 (QLD), not longer than 47.5m.

SA

Double road train 32m < L ≤ 36.5m towing two trailers Short double road train 30m < L ≤ 32m towing two trailers Triple road train 36.5m < L ≤ 53.5m towing three trailers

Vic Road train L ≤ 36.5m towing at least two trailers


10 of 55

The NHVR has conducted a comparative analysis of standard road train combinations against each state’s road train categorisation. An overview of the analysis conducted is provided below in Table 6. Under the current arrangements, a rigid truck hauling unit towing two trailers that are 36.5 metres in length is considered a ‘Type 1’ road train in NSW, however, when travelling into Qld it becomes a ‘Type 2’ road train. This interstate movement is one example of inconsistent categorisation. In order to have a national notice, the NHVR requires the national uniform categorisation of road trains.

Table 6 Categorisation of common road train combinations under the current national notice (examples only)

Standard Road Train Combinations Short Double Road Train

Double Road Train

Type 1 Road Train

Type 2 Road Train

Triple Road Train

32.0m A-double

SA Qld, NSW, Vic

36.0m A-double

SA Qld, NSW, Vic

Rigid Truck + 2 trailers at 36.0m

NSW Qld

AB-triple and B-triple at 36.0m

Qld, NSW, Vic

A-triple at 40m

Qld, NSW, Vic SA

AB-triple at 44.0m

Qld SA

AB-triple at 40.0m

Qld SA

BAB-Quad and ABB-Quad at 50.0m

Qld

Note, a road train configuration towing a converter dolly (without supporting a trailer) is a class 3 vehicle. For that reason, it is not covered under the current national class 2 road train notice and will not be covered in the harmonised national class 2 road train notice.

4.3 NHVR Position

The NHVR will adopt a nationally consistent Type 1 and Type 2 road train categorisation. The NHVR will standardise Type 1 and Type 2 road trains using the vehicle length thresholds of 36.5 metres and 53.5 metres respectively. Table 7 below illustrates the NHVR’s future state for the national road train categorisation.


11 of 55

Table 7 Future state road train categorisation (Type 1 and Type 2)

Combinations

Note: ‘L’ denotes the combination length

Lower length range (metres)

Upper length range (metres)

Category

A-double

- 36.5

Type 1

A-double (Tri-axle dolly)

-

36.5

Type 1

B-triple (Modular)

-

35.0

Type 1

B-triple (Non-modular)

-

36.5

Type 1

AB-triple

-

36.5

Type 1

Rigid truck towing 2 trailers

-

36.5

Type 1

A-triple

36.5

53.5

Type 2

AB-triples

36.5

44.0

Type 2

BAB-Quad

36.5

53.5

Type 2

ABB-Quad

36.5

53.5

Type 2

Rigid truck towing 2 trailers

36.5

47.5

Type 2


12 of 55

5. Height

5.1 Harmony Score


Height limit for road trains operating under the road train notice. Specific requirements may apply to vehicle carrier road trains.

5.2 Issue

In the current national notice, the schedules for Qld and SA contain clauses specific to a road train that is a vehicle carrier.

Table 8 Height conditions (current state)

State Condition Source

Qld

A road train that is a vehicle carrier and that is higher than 4.3m may not use a road where there is insufficient height clearance for the combination to pass without striking or damaging any road infrastructure.

Note – The driver of a vehicle carrier that is higher must assess the suitability of a road prior to operating the vehicle on that road. The roads must be continually monitored to ensure sufficient clearance for the vehicle exists.

National Class 2 Heavy Vehicle Road Train Authorisation

(Notice) 2015 (No. 1)

SA

A road train that is a vehicle carrier-

a) as constructed must not be higher than 4.3m; and b) must not carry vehicles on an upper deck unless each deck below is fully

loaded.

National Class 2 Heavy Vehicle Road Train Authorisation

(Notice) 2015 (No. 1)

5.3 NHVR Position

The NHVR recommends that vehicle carriers be consolidated into a National Class 3 Heavy Vehicle, Vehicle Carrier Exemption Notice. The development of this notice will run parallel with the drafting of the new national road train notice.

6. Axle Group Types

6.1 Harmony Score


Allowable axle group types (e.g. twinsteer axle groups).

6.2 Issue

Currently, Qld and SA specify what axles or axle groups are permitted for a road train, whether it is a single steer axle or twin steer axle group for a prime mover used in a road train combination. The NHVR and the Department of Planning, Transport and Infrastructure amended the SA schedule in 2015 to authorise the use of a tri-axle dolly in a road train.

Table 9 below provides the axle or axle group conditions set out in the schedules of the current national notice.


13 of 55

Table 9 Axle group types (current state)

STATE Condition

Qld A road train is only permitted to operate with the following axles or axle groups—

(a) a single steer axle, or twinsteer axle group; and

(b) a single drive axle, or tandem drive axle group; and

(c) single axles, tandem axles and tri-axle trailing axle groups.

SA A prime mover used in a road train combination must consist of a single steer axle and either a single drive axle or a dual drive tandem axle group.

Qld specifies that only a ‘single steer axle’ or ‘twinsteer axle group’ are permitted whereas SA states that only a ‘single steer axle’ is permitted.

Jurisdiction registration data extracted from the National Transport Commission (NTC) ‘PAYGO – Heavy Vehicle Charges Model’ (the model) specifies the number of multi-combination prime movers with four axles registered across Australia from the 30 June 2015. The model, outlined in Table 9, indicates that there were approximately 1226 units registered with four axles (likely to be twin-steer or tri-drive) across Australia compared to 36,794 units registered with three axles (single steer and tandem drive axle group) (National Transport Commission, 2016).

Table 10 Jurisdiction registration data extracted from the NTC PAYGO model for multi-combination prime movers with 3 and 4 axles (30 June 2015)

State 3 Axles (no. units) 4 Axles (no. units)

Qld 10209 40

NSW 6576 3

Vic 8884 2

SA 3446 0

Tas 395 0

ACT 30 0

WA 6430 1102

NT 824 79

Total 36794 1226

Jurisdiction registration data indicated that the majority of four axle prime movers are registered in Western Australia (WA) and only 4% of the total vehicles are registered in the participating jurisdictions (Qld, NSW, SA and Vic). This is shown in Figure 1 below.


14 of 55

Figure 1 Jurisdiction registration data extracted from the NTC PAYGO Data for multi-combination primer movers with 4 axles

In March 2016, the NTC published the Twinsteer and Tri Drive Mass Limits Discussion Paper. This paper focuses on increasing the allowable mass limits for twinsteer axle prime movers towing a semitrailer and tri-drive prime movers towing a semitrailer. The paper also states that there is little demand across Australia for tri-drive prime movers to operate in semitrailer combinations and that the state and territory road transport authorities and the NHVR should work together to enable the use of these vehicles under gazette notices or permits.

The use of twinsteer axle groups and the relevant axle group mass limits are set out in the MDL Regulation. The use of tri-drive prime movers is also allowed under the MDL Regulation. These prime movers are not very common in participating jurisdictions as they do not benefit from an increased mass limit. The NHVR does not suggest increasing the mass limit applicable to tri-drive prime movers. However, allowing their use in the new national notice would facilitate interstate operations of those vehicles which are commonly used in the Northern Territory (NT) and WA.

Previous research that was undertaken by Roaduser Systems Pty Ltd and the Australian Road Research Board (ARRB) also demonstrated that the use of tri-drive prime movers can improve the performance of road train combinations, particularly where gradeability is a significant issue (Roaduser Systems Pty Ltd, 2003) (Australian Road Research Board, 2010). Ultimately, the inclusion of tri-drive prime movers in the new national notice will contribute to improving national regulatory consistency.

Similarly, quad-axle trailers are currently used in many heavy vehicle combinations including combinations approved the Performance Based Standard (PBS) Scheme. The MDL Regulation does not restrict the use of quad-axle trailers. However, the allowable mass on quad-axle groups is limited to 20.0 tonnes, as is the case for tri-axle groups.

Multi-combination primer movers with 4 axles (2015)

QLD NSW VIC SA TAS ACT WA NT


15 of 55

6.3 NHVR Position

The NHVR recommends adopting the following axle and axle groups in the new national notice.

Table 11 Axle groups (future state)

State Proposed national condition

Qld, NSW, Vic and SA

A road train is only permitted to operate with the following axle groups—

(a) a single steer axle, or twinsteer axle group; and

(b) a single drive axle, tandem drive or tri-drive axle group; and

(c) single axles, tandem axles and tri-axle for converter dollies.

(d) single axle, tandem axle, tri-axle and quad axle trailers.

Note 1: Drive axle groups may include non-driven/lazy axles (e.g. single-drive tandem axle groups or tandem-drive tri-axle groups).

Note 2: Axle-group types stated in Table 11 can be used in any vehicle used in a road train combination. For example, a rigid truck towing two trailers can be fitted with a tri-axle drive group.

7. Mass Limits

7.1 Harmony Score


Comply with the MDL Regulation

7.2 Issue

In Schedule 1 Clause 2(1) of the MDL Regulation states the following:

“The mass of a single vehicle or combination must not be more than the lower of the following masses—

(a) […] (b) the mass that is the sum of the mass limits stated in Table 1 of Part 2 in relation to each of

the axle groups and single axles of the single vehicle or combination.”

Consequently, specifying the maximum mass limit of road train combination is unnecessary.

In the current national notice, NSW is the only state that specifies the mass limit of a road train combination as shown below in Table 12.

Table 12 Mass Limits (current state)

State Condition

NSW 10. The mass of a road train must not exceed—

(a) in the case of a Type 1 road train - 79.0t;

(b) in the case of a B-triple, including a modular B-triple - 82.5t;

(c) in the case of an AB-triple - 102.5t;

(d) in the case of a Type 2 road train that has not more than three trailers - 115.5t.

