Nestlé Purina fully laden semi-trailer crash at Medlow Bath, Blue Mountains
On Saturday 25th May 2019 at about 7:00 am a truck crashed on the Great Western Highway just north of Medlow Bath spilling all it’s cargo. The crash occurred on a straight road section. The driver was either speeding, distracted (mobile phone?) or fell asleep at the wheel.
The truck was carting over 30 tonnes of pet food from the Nestlé Purina processing factory in Blayney to Sydney. The eastbound truck took down a power pole as it rolled just past Railway Parade, bringing down wires and creating an extra hazard in the area.
No only did the crash cause damage to vegetation and power lines and poles, but the highway was completely blocked for two hours in both directions, causing considerable traffic delays for travellers and locals alike. Power had to be turned off in the area for two hours.
Eventually a contra flow was put in place and a large crane and heavy tow truck removed the wrecked semi-trailer. Local volunteers were called in to remove the pet food strewn along the road and the shoulder. Perhaps a few Blue Mountains dogs and cats benefited from a free feed for a few weeks afterwards.
Nestlé Purina pet food strewn for 100 metres on the Great Western Highway
Why is Nestlé despatching its truck drivers to drive at breakneck speed on country roads to earn a quid? The crash site is just short of a 60 kph speed sign on the southbound approach to Medlow Bath. The truck driver must have ignored the sign and been hooning along at 90kph with his top heavy load. It is typical of the speeding and tail-gaiting of large linehaul trucks that use and abuse the Great Western Highway.
Nestlé is ultimately responsible for the crash and damage through the supplier chain of command. Australia’s Heavy Vehicle National Law was amended on 1st October 2018, to provide that every party in the heavy vehicle transport supply chain has a duty to ensure the safety of their transport activities.
Nestlé must therefore publicly accept its chain of responsibility, announce its financial compensation sum for the impact to the Blue Mountains, and outline of its financial compensation package to the Blue Mountains – the reimbursement cost of involved emergency services, the reimbursement cost of infrastructure damage (power lines and poles) and reinstating the power, the economic loss of causing the GWH to be impassible for 2-3 hours, and to publicly apologise in the Blue Mountains Gazette with an undertaking to review and imprive its logistics safety standards.
Blayney, a small town situated 240 km west of Sydney (130km west of the crash site), has its own rail freight service, so why does Swiss multinational food and drink company Nestlé avoid the perfectly good rail service which has a rail siding right next to the Nestle Purina Pet Care plant in Jarman Crescent, Blayney.
Since 1994, Blayney’s intermodal terminal provides direct import/export rail link to Sydney Ports, replete with cold storage and warehousing.
Nearby Bathurst (Kelso) business Grainforce Commodities freights 250,000 tonnes of product annually into Port Botany (Sydney), the equivalent of keeping 10,000 trucks off the road. Nestlé could learn from Grainforce and help keep these dangerous speeding trucks off the Great Western Highway.
Since 2014, Kelso’s Grainforce Commodities has joined forces with Southern Shorthaul Rail (SSR) to rail log-based exports from Bathurst over the Blue Mountains into container terminals at Port Botany in Sydney and has plans to grow the business by expanding into grain. This has served to get trucks off the busy Great Western Highway.
In 2017, NSW Deputy Premier John Barilaro announced replacing the entire NSW regional train fleet and building a new train maintenance facility at Dubbo. It is one of the largest procurements of trains in Australia. This was welcomed by lobby group Lachlan Regional Transport Committee (LRTC) and has urged the state government to give more attention to strategic planning for the future rail network.
LRTC President Dom Figliomeni said at the time, “It’s very important that we do get an efficient rail network within NSW. Lines including the partially-built Maldon-Dombarton line and the Blayney-Demondrille line needed to be part of the long-term rail planning strategy, and “unfortunately” at the moment they did not seem to be, Mr Figliomeni said. It is an indication rail must and needed to play a more significant part, whether it was passenger rail or freight rail. A more significant part of the logistics network within NSW,” he said.