It should be noted that total mass of a Type 1 or Type 2 road train operating in NSW can currently exceed the mass limit outlined in the above table by 3.5 tonnes if the combination contains one tri-


16 of 55

axle dolly fitted with road-friendly suspension (RFS) or 7.0 tonnes if containing two tri-axle dollies fitted with RFS. For further information on RFS please refer to Section 0.

7.3 NHVR Position

The mass limits prescribed in the MDL Regulation will not be replicated in the new national notice. The new national notice will not specify the maximum mass limits applying to road train configurations operating under the notice.

8. Road Train Networks

8.1 Harmony Score


A consistent framework of gazetted networks

8.2 Issue

8.2.1 Current Network Status

The NHVR has provided an overview of the gazetted road train networks for each state (Attachment 2). This analysis shows there is no consistency across borders in the determination of road train networks. This paper provides an opportunity for the adoption of a national approach to the classification of road train networks. At present, jurisdictions classify their networks by the following methods:

combination specific (A-double, modular B-triple)

combination length (53.5m, 36.5m, 32m)

commodity type

PBS levels.

NSW has gazetted networks specific to the combination type as follows:

36.5m A-double

35.0m modular B-triple

36.5m B-triple

36.5m AB-triple.

SA has gazetted networks based on the length of the combination as follows:

32.0m road train

36.5m road train

35.0m B-triple.

In addition to the above, there is a difference of approximately 6.83km between SA’s 32 metre and 36.5 metre road train gazetted network (based on a desktop analysis). The NHVR recommends consolidating the current 32 metre and 36.5 metre road train networks with SA’s 35 metre B-triple network.

In Qld, the above-mentioned combinations can operate on one single gazetted network known as the ‘Type 1’ road train network up to 36.5 metres in length. Vic also has a single gazetted and permitted network for ‘Type 1’ road trains.

Qld’s Type 1 and Type 2 networks align with their PBS Level 3A and Level 4A networks respectively. Vic does not have a corresponding Level 3A PBS network to align with their current Type 1 road train network. It is recommended that each state consider reviewing and consolidating their gazetted networks to a model similar to Qld.


17 of 55

By classifying all roads in a state in a consistent manner, the weak supply links can be easily identified. A uniform national road train classification system improves connectivity of freight routes within each state and across borders. By adopting and aligning consolidated road train networks with the PBS Level 3A and Level 4A networks, the transport industry will be assured of connectivity for route planning.

Furthermore, SA is the only state to have dedicated ‘commodity routes’ for road trains. Commodity routes are a road condition under the HVNL as the road manager is specifying the types of loads that the heavy vehicle may carry. There are currently nine commodity routes for road train combinations up to 36.5 metres in SA that include grain, fertilizer, hay and bulk stock feed, dairy milk, livestock, logging and timber, fruit and vegetables, wool and wine.

8.2.2 Network Naming Convention

Currently, the naming convention used to describe heavy vehicle networks refers to two categories of vehicles, performance based standards (PBS) vehicles and prescriptive vehicles.

PBS vehicles are granted access to the PBS network, subject to their level of performance. As such, 36.5 metre long PBS A-doubles or equivalent vehicles are often granted access to the PBS Level 3A network (where applicable). The current PBS network, consisting of four levels of access, has been developed using the PBS Network Classification Guidelines. The basic principle of these guidelines is that PBS vehicles seeking wider access to the road network must meet more stringent safety standards.

Prescriptive vehicles such as B-doubles or road trains are granted access to the relevant ‘legacy’ networks which have been progressively built and grown over the last thirty years.

In practice, there is a common understanding among road managers that each PBS network has a counterpart prescriptive network which is shown in Table 13 below.

Table 13 Four road classes of access by scheme vehicles (National Transport Commission, 2007) Road Class Scheme vehicle level Close present vehicle description

Level 1 access (L1) 1 From passenger cars to single articulated

Level 2 access (L2) 2 B-double

Level 3 access (L3) 3 Double road train (Type 1)

Level 4 access (L4) 4 Triple road train (Type 2)

As stated in Section 8.2.1, PBS Level 3A and the consolidated road train networks should be merged to form a single new national network. The NHVR recommends that this network is named HV-3A, where HV stands for ‘heavy vehicle’.

8.2.3 Queensland’s mapping

At present, each jurisdiction manages their state’s gazetted networks and routes as the true source of information. Currently, all jurisdictions except Qld have a public facing online mapping application that displays their gazetted road train networks.

The Department of Transport and Main Roads (TMR) publish PDF maps that identify their gazetted multi-combination routes and zones (refer to Figure 2). The NHVR understands that TMR manually annotates its PDF maps to display road and travel conditions. These PDF maps must be read in conjunction with multiple map legends. For an operator to plan their journey, they must review multiple sources of information to determine whether they require a class 2 heavy vehicle authorisation (permit) for access or whether they are travelling on a gazetted network.


18 of 55

The NHVR is working closely with jurisdictions to develop a national plan for the transition of services that are currently delivered by jurisdictions on behalf of the NHVR. In preparation for this, we recommend that TMR undertakes the urgent creation of a GIS database containing the travel conditions imposed by all Qld road managers for all heavy vehicles types, including road trains. This would allow either TMR or the NHVR to create and maintain a public facing online mapping application, providing information on travel conditions in a GIS layer that could be displayed in any modern GIS software package.

Figure 2 Multi-combination routes in Qld (Department of Transport and Main Roads, 2017)

8.3 NHVR Position

8.3.1 Current Network Status

The NHVR recommends a uniform national approach to the classification of gazetted road train networks wherever appropriate from an infrastructure and road safety point of view. The jurisdictions are to consolidate their current gazetted road train networks to align with the PBS Level 3A and Level 4A networks. For Type 1 road trains, 19 networks will be consolidated to form a single HV-3A network. For Type 2 road trains, 6 networks (including SA’s quad road train routes) will be consolidated to form a single HV-4A network.

Table 14 below outlines how each jurisdiction will consolidate their existing gazetted road train networks to align with PBS Levels.

Table 14 Proposed consolidation of gazetted road train and PBS networks

Proposed National Network Qld NSW Vic SA

HV-3A

Type 1 Road Train routes (Multi-combination)

PBS Level 3A Network

GML Type 1 A-double GML B-triple

GML AB-triple Road Train Network

32m Road Train (GML) 36.5m Road Train (GML)

35.0m B-triple Nine Commodity Routes

PBS Level 3A

HV-4A

Type 2 Road Train routes (Multi-combination)

PBS Level 4A Network

GML A-triple N/A

53.5m Road Train (GML) Quad Road Train routes

PBS Level 4A


19 of 55

Please note, PBS Level 3A and PBS Level 4A networks that fall outside of the current gazetted road train networks, or vice versa, should not be removed from the respective network. Rather, these networks are to be consolidated and classified as the one HV-3A or HV-4A network. SA to also consider applying road conditions to identify commodity routes on their public facing online web mapping application (RAVnet).

8.3.2 Network Naming Convention

The consolidation of the existing prescriptive road train networks and the PBS Level 3A networks as recommended in position 8.3.1 is to be classified as the HV-3A network. For longer road trains from 36.5 metres up to 53.5 metres in length, the new network will be classified as the HV-4A network.

8.3.3 Queensland’s mapping

Qld to undertake the urgent creation of a GIS database containing the travel conditions imposed by all Qld road managers for all heavy vehicles types, including road trains.

9. Road Train Access

9.1 Harmony Score


Operation of ABB-Quad, BAB-Quad, B-triples and AB-triples on a gazetted network.

9.2 Issue

9.2.1 Interstate Movements

The NHVR has undertaken an analysis of the gazetted road train networks for each jurisdiction as shown below in Table 15. A breakdown of the gazetted networks for each jurisdiction used in this analysis is outlined in Appendix A. Table 15 Comparison of gazetted networks (current state)

Road Train Network Qld NSW Vic SA WA NT

Distance (km)

Type 1 (Level 3A) 21,397 57,983 10 21,979 65,791 28,829

Type 2 (Level 4A) 13,442 131 - 1,795 16,425 28,747

The above analysis shows that road train operators are provided access to an extremely limited Type 1 gazetted network of 10 kilometres in Vic. In comparison, NSW has an extensive Type 1 network of 57,983 kilometres. However, NSW has a limited Type 2 network of 131 kilometres compared to Qld, WA and the NT. Vic does not have a Type 2 network. In summary, if Vic were to introduce and NSW were to increase Type 2 access, this would result in less heavy vehicle combinations on their roads and fewer trips.

This project provides a national opportunity for jurisdictions to examine their existing access arrangements to ensure cross border fluency for road train combinations. This inconsistency creates an operational and financial burden for transport operators who must decouple their combinations


20 of 55

at the border in order to continue on their freight journey. Industry’s strong preference is for complete journeys without the need for decoupling (Austroads, 2009).

The NHVR has identified significant gaps in Type 2 cross border access into NSW, Vic and SA as shown in Figure 3. Currently, there is no Type 2 network from the Qld border directly into SA. Type 2 road train operators travelling from Qld to SA are required to travel through the Northern Territory (NT) and south into SA. The NHVR understands that the Strzelecki Track that allows access directly to SA from Qld has been identified as a priority project in South Australia’s Integrated Transport and Land Use Plan. (Government of South Australia, 2015). Additionally, there is no Type 2 network linking NSW with SA. NSW has a limited Type 2 network situated north-west of the state. Operators must decouple at North Bourke, NSW, to be able to travel to SA and Vic. It should be noted, the routes mapped in Figure 3 are national key freight routes (Department of Infrastructure and Regional Development , 2017).

Figure 3 Gaps in the Type 2 road train networks

9.2.1.1 NHVR Position

SA, NSW and Vic to assess the current gaps in Type 2 cross border access into their states and to consider allowing Type 2 road train access at the following border crossings:

- Qld to SA: Birdsville/Innamincka (Qld) to Port Augusta (SA) - SA to NSW: Port Augusta (SA) to Broken Hill (NSW)

- Vic to Qld: Mildura (Vic) to Broken Hill, Dubbo through to North Bourke (NSW).

9.2.2 South Australia

The current national notice does not authorise the operation of 36.5 metre B-triples and AB-triples in SA. Only 35 metre B-triples (modular) are allowed to operate in SA under the Notice of approval and exemption - Operation of B-triple vehicles up to 35.0m in length. However, NSW and Qld have a gazetted network for 36.5 metre B-triples and AB-triples under the current national notice. Operators crossing the border from these states into SA must obtain a class 2 heavy vehicle


21 of 55

authorisation (permit) which is a significant regulatory and operational burden. Currently, 36.5 metre AB-triples operating in SA have a pre-approved network (PBS Level 3A) which could be gazetted under the new national notice, consequently reducing the requirement for permits.


SA to incorporate 36.5 metre B-triples under the new national notice and gazette the existing pre-approvals.

SA to include 36.5 metre AB-triples under the new national notice and to gazette the pre-approved network.

9.2.3 Victoria

Victoria has a gazetted and permitted map network for the operation of Type 1 combinations only. This network is situated in the north-west of the state. The gazetted network is approximately only 10km of route. The remaining network requires a class 2 heavy vehicle authorisation (permit) to be able to operate a modular B-triple and AB-triple. However, A-doubles have a pre-approved network to allow operations originating from NSW to travel through to Mildura and Swan Hill, Vic.

A major cross border issue for B-triple operators travelling from NSW to Vic is the limited entry points into Vic compared to access provided to modular B-triples. Modular B-triples (up to 35 metres) have greater access in NSW as opposed to B-triples (up to 36.5 metres). The access points travelling into Vic from NSW for summarised in Table 16 below.

Table 16 B-triple and modular B-triple access points

Combination Access points into Vic

Modular B-triple (≤35.0m) 1. Curlwaa, NSW 2. Buronga, NSW 3. Euston, NSW 4. Swan Hill, NSW 5. Barham, NSW 6. Tocumwal, NSW

B-triple (≤36.5m) 1. Tocumwal, NSW 2. Buronga, NSW


Vic to consider gazetting the existing permitted network for modular B-triples and AB-triples.

Vic to gazette the existing pre-approved network for A-doubles.


22 of 55

9.2.4 New South Wales

With the highest number of freight tonnes per kilometre originating in NSW, and with Australia’s domestic freight task expected to double by 2030 and then triple by 2050, it is vital we have the correct access in place for road train operations (Manders, 2006). NSW displayed the highest amount of total domestic freight by road in 2014-15 as shown below in Table 17.

Table 17 Total domestic freight by state/territory, by transport mode—road (Bureau of Infrastructure, Transport and Regional Economics, 2016)

Financial year

NSW Vic Qld SA WA TAS NT ACT Total

billion tonnes (per km)

2014–15 65.6 39.6 40.3 13.7 46.9 3.2 2.4 0.4 212.0

Even with the highest amount of total domestic freight by road, NSW only has a Type 2 gazetted network that equates to approximately 130 kilometres. Type 2 combinations permitted to operate in NSW are an A-triple and a rigid truck hauling unit towing two trailers (at 47.5 metres). Both combinations are authorised to operate from the Qld border to North Bourke, NSW. This restricted Type 2 access imposes a significant regulatory and productivity burden to cross border operations. Consequently, an operator must decouple their A-triple at North Bourke to become an A-double (Type 1) and a semi in order to continue their journey through NSW. BAB-Quad and ABB-Quad combinations (Type 2) can operate in Qld and SA under the current national notice. These quad combinations are also allowed access in the NT and Western Australia (WA). However, NSW does not allow the operation of BAB-Quad and ABB-Quad combinations by either a notice or a permit. For BAB-Quad and ABB-Quad combinations originating from WA, the NT or Qld, an operator must decouple at Barringun, Qld to be able to enter NSW.

As aforementioned, NSW only allows an A-triple (up to 53.5m) to travel on the gazetted Type 2 road train network under the national notice. With reference to the report published by ARRB titled Performance assessment of innovative heavy vehicle combinations for Level 4 routes, ABB-Quad and BAB-Quad road trains perform considerably better than A-triples in terms of high-speed transient off tracking, rearward amplification and the yaw damping coefficient (Blanksby, et al., 2008). The report also states that A-triples failed PBS requirements while ABB-Quad and BAB-Quad road trains satisfied PBS requirements (Blanksby, et al., 2008).

9.2.4.1 NSW/Vic Border

B-triples have limited access points into Vic due to several bridge structures in NSW. Under the current national notice, NSW allows modular B-triples to travel across the same bridge structures which B-triples are prohibited from operating on. B-triples have a larger wheel base than a modular B-triple (approximately 2-3 metres). The NHVR believes that B-triples would, therefore, cause less stress on bridges than a modular B-triple. Consequently, access should be granted to B-triples on any structure where modular B-triples are already granted access. The restricted bridge structures on the B-triple (36.5 metres) network are outlined below.


23 of 55

Table 18 Restricted bridge structures

Locality Screenshot

Wentworth, NSW

Structure Number: BN5130

Road Name: Silver City Highway

Description: Bridge over Darling River at Wentworth

Hay, NSW Structure Number: BN3200

Road Name: Cobb Highway

Description: Bridge over Murrumbidgee River 300m north of Sturt Highway at Hay

These structures at Wentworth and Hay, NSW also link to the national key freight routes. Allowing the operation of B-triples on these structures would not only increase productivity but eliminate the burden of B-triple vs modular B-triple operations in NSW to Vic.

9.2.4.2 BAB-Quad Road Train Case Study

The NHVR has completed a case study to determine the cost benefits of allowing BAB-Quad combinations to travel on the existing Type 2 road train network. This case study is based on an operator in NSW who specialises in refrigerated transport, including chilled, frozen goods and fresh produce. They deliver 70 percent of the NT’s fresh egg supply.

Figure 4 depicts the gazetted route from Barringun, Qld to North Bourke, NSW.


24 of 55

Figure 4 Case study route (Qld to NSW)

The case study was based on the current itinerary of a transport operator that runs BAB-Quad combinations between Darwin, NT and Sydney, NSW. Due to fatigue requirements, the BAB-Quad departing Darwin has a two-up driver arrangement. The BAB-Quad travels directly from Darwin to Barringun where the combination must then be decoupled. Meanwhile, a B-double with a solo driver departs Sydney to meet the BAB-Quad at Barringun. This solo driver stays overnight at Barringun awaiting the quad to arrive the following day. Once the BAB-Quad arrives in Barringun, the BAB-Quad is decoupled to become two B-double combinations. The two-up driving crew continue through to North Bourke in the first B-double, while the solo driver departs in the second B-double. The operation is completed twice a week for approximately 48 weeks of the year.

Appendix B provides a cost benefit analysis, comparing the operator’s current operational costs against RMS granting BAB-Quad and ABB-Quad combinations access to the current Type 2 gazetted network. Please note that several assumptions were made throughout the case study. These assumptions include: road user charges, fuel price, fuel excise, driver costs and fuel consumption (Australian Trucking Association Ltd, 2016). Please note that this case study is not comprehensive and only relevant to the example presented.

Table 19 illustrates the achievable yearly fuel savings if BAB-Quad and ABB-Quad were granted access to the current Type 2 gazetted network.

Table 19 Total savings

Achievable yearly savings

Scenario – 2 times per week (48 weeks)

Without quad access Total Operation Cost ($) $85,908

With quad access Total Operation Cost ($) $50,954

Total savings ($): $34,954


25 of 55

From this case study, it can be calculated that BAB-Quad access will reduce fuel costs by approximately 40%. The expansion of the existing Type 2 network to Nyngun, NSW would then align with the national key freight routes. The expansion will allow A-triples, BAB-Quad and ABB-Quad combinations to travel directly from Qld to Dubbo without the burden of decoupling in Qld.

9.2.4.3 TraNSIT CSIRO Case Study

The Commonwealth Scientific and Industrial Research Organisation (CSIRO) featured a case study on Type 2 road train access into Nyngan and Dubbo in their report titled, ‘TraNSIT: Unlocking options for efficient logistics infrastructure in Australian agriculture’. The case study utilised CSIRO’s Transport Network Strategic Investment Tool (TraNSIT) to analyse investments in the agriculture supply chains, with current applications covering almost all Australian agricultural logistics.

Currently, the Mitchell Highway from Barringun to North Burke is limited to Type 1 road trains and for specific combinations of Type 2 (including A-Triple), with other Type 2 (PBS Level 4A) road trains travelling south from Qld needing to decouple at Barringun. From North Burke to Dubbo, via Nyngan, access is restricted to Type 1 (PBS Level 3A) road trains. Opening the corridor up to Type 2 (PBS Level 4A) combinations on the Mitchell Highway will provide increased road train access to freight corridors at the intersection of the Barrier Highway (linking NSW with SA), and to grain storage near Nyngan. Beyond agriculture, the upgrade would reduce the significant operational and financial burden for long haul operators transporting from Darwin to Sydney (Higgins, et al., 2017).

Figure 5 shows a freight density map of the agricultural supply chains utilising the road between Barringun to Dubbo. The road section between Nyngan and Dubbo has a much higher utilisation than north of Nyngan and caters for trips in and out of the neighbouring states. From the TraNSIT baseline analysis, a total of 16,761 semitrailer equivalents used the road between Barringun and Nyngan per annum, with 33% of the trips carrying sheep, 30% grains, 13% beef, 11% cotton, and 11% post processed commodities.