“Unfortunately particularly regional rail has been allowed to languish for many years and I think the current government is realising we really need to bring it up to standard. As I say there is still a lot of work that needs to be done, there’s the location of intermodal facilities, there’s a lot of work being done at Parkes, particularly in relation to the inland rail.”
The New South Wales state government is encouraging rail freight from the Central West. In June 2018, Freight Minister Melinda Pavey announced plans to construct two rail loops near Blayney at Georges Plains and south of Rydal to facilitate reduced train turn around times. “The two loops will ensure the nine million tonnes of freight transported annually along the western corridor moves more efficiently, reducing the cost of getting export freight to port and domestic freight to markets,” she said.
Ms Pavey said the $21.5 million Main Western Rail Line Capacity Enhancement programme will help rail operators to meet the growing demand for freight on the corridor, reducing the demand for road freight without negatively impacting passenger services that run along the line. The two loops will ensure the nine million tonnes of freight transported annually along the western corridor moves more efficiently, reducing the cost of getting export freight to port and domestic freight to markets.
L to R: Bathurst MP Paul Toole, NSW Freight Minister Melinda Pavey and Grainforce managing director Derek Larnach at Blayney Railway Station
Nestlé Purina PetCare set up in Blayney in 1989 and in 2014 expanded, creating an additional 100 jobs, but then in August 2018 retrenched fourteen staff in what Nestlé called a ‘lean mapping exercise’ (Activity Based Costing). Prior to the review the company had performed a similar review within their salaried roles resulting in six positions becoming redundant.
In August 2006, Nestlé Purina cut 44 jobs from its pet food plant, in apparent response to losing export sales of pet food to Japan. The Blayney workforcer was suddenly cut by 20 per cent.
Taking the tourist drive out to Oberon last weekend, we must have counted two dozen dead, mangled and fly blown Australian animals along the roadside. Kangaroos and wombats mainly; and a few feral cats and foxes.
It was a bizarre ‘Welcome to Oberon’ along the Jenolan Caves Road and then along the Duckmaloi Road into the logging and quarry town of Oberon.
We first passed by Hytec’s Austen Quarry outside Hartley which carves into the hillside to produce road making aggregate crushed rock.
The B-doubles hoon along as if racing motorbikes. We were tailgate bullied by one on the road out to Oberon. The B-double sand trucks travel through the night at speed and so the wildlife has no chance.
One Oberon based tourism operator promotes things to do around Oberon thus:
“Explore the spectacular Blue Mountains High Country on horseback and quad bikes, ride beneath a canopy of pine forests, marvel at the unspoiled bushland, gaze into a crystal clear creek, breathe the clean mountain air.”
The cause is unknown at this stage, but it is the consequence that is the issue, irrespective.
Hardly a day goes past without some news story about a truck crash on a Sydney road and this is compounded across Australia.
Yet in transport policy unison, governments across Australia at state and federal levels have abandoned rail freight and instead are headlong encouraging more and bigger trucks on our roads. They are encouraging larger and long trucks and spending billions to accommodate them. Road making has become governments’ panacea for solving linehaul freight challenges. The numbers of trucks on local, suburban and regional roads across Australia must have doubled in the past decade or so.
At the same time, both levels of government have been lax for decades to ensure high standards of heavy vehicles and the professional competency of truck drivers. Australian trucking has become a cowboy game plagued by industry cost cutting and unreasonable delivery expectations. The industry’s problems compound down to the truckie.
Truck drivers across Australia are no longer paid a fair hourly rate for their work, but have been reduced to being paid by a minimalist ‘trip rate’. So the more trips they do, the more they get paid. Overnight linehaul trucking is a ticking time bomb.