It is estimated that upgrading the road to Type 2 (PBS Level 4A) will reduce the annual transport costs by $192,372 per annum, and 2,969 of the 16,761 semitrailer equivalents received a reduction in transport costs (average $64,79 per semitrailer equivalent). Whilst sheep/goats represented only 33% of the trips using the road, it represented 80% of the total transport cost savings. This saving is due to the transport or sheep/goats using a larger proportion of the road between Barringun and Nyngan. From Figure 5, it can be determined that the transport costs savings would likely be significantly higher if the Type 2 (PBS Level 4A) was upgraded to major destinations at Dubbo and Goondiwindi where the vehicles could commence or complete their journey without decoupling (Higgins, et al., 2017).


26 of 55

Figure 5 Freight density map of supply chains using all of part of the road between Barringun and Dubbo (Higgins, et al., 2017)

An additional scenario was tested where the Type 2 (PBS Level 4A) corridor upgrade was extended from Nyngan to Dubbo via Narromine. The number of semitrailer equivalents using the road from Barringun to Dubbo was 65,912, a significant increase above the 16,761 between Barringun and Nyngan. The scenario captured a large amount of grain movements to silos (e.g. Narromine) near Dubbo, with 57% of all movements being grain. By extending the Type 2 (PBS Level 4A) upgrade to Dubbo, a much larger number of trips would occur if decoupling into smaller combinations en route was not required. Out of the 65,912 semitrailer equivalents using all or part of the road corridor, 27,164 received some cost savings from the upgrade to Dubbo. The total cost savings for all trips was $3.602 million per annum, which is a significant increase above the Type 2 (PBS Level 4A) to Nyngan only (Higgins, et al., 2017).


NSW to consider the inclusion of BAB-Quad and ABB-Quad combinations under the new national notice and to provide a gazetted route from the Qld border to Dubbo via North Bourke, Nyngan and Narromine, NSW.

NSW to allow B-triples (36.5 metres) to have the equivalent access of modular B-triples (up to 35 metres) on bridge structures located at Wentworth and Hay, NSW (BN5130 and BN3200). This would open access for B-triples (36.5 metres) into Vic through Curlwaa, Euston, Swan Hill, and Barham, NSW.


27 of 55

10. Speed Limits

10.1 Harmony Score


Speed limits applicable to road trains operating under the road train notice.

10.2 Issue

In the current national notice, each state applies varying speed limit conditions as outlined in Table 20 below.

Table 20 Current state (speed limits)

State Condition

Qld

B-triple:

(a) 100 km/h if air suspensions with effective dampers on all trailer axles.

(b) 90 km/h if mechanical suspensions on any trailer axles.

NSW 90km/h or lower speed applying to a route, as specified on the map.

SA

90km/h or 100km/h (depending on road and as specified in the SA Road Traffic (Road Rules—Ancillary and Miscellaneous Provisions) Regulations 2014.

100km/h for a length of road comprising any part of the Eyre Highway that is generally west of Port Augusta

100km/h for a length of road comprising any part of the Stuart Highway that is generally north of Port Augusta

90 km/h for any other length of road

The Vic schedule does not provide a speed limit condition. Qld is the only state to specify a speed limit dependant on the vehicle’s suspension type, in this case, a B-triple. If a B-triple is fitted with air suspensions with effective dampers on all trailer axles, the combination can travel at a speed of 100km/h. However, Qld’s road rules only allow a road train (including a B-triple) to travel at 90km/h.

Table 21 refers to the prescribed speed limits per state, including Vic where a heavy vehicle is limited to 100km/h.

Table 21 Prescribed speed limits

State Legislation Road Rule

Qld

Transport Operations (Road Use Management—Road Rules) Regulation 2009

24A Speed limit for certain vehicles

(2) The speed limit applying to the following drivers for a length

(c) for a driver driving a road train—90km/h;

NSW

Road Rules 2014 [NSW]

(3) The default speed limit applying to a driver for any other length of road is:

(a) for a driver driving a vehicle with a GVM over 4.5 tonnes or a vehicle and trailer combination with a GCM over 4.5 tonnes—100 kilometres per hour


28 of 55

State Legislation Road Rule

SA

Road Traffic (Road Rules—Ancillary and Miscellaneous Provisions) Regulations 2014

(4) For the purposes of subregulation (1), the prescribed speed limit (road trains) is as follows: (a) the prescribed speed limit (road trains) for a length of

road comprising any part of the Eyre Highway that is generally west of Port Augusta and that has a speed limit applying to drivers of vehicles other than road trains of 100 kilometres per hour or more is 100 kilometres per hour;

(b) the prescribed speed limit (road trains) for a length of road comprising any part of the Stuart Highway that is generally north of Port Augusta and that has a speed limit applying to drivers of vehicles other than road trains of 100 kilometres per hour or more is 100 kilometres per hour;

(c) the prescribed speed limit (road trains) for any other length of road is 90 kilometres per hour.

Vic

Road Safety Road Rules 2009 (5) Speed-limit where a speed-limit sign applies (d) The speed-limit applying to a driver for a length of road

to which a speed-limit sign applies is the number of kilometres per hour indicated by the number on the sign. Note Length, of road, is defined in the dictionary.

(e) However, if the number of the speed-limit sign is over 100 the speed-limit applying to the driver for the length of road is 100 kilometres per hour if the driver is driving –

(a) A bus with a GVM over 5 tonnes; or (b) A prime mover with a GCM over 22 tonnes; or (c) A vehicle other than a bus with a GVM over 12

tonnes.

10.3 NHVR Position

The NHVR will omit speed limits from the new national notice as the operator should comply with

the speed limit prescribed by the states road rules (refer to Table 21). Speed limits imposed for a

specific gazetted route (may be less than the posted speed limit) should be applied to the state’s

public facing online web mapping application.


29 of 55

11. Mass Concessions

11.1 Harmony Score


Additional mass available for vehicles operating at CML/ steer axle mass concession.

11.2 Issue

In the current national notice, NSW specifies the allowable mass for a road train operating at concessional mass limits (CML) as well as the limits applicable for a complying steer axle vehicle. The mass limits for road trains operating at CML are contained in Schedule 2 of the MDL Regulation. The limits for a complying steer axle vehicle are prescribed in Schedule 1 of the MDL Regulation.

NSW also states the allowable mass limits for a Type 1 and Type 2 road train with a tri-axle converter dolly. The allowable mass limits for a tri-axle group are contained in Schedule 1 of the MDL Regulation. In addition to these requirements, NSW specifies the distance between the centrelines of the outermost axles of at least 26.5 metres for a Type 1 road train. However, a road train must meet the axle spacing mass limits prescribed in Schedule 1 of the MDL Regulation, therefore this condition specified by NSW is not required.

Table 22 below identifies the applicable schedules of the MDL Regulation against each clause in the current NSW schedule.

Table 22 Comparison to the MDL

State Clause Condition MDL Regulation

NSW

11. The mass of a road train may—

(a) exceed a limit specified in clause 10 by—

(i) 2.0t if the road train is eligible for concessional mass limits; or

Prescribed in Schedule 2 of the MDL Regulation.

(ii) 3.5t in the case of a Type 1 road train that has a distance between the centrelines of the outermost axles of at least 26.5m and includes a tri-axle converter dolly that is fitted with a certified road-friendly suspension system; or

Prescribed in Schedule 1 of the MDL Regulation. For example:

= 79t (82.5t with a single tri-axle converter dolly)

(iii) 3.5t in the case of a Type 2 road train that includes one tri-axle converter dolly that is fitted with a certified road-friendly suspension system; or


For example:

= 115.5t (119t with a single tri-axle converter dolly)

(iv) 7.0t in the case of a Type 2 road train that includes two tri-axle converter dollies fitted with certified road-friendly suspension systems.


For example:

= 115.5t (122.5t with 2 tri-axle converter dollies)


30 of 55

State Clause Condition MDL Regulation

11. (b) exceed a limit specified in clause 10 or 11(a) by—

(i) 0.5t on the steer axle of the hauling unit or prime mover if eligible for the steer axle mass exception; or

(ii) 0.5t on the steer axle of the hauling unit or prime mover if the steer axle has tyres with section widths of at least 295mm; or

(iii) 0.7t on the steer axle of the hauling unit or prime mover if the steer axle has tyres with section widths of at least 375mm.

Prescribed in Schedule 1 Part 2 of the MDL Regulation.

The definition can be found in Part 1 Section 3 of the MDL Regulation.

SA’s Code of Practice for B-triples outlines the conditions and limitations when operating under the Notice of Approval and Exemption - Operation of B-triple vehicles up to 35.0m in length. This code of practice also outlines the allowable mass for a modular B-triple operating at CML as well as the limits applicable for a complying steer axle vehicle.

11.3 NHVR Position

The NHVR recommends the following positions:

The allowable mass limits for CML, a tri-axle group and the limits applicable for a complying steer axle vehicle prescribed in the MDL Regulation will not be replicated in the new national notice.

The specified distance between the centrelines of the outermost axles in a Type 1 road train will be omitted from the new national notice. The MDL Regulation prescribes the axle spacing mass limits for a road train.

12. Intelligent Access Program

12.1 Harmony Score


No requirement for road trains operating at GML.

12.2 Issue

Under the current national notice, NSW is the only jurisdiction to require B-triples and AB-triples operating at general mass limits (GML) to be monitored by the Intelligent Access Program (IAP) with RMS. Modular B-triples that travel east of the Newell Highway at GML are also monitored by IAP.