Truck drivers across Australia more often than not are no longer paid employees who are professionally trained by their employers. They are typically owner driver sub contractors with a massive bank mortgage tied to the truck or prime mover they own. They only get paid by the runs they do and have all the burden of maintenance, repairs, insurance and loan repayments. That is before paying themselves a wage. Forget leave and superannuation.
Trucking industry professionalism is out the door. Anyone can get a truck licence. The concept of trucking being a profession in Australia in the days of TNT and Mayne Nickless has long become a distant memory. It is a mugs game now.
Truck drivers, motorists and roadside communities are the victims of dumbed down bad government transport policy. The only ones who are benefiting from cheap dumbed down trucking are the trucking magnates and their corporate retail clients. The politicians save money building trucking roads instead of big picture rail and integrated multimodal logistics. But roads for trucks is short term thinking. It is a policy that has ignored road users’ rights to expect the highest standards of road safety.
Australia’s trucking regime is sapping billions for faster and wider roads instead of long term investment in freight rail,just like their doing to the Great Western Highway to freight produce and goods across the continent. It’s to hell with the local communities they rip up along the way. It’s to hell with the native habitat they rip up to build wider and new trucking expressways. When fuel and toxic chemicals spill from overturned trucks, it’s to hell with the downstream environment.
More roadside communities are increasing exposed to the risk of deadly speeding trucks, and people are dying as a result.
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Safety First Residents of the roadside community of Woodford in the Blue Mountains west of Sydney protest over losing their pedestrian crossing so that trucks can cruise nudging 90kph through their village. [Photo by Jodi McConaghy, 20130608]
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The NSW Government’s RTA-come-RMS (roads authority) has “ripped the heart” out of Woodford.
Woodford Progress Association spokesman Ian Robinson told 100 residents in a protest rally last June that Woodford was “once known as the heart of the Mountains but the RMS has ripped the heart right out of our town”. Mr Robinson says the current plans leaves the elderly stranded, splits the town in two and forces school children to make a large detour to get to their bus stop, he said.
“Without lights across the highway within the vicinity of the Woodford Academy, not only children, but also residents and fire brigade volunteers on the north side are cut off from south side neighbours [and] the elderly … are stranded in their own village,” he said.
The truck-centric civil engineers with the RTA-come-RMS expect local residents to take a two kilometre detour to use the pedestrian bridge at Woodford railway station.
Mr Robinson said:
“They also now tell us that they do not regard Woodford as a ‘town’ and that they want to run four lanes of traffic at 80 km/hr right through the heart of Woodford.”
Cheap but dangerous seagull intersections are to be built in the centre of the new wider trucking expressway between massive trucks doing 90kph down the hill through Woodford.
A third resident petition to the NSW Roads Minister has again been ignored. It’s all about trucks with the politicians.
(Former) councillor Geordie Williamson, a Woodford resident, says the plan also threatens the lives of the 2500 Woodford residents.
“The very least RMS can do is grant residents a safe means of crossing the newly-widened highway. Failing to do so will virtually guarantee injury or loss of life in the years to come,” Clr Williamson said. “The highway should not only be designed to massage the bottom line of freight haulage companies.”
The Mona Vale Road trucking experienceComing to a roadside community near you.
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Footnote
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Government belatedly issues Cootes Transport with 126 Defect Notices
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<< Police believe mechanical problems are the most likely cause of the fatal crash involving the Cootes Transport petrol tanker since the out-of-control fuel tanker ploughed into a power pole and four cars before erupting in a fireball on Mona Vale Road.
A Mr Shane Day has been identified as the driver of the petrol tanker, who works for Cootes Transport. It is not clear if he is an employee or a contractor, but industry probability would like be the latter and not paid by Cootes by the hour.
So two men were burnt alive when this Cootes petrol tanker lost control on Mona Vale Road at Mona Vale about 3:40pm (AEST) yesterday. Police say the dead men are a 71-year-old local and a man in his 60s from interstate. Both men were travelling in the same car, when this trucking wall of death bore down upon them.