A road manager is limited in the type of road conditions that can be applied to a class 2 heavy vehicle authorisation (notice) as per Section 160(1)(b) and (4) of the HVNL. Only road conditions of the kind prescribed in Schedule 9 of the MDL Regulation can be applied to a class 2 heavy vehicle. IAP is a road condition that cannot be imposed on a class 2 heavy vehicle under this schedule.

In 2007, non-modular B-triples and AB-triples access were introduced in NSW. The NHVR understands that to allow the introduction of these combinations, RMS imposed the IAP as a condition of access to assure road managers of route compliance. However, the IAP is not widely used as a tool for monitoring route compliance of common restricted access vehicles, such as B-doubles and road trains, although some jurisdictions do apply it as a condition when these combinations operate at higher mass limits (including TMR and RMS).


31 of 55

Imposing this condition creates a regulatory burden on B-triple and AB-triple operators crossing the border from Qld and SA as IAP is not imposed as a road condition in these states. Additionally, this imposes a financial burden on industry as the NTC review of the IAP (June 2014) found the set-up cost of IAP was up to $2980 per vehicle and the annual operating cost up to $1705 per vehicle (National Transport Commission, 2014). The IAP requires the installation of TCA type-approved in-vehicle units and provision of services by TCA certified IAP service providers. Feedback from industry indicates that IAP service providers are not able to provide IAP certified technicians within a reasonable time or cost to provide malfunction rectification services and upgrades. This issue can lead to business critical interruption of transport operations.

RMS specifies that mass declaration requirements under IAP must be made by using a certified TCA Self-Declaration Input Device (SDID) or through an alternative method approved and certified by TCA (i.e. On-Board Mass (OBM)). Self-declaration, when a heavy vehicle is operating as a B-triple or AB-triple, is made by the vehicle operator through the SDID, or by the transport company’s administration staff using an online facility. This requirement reduces the application to an honesty system (Bereni & Cristoforo, 2012). More accurate mass declarations can be achieved with OBM linked to the IAP, however, this requires additional installation and maintenance costs for the transport operator for each IAP registered vehicle and associated trailers.

In summary, the imposition of IAP on these vehicle types is an unreasonable burden on industry, which is not supported by the HVNL.

12.3 NHVR Position

The NHVR does not support the imposition of IAP on road trains operating at GML as it is not an appropriate road condition prescribed under Schedule 9 of the MDL Regulation.

13. Maintenance Management Accreditation

13.1 Harmony Score


Maintenance Management Accreditation required for certain road train types and/or certain road train routes.

13.2 Issue

In the current national notice, NSW and SA require certain operators to gain accreditation in the maintenance management module of the NHVAS. Both states apply this condition inconsistently. NSW requires maintenance management accreditation dependant on the road train combination type and route, whereas SA require maintenance management accreditation for a specific route. Table 23 provides the current maintenance management requirements in NSW and SA.

Table 23 Maintenance management (current state)

State Condition

NSW

NSW

(East of the Newell Highway)

The operator of a B-triple or AB-triple must be a person who holds maintenance management accreditation for the vehicles.

The operator of a Modular B-triple must hold National Heavy Vehicle Accreditation Scheme (NHVAS) maintenance management accreditation for the vehicle. The vehicle must be fitted with certified Road-Friendly Suspension (RFS) on all the axle groups other than the front steer axle. The vehicle must be enrolled and monitored in the IAP in NSW with Roads and Maritime Services. Note: This is a travel condition on the Modular B-triple network published on the RMS website.

The operator of a Type 1 A-double road train must hold National Heavy Vehicle Accreditation Scheme


32 of 55

State Condition

NSW (East of the Newell

Highway)

(NHVAS) maintenance management accreditation for the vehicle. The vehicle must have a tri-axle dolly and the tri-axle dolly must be fitted with certified Road-Friendly Suspension (RFS). The minimum extreme axle spacing must be at least 26.5m.

Note: This is a travel condition on the GML Type 1 A-double network published on the RMS website.

SA

If the road train operates between Port Augusta West and Northern Adelaide the operator must hold maintenance management accreditation for all vehicles in the road train combination.

Note— The routes between Port Augusta West and Northern Adelaide include National Highway 1 and any other approved routes in Northern Adelaide.

In NSW, operators of B-triples (other than modular B-triples) and AB-triples are required to hold maintenance management accreditation for all vehicles in the combination as specified in the current national notice.

East of the Newell Highway, A-doubles (fitted with a tri-axle converter dolly) and modular B-triples require maintenance management accreditation. Currently, RMS has maintenance management accreditation for modular B-triples and A-double combinations displayed as a travel condition on their gazetted network. It is important to note, that maintenance management accreditation is not a travel condition under the HVNL and should not be applied to a gazetted network.

Road train operators travelling between Port Augusta West and Northern Adelaide, SA are also required to hold maintenance management accreditation for all vehicles in the combination. The Port Augusta route is a national key freight route for road train operators originating from WA, the NT and NSW (Department of Infrastructure and Regional Development , 2017). The NHVR is aware of operators not being able to move freight as their application for maintenance management accreditation has been not processed in time to allow movement. Also, operators are required to add vehicles (trailers) to their maintenance management accreditation for a one off journey, such as moving a loaded trailer from WA or the NT never to return. This is a major operational and administrative burden on the transport industry.

In the first year of operation accredited operators in maintenance management are subject to an entry audit and an additional audit after the first six months of operation, some sectors of industry consider this to be an unnecessary resource intensive especially if their state of registration offers annual inspections (for example, TMR and RMS).

SA and NSW are mandating participation in NHVAS which is a voluntary alternative compliance scheme for industry. The imposition of maintenance management as a condition of access has been applied inconsistently and is a regulatory burden to transport operators.

13.3 NHVR Position

The NHVR does not support the imposition of maintenance management accreditation as it not an appropriate road condition prescribed under Schedule 9 of the MDL Regulation. Furthermore, as the administrator of NHVAS, the NHVR is strongly opposed to mandating maintenance management accreditation as this is a voluntary alternative compliance scheme.


33 of 55

14. Anti-lock Braking System

14.1 Harmony Score


ABS required for certain road train types, vehicle units or certain freight types (e.g. dangerous goods).

14.2 Issue

In the current national notice, the Qld and NSW schedules require the fitting of anti-lock braking systems (ABS) under certain conditions. The current ABS requirements are outlined below.

Table 24 ABS requirements (current state)

State Condition

Qld

Where a road tank vehicle carrying dangerous goods is a component of a B-triple, all component vehicles in the B-triple must have an anti-lock braking system (ABS) complying with third edition ADR 38/01 (ABS).

For a B-triple not specified in clause 12, the prime mover must have an ABS.

NSW

A prime mover used in a B-triple or AB-triple must have an anti-lock braking system complying with third edition ADR 64.

NSW requires a prime mover used in a B-triple or AB-triple to be fitted with ABS complying with third edition Australian Design Rules (ADR) 64. However, Schedule 3 of Section 9 of the Heavy Vehicle (Vehicle Standards) National Regulation (VS Regulation) states that the performance of the braking system of a heavy motor vehicle used in a road train must comply with second edition ADR 35A or third edition ADR 35.

Section 10 of the VS Regulation states that the performance of the braking system of a heavy trailer used in a B-double or road train must comply with second edition ADR 38 or third edition ADR 38.

14.3 NHVR Position

The NHVR will be omitting this condition from the new national notice as braking requirements are prescribed in the VS Regulation and ADRs.

15. Brakes

15.1 Harmony Score


Brake application and release times required for certain road train types.

15.2 Issue

The Qld schedule of the current national notice imposes the following condition on brake application (See Table 25).

Table 25 Brake application condition

State Condition

Qld B-triple brake application and release times apply as for B-doubles.


34 of 55

Section 12 of Schedule 3 of the VS Regulation prescribes the application and release times for brakes fitted in a B-double or road train.

15.3 NHVR Position

The NHVR recommends that this condition is omitted from the national notice, hence aligning B-triple braking requirements with those of a road train. Braking requirements prescribed by the VS Regulation will not be replicated in the new national notice.

16. Mechanical Coupling Rating (D-Value Rating)

16.1 Harmony Score


Minimum D-rating required for certain road train and coupling types (e.g. 162kN for B-couplings or 186kN for A-couplings).

16.2 Issue

Mechanical coupling rating for road trains is conditioned for NSW, Qld and SA in the current national notice. Table 26 below outlines the abovementioned mechanical coupling conditions.

Table 26 Mechanical coupling conditions

State Condition

Qld Couplings fitted to a B-triple, AB-triple, BAB-quad or ABB-quad in the following locations must have a minimum D-value rating of 162 kN—

(a) the automatic pin coupling on the rear of the lead trailer;

(b) the towing eye of the road train converter dolly;

(c) the fifth wheel of the road train converter dolly;

(d) the kingpin of a B-double lead trailer; and

(e) all couplings of a B-triple.

NSW A B-triple or AB-triple must have a minimum D-rating of 162kN for all kingpins, fifth wheel couplings, automatic pin couplings and a minimum D-rating of 186kN for a drawbar type coupling or drawbar eye, where applicable.

SA Couplings fitted to a BAB-quad or ABB-quad in the following locations must have a minimum D-value rating of 162 kN—

(a) the automatic pin coupling on the rear of the lead trailer;

(b) the towing eye of the road train converter dolly;

(c) the fifth wheel of the road train converter dolly;

(d) the kingpin of a B-double lead trailer; and

(e) all couplings of a B-triple.

16.3 NHVR Position

Mechanical coupling requirements for a road train combination should be as per ADR 63/.. —Trailers Designed for Use in Road Trains and ADR 64/.. —Heavy Goods Vehicles Designed for Use in Road Trains & B-Doubles.

The NHVR will include a condition in the new national notice which states that motor vehicles and trailers designed for use in a road train which is built pre-ADR must comply with ADR 63/00 or ADR 64/00, or a later version of those ADRs, as applicable.