Assistant Police Commissioner John Hartley:
“It certainly looks like they were killed at the scene by the fire rather than the crash itself.”
They were burnt alive.
Twelve trucks operated by Cootes Transport have been taken off the road. Inspectors from the New South Wales Government’s Roads and Maritime Services have subsequently inspected more than 80 Cootes Transport trucks at checking stations in Sydney and Newcastle late this afternoon. The company has been issued with 26 defect notices and 12 trucks have been taken off the road.
[Ed: A belated slap on the wrist for purported negligence causing two men to burn to death, just to pacify the media and political fallout. Government reactive and random monitoring of safety is negligent cost cutting and so life costing. At no time should unroadworthy trucks be in service. At no time should unprofessional heavy vehicle drivers be behind the wheel. It must cost more, and so be it. Next week as the media interest fades, it’ll be government trucking as usual and billion dollar truck magnate profit as usual].
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Mr Hartley:
“We’re investigating a number of factors that may have contributed to the crash but at this stage we’re looking at the possibility of mechanical failure on the truck itself. That’s probably the most important lead we have at this stage. The vehicle needs to be fully examined properly. At the end of the day we’ll find that something quite simple such as mechanical failure or a mistake by the driver has caused these fatal consequences.”
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Meanwhile, the toxic spill caused by a fuel tanker’s 18,000 litres of petrol from the exploded tanker has flooded and contaminated surrounding waterways and bushland.
A mix of fuel and fire retardant has leaked into the surrounding waterways for at least a 1.5 kilometre radius.
A toxic mix of 18,000 litres of petrol and fire retardant polluting surrounding waterways.Without trucks Australia may stop, but with the current trucking mentality people are dying, like the two men burnt to death in the above car.
(Source: ABC News)
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NSW Fire Brigade Superintendent Ian Krimmer:
“It is a big operation to clean up the leaking fuel which has seeped into drains and waterways at Mona Vale. We’re placing sand in a number of those drains to contain the fuel spillage,” he said. It’s still unknown how much fuel has leaked into those drains. It could take several days to mop up and clean up that particular situation.”
Riverside Refridgerated Transport semi-trailer loses control at speed at night in the wet on the Great Western Highway in an 80kph zoneThen crashes into a Springwood home narrowly missing the occupants. Last Monday 20130916 near midnight
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This loaded semi-trailer was being driven by 43 year old truck driver from Cowra, where Riverside Refridgerated Transport is based. It was near midnight and he was likely delivering refridgerated farm produce to Sydney markets.
Problem is that it was wet and along that section of the Great Western Highway through Springwood the speed limit is 80kph. So the truck driver must have been either speeding or fell asleep at the wheel, or both. The semi careered off the highway on the right bend and ploughed into a telegraph pole, cutting it in half under the force, then crashed into the side yard of 2 Boland Avenue, just metres from the house and its innocent occupants.
So much for carting Cowra’s best produce to marketPay peanuts, cut corners…
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The crash also ruptured a gas main, which caused a significant leak, causing all west bound lanes of the highway to be closed for one and a half hours. Police also had to evacuate residents from another two nearby homes.
What caused the crash? The media is quick to report the crash as a newsworthy story, but rarely investigates the cause nor takes much interest in the repeated recurrence on our highways.
The government authority responsible for trucking operations and for road design and safety across New South Wales is the Roads and Maritime Services (the old RTA-com-RMS, just rebranded). There is no crash barrier on this right bend of the Great Western Highway, yet this particular road section allows for all vehicles to travel at 80 kph. It is just past a down hill run, so how many vehicles travelling east typically nudge 90 kph, including trucks?
The RTA-come-RMS doesn’t care. Has it ever had speed monitoring at this location? Road policy at the RTA-come-RMS is that crash barriers and upgrades to highway safety are not implemented unless there is a history of “crash data”. Someone has to die before the RTA-come-RMS does anything.
Consider the nearby George Street intersection with the Great Western Highway just a kilometre east. When the highway was widened gto four lanes and tranformed into a 80 kph trucking expressway, George Street access was without traffic lights. Entry into the highway was Russian Roulette. Around this four laned expressway section of the Great Western Highway between 2000 and 2010, as it travels through Springwood, some 137 crashes have been documented according to Blue Mountains Council records. [Source: ‘Springwood to Valley Heights Link Road -Traffic Modelling Report, 20120408, by GST Consultants p.5, – see report attached at end of this article].
Wider and faster is not safer! More faster bigger trucks are not safer!
Midnight trucking is inherently deadly because late and night and the early hours of the morning only defies the human biological clock when humans naturally need sleep. Graveyard shift work on the road through the night is killing truck drivers and fellow motorists sharing the highway. Midnight trucking is a ticking time bomb.
Fatigue Management is a farce …just don’t forget to spell towns properly in your log book.
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Yet governments across Australia including the New South Wales government are encouraging this unnatural practice, by accommodating the trucking industry with bigger roads and transforming regional highways like the Great Western Highway into national trucking expressways.
And as they build bigger roads for bigger trucks, they destroy the environment and roadside communities.
Australian governments at national and state levels are changing laws to allow for larger and longer trucks B-doubles and B-triples to do the overnight linehaul task best suited to trains.
B-triples (basically ‘road-trains’) have already been introduced on regional highways in South Australian, Queensland and Victoria
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Yet despite national legislation to try to address the systemic fatigue problem amongst linehaul truck drivers, goivernment agencies like the RTA-come-RMS provbide not fatigue managemnent infratructure along the entire length of the Great Western Higwhay between Penrith and Orange.
It’s a disgraceful “she’ll be right” mindset – just use the servos or park your rig on the highway shoulder outside local residents homes, like opposite the Caltex servo in Mount Victiria and leave your refrigerator compressor on all night.
Midnight Refridgeration…passing through a town near you
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Five days previously in Adelaide, on Wednesday 20130911, at about 1:00 am a B-Double left Glen Osmond Drive in the suburb of Frewville and collected a parked van, stobie pole, water hydrant and gas meter, before coming to a rest in the front of the Singapore House restaurant at 203 Glen Osmond Road.
Not the first time for midnight trucking on four laned sections of the Great Western Highway..and this is before you get to the deadly six-laned M4.
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Still, the NSW Government remains manifestly committed to its 20th Century trucking mindset, ignoring big picture freight rail. It has this week just announced it will spend $11.5 billion on a 33 km trucking motorway across Sydney. That is nearly a third of the annual Gross Domestic Product of New South Wales.
Just as the F3 was widened from two lanes each way, the existing M4 is to be widened to four lanes each way.
The Great Western Highway across the Blue Mountains continues to be transformed from a regional highway through town and villages into an ugly concrete 4-laned trucking expressway.
Everything in the path of the road legions is being destroyed. Forests, hillsides, communities all are cast aside for more, bigger and faster trucks.
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The moral relativism of killing
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It is along these faster wider sections of the expressway, like the M4 that the road collisions and deaths are manifesting. Speed kills, but the RTA-come-RMS adopts the gun lobby attitude that it is not speed that kills but the people behind the wheels that kill.
The trucks keep speeding and the RTA-come-RMS keeps building larger and faster highways to encourage them.
[Source: locals protest against speeding trucks at Urunga on the New South Wales north coast, ‘
RMS hears rally message’ (but ignores it as usual), by Ute Schulenberg, 20120216, Coffs Harbour Advocate,
^http://www.coffscoastadvocate.com.au/news/rms-hears-rally-message/1274282/]
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Great Western Highway increasingly one of Australia’s riskiest roads
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<< Four people were killed in four separate local highway smashes over just 44 days earlier this year (2010) — three of those smashes involved trucks. Stark proof of why our Great Western Highway has been rated among Australia’s riskiest roads.