35 of 55

17. B-triple and AB-triple Performance Requirements

17.1 Harmony Score


PBS startability and/or gradeability requirement for certain road train types.

17.2 Issue SA’s transitional notice, Notice of Approval and Exemption - Operation of B-triple vehicles up to 35.0m in length and the current national notice have inconsistent conditions for the startability and gradeability of a road train combination. Table 27 below outlines the road train PBS requirements for Qld, NSW and SA’s transitional notice.

Table 27 Road train PBS requirements

State Condition

Qld The prime mover in a B-triple must have a minimum engine power of 370 kW (500hp) or be capable of a minimum sustainable speed of 70km/h on a 1% grade at the relevant combination mass.

NSW

The minimum power required of a B-triple or AB-triple hauling unit must be capable, when operating at the manufacturer’s nominated Gross Combination Mass (GCM), of—

(a) starting movement on a 10 per cent grade; and

(b) maintaining a constant speed of 70km/h on a 1 per cent grade.

SA (Transitional)

A ‘B-Triple’ is a vehicle combination consisting of a prime mover towing three trailers where either: …

(vii) The prime mover must be rated by the manufacturer for a startability of 10% and a gradeability of 12%. (vii) The prime mover must be capable of maintaining a minimum speed of 70 km/h on a 1% grade at a GCM rating of 84.5 tonnes.

Table 28 below provides a simplified representation of each state’s PBS requirements applied to vehicle types in the current national notice and SA’s transitional notice.

Table 28 Startability and gradeability requirements per state

Vehicle Type Qld NSW Vic SA

startability and/or gradeability requirements in each state

36.5m AB-triple

35m B-triple (modular)

36.5m B-triple

To comply with the above startability and gradeability requirements, an operator must:

Step 1: Have the combination assessed by a PBS assessor for different grade levels (e.g. 10%, 12%, etc.) for both startability and gradeability.

Step 2: Replicate Step 1 for all ‘GCM/heavy vehicle combination types’ the prime mover is going to be part of (e.g. 82.5t B-triple, 99.0t AB-triple, 102.5t AB-triple, etc.).


36 of 55

Steps 1 and 2 can often represent multiple permutations. For instance, if a prime mover is used in a 12 axle B-triple, a 14 axle AB-triple and a 15 axle AB-triple, multiple gradeability and startability certifications would be required.

Furthermore, preliminary consultation with state and territory road transport authorities as well as industry associations indicates that the startability and gradeability requirements are:

Not well understood by industry

Seen as a financial burden for operators who need to get their vehicles certified by a PBS assessor

Barely enforceable and enforced

Considered as regulatory red tape since these requirements are hardly enforceable and not used for legacy road trains such as A-doubles in Qld, NSW and SA.

17.2.1 GCM Rating

Section 9 of the MDL Regulation provides a formula that can be used to work out the relevant mass for a towing vehicle without a GCM.

𝑀 = 𝐾 × 𝑇𝑅 × 𝑅 × 𝑇

16

where:

M means mass in kilograms

K means the following—

(i) if the towing vehicle is fitted with a single-drive axle—0.055; (ii) if the towing vehicle is fitted with a single-drive tandem axle group—0.053;

(iii) if the towing vehicle is fitted with a dual-drive tandem axle group—0.051.

TR means the number of tyre revolutions per kilometre, stated by the manufacturer, of the tyres fitted to the towing vehicle’s driving axles.

R means the overall gear reduction between the towing vehicle’s engine and the wheels on the vehicle’s driving axles; and

T means the towing vehicle’s maximum engine net torque in newton-metres.

The GCM rating formula is very similar to the GCM gradeability rating formula from the Vehicle Standards Bulletin 6: National Code of Practice Heavy Vehicle Modifications (VSB6). Section S Vehicle Rating, Modification Code S8 of VSB6 states that:

A prime mover suitable for use in road train, at the proposed GCM, must be capable of starting on a 5% grade. Gradeability should be established by the prime mover manufacturer's computer simulation or, when this is not available, by calculation using the formula:

𝑅𝑜𝑎𝑑 𝑡𝑟𝑎𝑖𝑛 𝐺𝐶𝑀 (𝑀𝑎𝑥𝑖𝑚𝑢𝑚) =𝐾 × 𝑅 × 𝑀 × 𝑇

(𝑔𝑔 + 1)

Or

𝑔𝑔 (𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑔𝑟𝑎𝑑𝑒𝑎𝑏𝑖𝑙𝑖𝑡𝑦) =𝐾 × 𝑅 × 𝑀 × 𝑇

(𝐺𝐶𝑀)− 1

gg = maximum grade expressed as a percentage (15%) i.e. 10% starting ability plus 5% operating grade. For most applications g+1 = 24

K = drive efficiency constant for type of drive axle fitted to the drawing vehicle

For single drive axles K = 0.055

For single drive tandem axles K = 0.053


37 of 55

For dual drive tandem axles K = 0.051

For tri drive axles K = 0.047

R = overall gear reduction between engine and driven wheels

M = tyre revolutions per kilometre, determined from Table 1

T = maximum engine net torque (Nm)

Table 1: Tyre revolutions per kilometre

Tyre size Nom. revs/km Tyre size Nom. revs/km

8.25*16 385 9R22.5 345

8.25*20 345 10R22.5 325

9.00*20 325 11R22.5 315

10.00*20 315 12R22.5 305

11.00*20 310 13R22.5 295

12.00*20 295 255/70R22.5 355

13.00*20 285 275/70R22.5 345

14.00*20 270 275/80R22.5 330

10.00*22 300 295/75R22.5 323

11.00*22 295 295/80R22.5 320

11.00*24 280 315/80R22.5 310

12.00*24 270 385/65R22.5 315

425/65R22.5 300

Source: ADR 65/00 Table 2 445/65R22.5 290

The GCM formula from VSB6 links a prime mover GCM rating to its ability to start moving and maintaining its forward motion on a 15% grade, which exceeds the requirements for B-triples and AB-triples from the current national notice.

In practice, prime mover manufacturers provide a GCM rating which guarantees that prime movers are capable of starting on a 5% grade at the proposed GCM. This 5% rating is considered by state and territory road transport authorities when classifying their Type 1 or Type 2 road train routes.

Although the GCM rating of a prime mover (when provided by the manufacturer) cannot be used to describe the expected performance of a combination when operating on a road gradient exceeding 5%, it should be noted that the same prime mover can be used in a ‘legacy’ A-double combination on a Type 1 road train network for instance.

17.2.2 Maximum Output Requirement

The current national notice states that a prime mover used in a modular B-triple ‘must have an engine with a maximum power output of not less than 370 kW (500hp)’. Similarly to the aforementioned startability and gradeability requirements, the maximum power output requirement for modular B-triples stems from the NTC report titled ‘A national framework for modular B-triple operations’. (Bereni & Cristoforo, 2012)

As part of the NTC project, ARRB undertook an assessment of driveline performance for modular B-triples. ARRB’s analysis determined that an engine power output of at least 500 hp is required to ensure that a modular B-triple can maintain a speed of at least 70 km/h on a 1% grade, which is the speed required to meet both PBS Level 2 and PBS Level 3 requirements. This power output included a conservative 5% safety margin to account for the fact that the analysis did not consider every possible combination of available gearboxes and final drive ratios. Furthermore, it should be noted that the Truck Industry Council (TIC) lodged a submission supporting the 500 hp maximum output requirement for modular B-triple operations. (Truck Industry Council, 2011)


38 of 55

As part of the development of the new national notice, TIC reiterates its support for a 500 hp maximum output requirement for modular B-triple operations. For AB-triples, where mass is commonly 20 tonnes higher than B-triples, TIC and the Australian Trucking Association (ATA) support the NHVR proposal to implement a 540 hp maximum output requirement.

ARRB was also consulted on the maximum output requirement which would be required to ensure a minimum acceptable level of performance for AB-triples on steep roads. In 2015, a sample of AB-triples with various gearbox and final drive ratio configurations was conducted by ARRB. This analysis demonstrated that AB-triples with a 540 hp maximum output requirement are able to maintain a 60 km/h speed on a 1% gradient, which is in line with the revised Austroads requirements for PBS Level 3A vehicles (Austroads, 2015).

17.3 NHVR Position

To guarantee that AB-triple and B-triple access is not reduced under the new national notice and to provide road managers with the necessary confidence regarding the performance of these combinations, the NHVR proposes that:

A prime mover used in a modular or non-modular B-triple must have an engine with a maximum power output of not less than 500hp (370 kW).

A prime mover used in an AB-triple must have an engine with a maximum power output of not less than 540hp (405 kW).

18. Lights

18.1 Harmony Score


Are headlights or daytime running lights required to be illuminated at all times?

18.2 Issue

The SA schedule of current national notice imposes the following condition outlined in Table 29.

Table 29 Light condition for road trains in SA

STATE Condition

SA

A prime mover, when operating as a road train, must have one of the following illuminated at all times-

(a) headlights; or

(b) daytime running lights.

Note – A daytime running light must comply with ADR 76.

There is no legislative requirement for a class 2 road train to have its headlights or daytime running lights on when operating. Schedule 8, Division 1 section 6 of the MDL Regulation only requires a class 1 heavy vehicle, or the towing vehicle to have its low-beam headlights on during daytime use.

The Department of Infrastructure and Regional Development conducted an international literature review on daytime running lights (DRL) titled ‘CR 218: Review of the literature on daytime running lights (DRL)(2003)’ (Department of Infrastructure and Regional Development, 2003). While some overseas studies indicate potential benefits from the use of DRLs, however, there is considerable variation in study results. The review recommended awaiting the outcome of the determinations taking place in Europe in relation to DRLs. The NHVR is not aware of any departmental policy or regulation requesting the use of DRLs in Australia since the literature review was conducted in 2003.


39 of 55

18.3 NHVR Position

There is no legislative requirement for a class 2 road train to have its headlights or daytime running lights on when operating. The NHVR believes that this condition is not necessary to manage or mitigate a significant risk to public safety. The NHVR recommends that this condition is omitted from the national notice.

19. Warning Signs

19.1 Harmony Score


Warning sign requirements for road trains.

19.2 Issue

19.2.1 Material

Under the VS Regulation, a long vehicle warning sign or a road train warning sign must be made of rigid material. The Qld schedule of the current national notice allows a road train operating in Qld to use a flexible warning sign subject to certain conditions.

19.2.2 Requirements

The VS Regulation specifies the requirement for warning signs to be attached to certain vehicles. The intent of warning signs on longer combinations is to alert other road users and the general public that caution is required when interacting with these longer vehicles (e.g. more time may be required to overtake the combination).

The VS Regulation requires either a long vehicle warning sign or road train warning sign, depending on both the overall length of the combination and whether or not a certain trailer type is present in the combination. Industry has advised the NHVR that these requirements are overly complex and could be simplified.

At the upcoming Vehicle Standards Maintenance Advisory Group, the NHVR will propose that the VS Regulation be amended to remove the provisions relating to certain trailer types and to provide an overall length requirement for warning signs. These lengths align with the 'Equivalent maximum vehicle lengths' as detailed in the PBS Network Classification Guidelines (National Transport Commission, 2007).

19.3 NHVR Position

19.3.1 Material

The NHVR has proposed to amend section 6 of Schedule 3 of the VS Regulation to allow the use of non-rigid warning signs. This amendment was considered by Responsible Ministers in May 2017. At the Transport Infrastructure Council meeting, Ministers agreed to remove prescriptive provisions on warning signs. Ministers agreed to adopt the performance based approach whereby warning signs must be manufactured from a material appropriate for its intended use on the vehicle.

Should the amendments to the VS Regulation not have commenced prior to the revised notice being published; interim measures such as a Vehicle Standards Exemption Notice can be used to deliver the required policy outcome until amendments to the legislation are implemented.


40 of 55

19.3.2 Requirements

The NHVR proposes to simplify the warning sign requirements in the VS Regulation as follows:

Combinations longer than 22.0 metres but not longer than 30.0 metres in length: - A LONG VEHICLE warning sign must be displayed at the rear of the combination.

Combinations longer than 30.0 metres in length: - A ROAD TRAIN warning sign must be displayed at the front and rear of the

combination.

These proposed amendments will be considered by the NTC’s Vehicle Standards Maintenance Advisory Group in November 2017. If endorsed, this proposal would be due for consideration by Responsible Ministers in November 2018.

As the proposed amendments to the VS Regulation will not have commenced prior to the revised notice being published; interim measures such as the inclusion of a vehicle standards exemption in the new national notice can be used to deliver the required policy outcome until amendments to the legislation are implemented.

20. Inter-axle Differentials

20.1 Harmony Score


No requirement for positive locking type when in use.

20.2 Issue

In the current national notice, SA is the only state to impose a road condition regarding inter-axle differentials. An inter-axle differential is a device which distributes power between the drive axles and compensates for differences in axle speed or power requirements. A positive locking type differential fixes the speed and power so they are equally divided between the axles. A basic concept diagram is seen in Figure 6 below.

Figure 6 Inter-axle differential - explanation diagram (ArvinMeritor, 2011)


41 of 55

A positive locking type differential is not required if the route has been assessed as suitable for road train use. Table 30 below outlines SA’s inter-axle differential condition.

Table 30 Inter-axle differential conditions for road trains

State Condition

SA If inter-axle differentials are fitted, they must be of the positive locking type.

20.3 NHVR Position

The NHVR will be omitting this road condition from the new national notice as for when routes are assessed to ensure they are suitable for road train access using prime movers, the assessment is made without consideration of the presence of positive locking inter-axle differentials. In addition, no other state imposes mandatory positive locking type inter-axle differentials.

21. Reversing Manoeuvre

21.1 Harmony Score


Reversing into roads or depots is not a condition in the notice.

21.2 Issue

In the current national notice, Qld, SA and Vic apply a travel condition regarding the direction of travel, ‘A road train must not reverse into or out of a road or depot.’ NSW is the only state not to impose this condition. The Australian Road Rules make adequate provisions regarding the reversing of a vehicle safely. Rule 296 from the Australian Road Rules states that the driver of a vehicle must not reverse the vehicle unless the driver can do so safely.

21.3 NHVR Position

The NHVR will be omitting the reversing condition from the new national notice as it falls outside the scope of the HVNL. The Australian Road Rules is a more appropriate legislative instrument to regulate this manoeuvre.

22. Medical Certificate

22.1 Harmony Score


Are drivers required to undertake a medical examination to drive road trains?

22.2 Issue

In the current national notice, SA requires a driver operating a road train to undergo and pass a medical certificate to allow access to a specific route.

Table 31 outlines medical conditions required by SA in the current national notice.


42 of 55

Table 31 Medical certificate conditions (SA)

State Condition

SA 20. If operating a road train on a route between Port Augusta West and Northern Adelaide, the driver must undergo and pass a medical examination in accordance with the national standards for commercial vehicle drivers as set out in the document titled ‘Assessing Fitness to Drive for commercial and private vehicle drivers – March 2012 as amended up to 16 March 2013’ published by Austroads and the National Transport Commission.

Note— The routes between Port Augusta West and Northern Adelaide include National Highway 1 and any other approved routes in Northern Adelaide.

21. If the road train driver is aged up to and including 49 years, the medical certificate is valid for a period not exceeding 3 years from the date of the examination, providing there has been no change in the driver’s medical condition in that time.

22. If the road train driver is aged 50 years or over, the medical certificate is valid for a period not exceeding 12 months from the date of the examination, providing there has been no change in the driver’s medical condition in that time.

23. If operating a road train on a route between Port Augusta West and Northern Adelaide, the driver must carry their medical certificate or a legible copy and produce it if requested by an Authorised Officer or a Police Officer.

Drivers must have a medical examination at least once every three years for drivers age 49 or under, and yearly for drivers aged 50 and over (whether or not the person has a medical condition that may affect their ability to drive).

For example, a driver with a multi-combination (MC) licence issued in Qld would be required to have medical examination regardless of whether he/she has a medical condition to be able to operate a road train on the routes between Port Augusta West and Northern Adelaide. TMR only requires a medical certificate for a MC licence if the person declares that they have a medical condition that is likely to adversely affect their ability to drive safely.

SA is the only state to impose such a condition for access. The routes between Port Augusta West and Northern Adelaide equates to approximately 300km. The industry considers this condition excessive as this is the only requirement of its type in Australia.

22.3 NHVR Position

The NHVR believes that imposing a medical certificate condition is out of the scope of the HVNL and will not be included in the new national notice. This condition is not necessary to manage or mitigate a significant risk to public safety. The new national road train notice will not contain any medical examination provision.

23. Inspection Labels

23.1 Harmony Score


Must display a current SA inspection label if maintenance management accreditation is not obtained.

23.2 Issue

The SA schedule outlines the inspection requirements for a road train operating in SA depending on the vehicle’s state of registration and the routes on which the road train is operating. Table 32 outlines inspection conditions required by SA in the current schedule.


43 of 55

Table 32 Inspection conditions (SA)

State Condition

SA

16. If the road train operates on routes other than between Port Augusta West and Northern Adelaide and any vehicles that make up the road train are registered in South Australia, Victoria or Tasmania, the operator must either—

(a) hold maintenance management accreditation for the South Australian, Victorian or Tasmanian registered vehicles; or

(b) have the South Australian, Victorian or Tasmanian registered vehicles in the road train inspected annually and display on the vehicles the appropriate current South Australian inspection label by number which clearly states the type of vehicle configuration and the inspection expiry date (month/year).

Note— If any vehicles that make up the road train are registered in New South Wales, Queensland, Western Australia or the Australian Capital Territory, they do not need to display South Australian labels or undergo inspections that are over and above those required in their state or territory of registration.

17. If the road train operates on routes other than between Port Augusta West and Northern Adelaide and any vehicles that make up the road train are registered in the Northern Territory, the operator must either—

(a) hold maintenance management accreditation for those vehicles; or

(b) have the vehicles display Northern Territory inspection and rating labels; or

(c) have the vehicles inspected annually and display on the vehicles the appropriate current South Australian inspection label by number which clearly states the type of vehicle configuration and the inspection expiry date (month/year).

18. If the road train must display South Australian inspection labels, they must comply as follows—

(i) a double road train must display No. 2 or 2L labels as shown in the following diagram;

(ii) a triple road train must display No. 3 or 3L labels as shown in the following diagram;

(iii) a road train vehicle displaying No. 3 or 3L labels can be used in a double road train;

(iv) a semitrailer displaying No. 2L or 3L labels can only be used as the last unit in the road train combination.

23.3 NHVR Position

The NHVR believes that inspection label conditions are out of the scope of the HVNL and should not be included in the new national notice. The NHVR Roadworthiness Program is addressing inspection standards at a national level.


44 of 55

24. Assembling and Disassembling of Road Trains

24.1 Harmony Score


Assembly/disassembly is not conditioned in the road train notice.

24.2 Issue

SA is the only state that contains a provision on the assembly and disassembly of road trains in the current national notice. Table 33 outlines the current assembly and disassembly conditions required by SA.

Table 33 Assembly and disassembly conditions (SA)

State Condition

SA The road train must not be assembled or disassembled on any route except—

(a) if broken down; or

(b) in order to proceed on a temporary by-pass around a road blockage.