The Australian Roads Assessment Programme – AusRAP – gave the GWH only two stars out of five for safety in 2007, using data from 2000-2004. A poor result after so many millions had been poured into its improvement. AusRAP is an initiative of the Australian Automobile Association, the state motoring associations’ peak body. It says the degree of risk, or just how safe a road is, depends to an extent on whether safety has been built-in to it with elements such as wide lanes and shoulders and safety barriers, which are known to have an impact on the likelihood of a crash and its severity.
Perhaps the GWH will score better than two stars out of five next time – if AusRAP ever gets the money to re-rate it.
As any road safety expert will tell you, getting the toll down depends on three essential goals: safer roads, safer vehicles and safer drivers.
It’s for accident investigators and the Coroner to apportion blame in those four recent GWH smashes; however, we can use them as a warning about what needs to be done to reduce deaths and injuries on the GWH.
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Safer Roads?
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The GWH scores so poorly on AusRAP’s safety scale for three key deficiencies:
Not surprising then that three of those four recent smashes were head-on collisions where one vehicle crossed onto the wrong side of the road into the path of an oncoming vehicle. The fourth involved a truck doing the same thing, but fortunately no oncoming vehicle was in its path and the truck ended up embedded in a residental property.
Two of those smashes occurred on an improved section of the highway where there was no barrier between carriageways.
About 14,000 vehicles a day travel on the Blue Mountains section of the GWH. Heavy vehicles make up about 15 per cent of this traffic with more than half the road freight transport between the central west and Sydney using the highway.
The upgrade of the GWH in the Blue Mountains involves widening it to four lanes between Emu Plains and Katoomba and to mostly three lanes between Katoomba and Mount Victoria at a cost of many hundreds of millions.
There’s a limit to how fast it can be done, but it’s sad to reflect on how many innocent lives may be lost over the next decade simply due to the absence of a crash barrier between carriageways.
Narrow highway shoulders making breakdowns a death trap
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Safer Vehicles?
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Each year in Australia around 200 people are killed in ‘under-run’ crashes. Most of the victims are the occupants of the cars involved.
Front Under-run Protection Systems [FUPS] can reduce this carnage, as the NRMA emphasised in its recent report on The Safety Needs of Heavy Vehicles in Australia. [Ed: see details below at end]
These systems prevent a car from becoming trapped under the front of a truck in the event of a collision between the two, thereby ensuring the car’s safety features such as seatbelts, airbags and crumple zones remain fully effective. Some trucks already have FUPS.
FUPS must now be fitted to all new models of heavy vehicles (over 12 tonnes) from January 2011 and to all existing models from January 2012.
The NRMA report also called for side and rear under-run barriers on trucks. “Rigid trucks are particulartly dangerous in regard to rear under-run,” it said, “as there is generally a long overhang on the tray, which leads to a substantial under-run distance for impacting cars with consequent serious injuries for occupants, including decapitation.”
It also called for stability control on prime-movers and trailers, improved brakes, tamper-proof electronic on-board monitors, Advanced Emergency Braking Systems and a timeline for their implementation.
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The predicted result: more and bigger trucks on the road with an increasing trend towards articulated vehicles with multiple trailers.
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“The manual log-book system for monitoring driving hours and driver behaviour has long since lost any vestige of credibility,” the NRMA reported. “Widespread abuse of the system and difficulties in enforcing requirements, along with high levels of fatigue related crashes mean that urgent action must be taken.”
Australia’s freight task in 2020 is expected to be double that of 2006, according to research cited by the NRMA, and by 2050 to be triple its current size. “Given that the rail system cannot cater, or is unsuitable, for accommodating this increase,” the NRMA says, “it is the road system that will bear the brunt.” [Ed: The NRMA derives its revenue from road users, so it is inherently biased towards advocating for more roads and opposed to freight rail, and wil not even consider rail, because it has no potential revenue to gain].