24.3 NHVR Position

The NHVR will omit this condition from the national notice as this is a local compliance/enforcement that is out of the scope of the HVNL.

25. Use of Road Side Parking

25.1 Harmony Score


Roadside parking is not conditioned in the road train notice.

25.2 Issue

The use of road side parking is conditioned by SA in the national notice. It states that road trains may only use roadside parking where there is a sign showing ‘rest area’ or ‘truck parking area’. Parking areas can only be used for rest purposes and vehicle checks.

25.3 NHVR Position

The NHVR will be omitting this condition from the new national notice as road signage for designated rest areas or truck parking bays falls under local and state government parking regulations.


45 of 55

26. Suspension Requirements

26.1 Harmony Score


Certified Road-Friendly Suspension (RFS) is not a requirement in the national notice.

26.2 Issue

In the current national notice, NSW and Qld impose suspension requirements dependant on the road train combination type when operating at GML. These vehicle conditions have been applied inconsistently and create a regulatory burden on operators when crossing borders. Table 34 outlines the current state suspension requirements.

Table 34 Suspension requirements (current state) State Condition Road train combination

NSW

The mass of a road train may— (a) exceed a limit specified in clause 10 by— (ii) 3.5t in the case of a Type 1 road train that has a distance between the centrelines of the outermost axles of at least 26.5m and includes a tri-axle converter dolly that is fitted with a certified road-friendly suspension system; or (iii) 3.5t in the case of a Type 2 road train that includes one tri-axle converter dolly that is fitted with a certified road-friendly suspension system; or (iv) 7.0t in the case of a Type 2 road train that includes two tri-axle converter dollies fitted with certified road-friendly suspension systems. All axle groups of a B-triple or AB-triple, except the steer axle, must be fitted with a certified road friendly suspension system.

A-double (fitted with a tri-axle converter dolly)

A-triple

B-triple

AB-triple

Qld

A B-triple fitted with— (a) air suspension with effective dampers on all trailer axles is restricted to a maximum speed limit of 100km/h;

(b) mechanical suspension on any trailer axles is restricted to a maximum speed limit of 90km/h.

B-triple

NSW requires certified road-friendly suspension (RFS) for modern road trains (A-doubles and A-triples with tri-axle converter dollies), B-triples and AB-triples when operating at GML. It is important to note that a certified RFS system is only required when vehicles operate at higher mass limits (HML) as prescribed by the MDL Regulation. The imposition of certified RFS causes a significant operational burden on operators travelling across borders, particularly for livestock operations. For example, B-triples (fitted with an air suspension system) carrying livestock must decouple into two B-double combinations at Goondiwindi, Qld before crossing the border into NSW. The main livestock sales yard is located only 1.3km over the border in NSW. This livestock sales yard is used to feed and water cattle prior to being loaded onto smaller combinations prior to being distributed across NSW.

In the Qld schedule, B-triples are also subject to air suspension and mechanical suspension requirements but with a maximum speed limit restriction. It is also important to note that if a B-triple is fitted with air suspensions with effective dampers on all trailer axles, the combination can travel at a speed of 100km/h. However, Qld’s road rules only allow a road train (including a B-triple) to travel at 90km/h.


46 of 55

26.3 NHVR Position

The NHVR will be omitting the suspension requirements imposed by NSW and Qld in the new national notice. In particular, the NHVR does not support the imposition of certified RFS system on road train combinations when operating at GML. This requirement is specifically for road trains when operating at HML only, as prescribed by the MDL Regulation. Additionally, the NHVR cannot exempt operators from complying with the speed limit prescribed by Qld’s road rules.

47 of 55

27. National Dashboard


48 of 55


49 of 55


50 of 55


51 of 55


52 of 55

28. Appendix

28.1 Appendix A

State Network Name Distance (km) Equivalent PBS Level

Qld Multi-Combination Routes (Type 1) 21042 Level 3A

Multi-Combination Routes (Type 2) 13340 Level 4A

NSW

GML Type 1 A-Double Network 21851

Level 3A

GML Modular B-Triple Network 20896

GML B-Triple Network 7651

GML AB-Triple Network 7584

GML Type 2 A-Triple Network 131 Level 4A

Vic Road Train Network 10 Level 3A

SA

36.5m Road Train (GML) 11338 Level 3A

35.0m B-Triple 10640

53.5m Road Train (GML) 1795 Level 4A

WA Road Train 36.5 Network 65791 Level 3A

Road Train 53.5m Network 16425 Level 4A

NT Road Train 36.5 Network 28829 Level 3A

Road Train 53.5m Network 28747 Level 4A


53 of 55

28.2 Appendix B

Fuel Model

Current Road User Charge (RUC) ($ per L) 0.259

Fuel Excise ($ per L) 0.401

Diesel ($ per L) 1.300

Cost drivers

Fuel costs ($ per L) 1.158

Driver costs ($ per hour) 30

Fuel Consumption (L per 100km)

BAB-Quad 81

B-Double 62

Prime mover (bobtail configuration) 25

Fuel Consumption (L per km)

BAB-Quad 0.81

B-double 0.62

Prime mover 0.25

Operation

Working year (weeks) 48

54 of 55

Itinerary (Barringun - Bourke focus) Vehicle Components Cost Variables Distance (km) Time (hr) Costs ($)

With Quad Access 1. Barringun - North Bourke 1 Prime mover + 4 Trailers (BAB-Quad) 2 Driver + Fuel 155 2 265.39

2. North Bourke - Barringun 1 Prime mover + 4 Trailers (BAB-Quad) 2 Driver + Fuel 155 2 265.39

Total Cost ($) 530.77

Without Quad Access

1. North Bourke - Barringun 1 Prime mover (No Trailer) 1 Driver + Fuel 155 2 104.87

2. Barringun - North Bourke 2 Prime mover + 4 Trailers (2 B-doubles) 2 Driver + Fuel 155 2 342.57

3. North Bourke - Barringun 2 Prime mover + 4 Trailers (2 B-doubles) 2 Driver + Fuel 155 2 342.57

4. Barringun - North Bourke 1 Prime mover (No Trailer)

155 2 104.87

Total Cost ($) 894.88

Example 1 - Achievable yearly savings for Transport Operator A

Transport Operator A Scenario - 2 times per week (48 weeks)

With Quad Access Total Operation Cost ($) $ 50,954

Without Quad Access

Total Operation Cost ($) $ 85,908

Achievable savings per year ($) $ 34,954

55 of 55

29. References ArvinMeritor, 2011. Driver-Controlled Differential Lock (DCDL) Inter-Axle Differential (IAD) Lock , Michigan: Meritor Heavy Vehicle Systems.

Australian Road Research Board, 2010. HV000171-01-03, s.l.: s.n.

Australian Trucking Association Ltd, 2016. Truck impact chart, Forrest ACT: Australian Trucking Association Ltd.

Austroads, 2009. Demand for B-triple and Quad-axle B-double Network Decoupling Points, s.l.: Austroads.

Austroads, 2015. PBS Level 3 and 4 Standards Review, s.l.: Austroads.

Bereni, M. & Cristoforo, R. D., 2012. A national framework for modular B-triple operations, s.l.: National Transport Commission.

Blanksby, C., Ritzinger, A., Eady, P. & Mendis, C., 2008. Performance assessment of innovative heavy vehicle combinations for Level 4, s.l.: Australian Road Research Board.

Bureau of Infrastructure, Transport and Regional Economics, 2016. Yearbook 2016 Australian Infrastructure Statistics, Canberra, Australia: Department of Infrastructure and Regional Development.

Department of Infrastructure and Regional Development , 2017. National Key Freight Routes Map. [Online] Available at: http://maps.infrastructure.gov.au/KeyFreightRoute/ [Accessed 2017].

Department of Infrastructure and Regional Development, 2003. CR 218: Review of the literature on daytime running lights (DRL) (2003). [Online] Available at: https://infrastructure.gov.au/roads/safety/publications/2003/Cons_Lights.aspx [Accessed July 2017].

Department of Transport and Main Roads, 2017. Maps: Multi-combination routes and zones in Queensland. [Online] Available at: http://www.tmr.qld.gov.au/business-industry/Heavy-vehicles/Multi-combination-vehicles/Maps.aspx [Accessed 8 May 2017].

Engineering Dictionary, 2008. Dictionary of Automotive Terms. [Online] Available at: http://www.engineering-dictionary.org/Inter-axle_differential

Germanchev, A., Byrne, M., Eady, P. & Marzouk, S., 2016. National Steer Axle Mass Limits, Sydney: Austroads Ltd..

Government of South Australia, 2015. The Integrated Transport and Land Use Plan, Adelaide: s.n.

Higgins, A. et al., 2017. Unlocking options for efficient logistics infrastructure in Australian agriculture., s.l.: s.n.

Manders, S., 2006. Twice the Task, s.l.: National Transport Commission.

National Transport Commission, 2007. Performance-Based Standards Scheme - Network Classification Guidelines, s.l.: National Transport Commission.

National Transport Commission, 2014. Review of the Intelligent Access Program, Melbourne: National Transport Commission.

National Transport Commission, 2016. PAYGO - Heavy Vehicle Charges Model, Melbourne: s.n.

Roaduser Systems Pty Ltd, 2003. RUS-03-885-01-02, s.l.: s.n.

Truck Industry Council, 2011. Downloads (Public Documents). [Online] Available at: http://www.truck-industry-council.org/res/file/TIC_Response_BTripleDiscussionPaper_30Sep2011.pdf

Issues Paper (2017 Drafting of the National Road Train Notice) · ANTI-LOCK BRAKING SYSTEM 33 15....

Documents

Transcript of Issues Paper (2017 Drafting of the National Road Train Notice) · ANTI-LOCK BRAKING SYSTEM 33 15....