The predicted result is more and bigger trucks on the road with an increasing trend towards articulated vehicles with multiple trailers. >>
<< Bobbin South Coast operations manager Brendon Bobbin is behind bars and the fleet of 30 trucks and 50 trailers under investigation after a Police raid swept the highways to target alleged drug use, fatigue and speed compliance yesterday (Thursday).
Mr Bobbin, 41, has been under investigation about the alleged use and supply of prohibited drugs during the operation of heavy vehicles as part of Operation Felled, formed to investigate the 40-year-old family company’s operations and compliance with road transport legislation.
The operation hit the ground in force today targeting speed tampering, fatigue offences and vehicle compliance, including workbook and system breaches, and involved Engine Control Modules (ECM) downloads and drug and alcohol testing.
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“All heavy vehicles should have tamper-proof on board monitoring to ensure drivers comply with the law and electronic stability control to help protect motorists from truck mass and momentum.”
~ NRMA, July 2007.
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Mr Bobbin was arrested at South Pambula at 7.55am with Police allegedly seizing an amount of prohibited drugs and drug paraphernalia in a vehicle and prohibited drugs inside the premise.
Brendon Bobbin is led away after being arrested at South Coast Bobbins depot on Thursday.
With him are Eden police officers Constable Andrew Kuzmins and Sergeant Scott Blanch (right).
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He was charged at Eden Police Station with supplying a commercial quantity of prohibited drugs, supply prohibited drugs (two counts) and possess prohibited drugs (two counts) and later appeared at Batemans Bay Local Court.
Mr Bobbin will next appear in court via video link on August 26. Bobbins South Coast Transport’s faces penalties in excess of $43,000 as Police investigate speed and fatigue management.
Police seized company computer records and documents from the South Pambula site and a company depot in Ingleburn this morning.
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Fleet drivers were also targeted across the state with Police intercepting trucks for vehicle and driver checks on major highways across Sydney. Five drivers will appear in court facing fatigue related offences and a further two were dealt infringement notices of $2092 for speed tampering and compliance issues.
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Sixteen defect notices were issued by RMS for a range of minor and major defects including brakes, tyres, oil and fuel issues, and suspension, body/chassis, and tow couplings.
A further 10 infringements have been issued for other defects, fatigue, and ECM offences.
Police Superintendent Stuart Smith, Traffic and Highway Patrol Command, said today’s operation is only the start for truckies and operators who are not compliant with legislation.
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Police Superintendent Stuart Smith:
“This operation is part of our ongoing commitment to stamping out rogue operators on our major highways and roads,” he said. “There is no place in the trucking industry for alleged speed and fatigue enhancing, by tampering with equipment or taking illegal drugs.
Fatigued drivers or those under the influence behind the wheel of a heavy vehicle put motorists at serious risk on our roads. Every year for the last three years, there have been in excess of 80 fatalities on our roads involving heavy vehicles. Our message is clear to operators and drivers, clean up your act before we do it for you.”
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RMS General Manager of Compliance Operation, Mr Paul Endycott, said today’s operation by the Joint Heavy Vehicle Taskforce highlights the important work this group carry out to keep roads safe for all motorists.
“The fatigue issues and speed limiter tampering identified is deeply concerning and shows there is still work to be done to ensure the majority of honest, hard working truck drivers and operators are not unfairly associated with such dangerous and illegal behaviour,” Mr Endycott said. >>
Police ‘Operation Felled’ – the official police version…
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<< NSW Police and Roads and Maritime Service (RMS) officers have executed search warrants and intercepted a company’s fleet of heavy vehicles as part of an investigation into alleged speed tampering and compliance.
Operation Felled was formed by Traffic and Highway Patrol and Far South Coast LAC, to investigate one company’s daily operations and compliance with road transport legislation.
The operation which is ongoing targeted speed tampering, fatigue offences and vehicle compliance, including workbook and system breaches, and involved engine control modules (ECM) downloads and drug and alcohol testing.
About 7.55am today, a 41-year-old Greigs Flat man was arrested at a South Pambula address. He has been charged with supplying a commercial quantity of prohibited drugs, supply prohibited drugs (x2) and possess prohibited drugs (x2). He was refused bail to appear in Batemans Bay Local Court today (Thursday 22 August 2013).
The man’s arrest relates to inquiries into the alleged use and supply of prohibited drugs during the operation of heavy vehicles.
About 8am today (Thursday 22 August 2013), police executed warrants at Pambula on the South Coast and Greigs Flat, as well as a company depot in Ingleburn. Officers also intercepted fleet trucks in transit on major highways across Sydney, checking compliance and drug and alcohol testing drivers.
At the Greigs Flat address, officers allegedly located an amount of prohibited drugs and drug paraphernalia in a vehicle and prohibited drugs inside the premise. These were seized by police.
During the warrants, investigators seized company computer records and documents allegedly relating to speed and fatigue management and responsibilities.
Two trucks were identified for speed tampering and compliance issues, resulting in two drivers receiving infringements for $2092. The RMS will now investigate these matters further in terms of the company’s compliance with speed requirements.
A company convicted of speed tampering faces penalties in excess of $16,000, while directors can also be held responsible. Company’s convicted of breaches of fatigue requirements can face penalties in excess of $27,000.
So far during the operation, 16 defects have been issued by RMS for a range of minor and major defects inclusive of brakes, tyres, oil and fuel issues, and suspension, body/chassis, and tow couplings.
Police and RMS have inspected 18 trucks in NSW, five were identified interstate, which resulted in five court attendance notices issued to drivers for fatigue-related offences. A further 10 infringements have been issued for other defects, fatigue, and ECM offences.
Superintendent Stuart Smith, Traffic and Highway Patrol Command, said today’s operation is only the start for truckies and operators who are not compliant with our legislation.
“This operation is part of our ongoing commitment to stamping out rogue operators on our major highways and roads.
“There is no place in the trucking industry for alleged speed and fatigue enhancing, by tampering with equipment or taking illegal drugs. Fatigued drivers or those under the influence behind the wheel of a heavy vehicle put motorists at serious risk on our roads.
“Every year for the last three years, there have been in excess of 80 fatalities on our roads involving heavy vehicles.
“Our message is clear to operators and drivers, clean up your act before we do it for you,” Superintendent Smith said.
RMS General Manager of Compliance Operation, Mr Paul Endycott, said today’s operation by the Joint Heavy Vehicle Taskforce highlights the important work this group carry out to keep our roads safe for all motorists.
“The fatigue issues and speed limiter tampering identified is deeply concerning and shows there is still work to be done to ensure the majority of honest, hard working truck drivers and operators are not unfairly associated with such dangerous and illegal behaviour,” Mr Endycott said.
Coles Freshness policy blamed for deliver truck speeding regime
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<< Transport Workers Union deputy secretary Michael Aird has called on Coles to take responsibility for rogue operators in its supply chain after police arrested one of its drivers on the NSW South Coast this week.
Thursday’s arrest (Bobbins Transport) was part of an operation targeting the alleged use and supply of prohibited drugs during the operation of heavy vehicles.
During the warrants, investigators also seized company computer records and documents allegedly relating to speed and fatigue management and responsibilities.
Mr Aird says the problem is a systemic one and people really need to understand that it is part of a bigger picture.
“When a giant retailer like Coles pushes down rates, drivers end up being forced into dangerous practices that will kill people on our roads,” Mr Aird said.
Fresh to you thanks to No Doze
“Desperate companies unfortunately resort to outrageous and illegal practices just to stay in business because of the enormous pressures imposed on them by Coles.
“People need to understand that one of the real costs of Coles driving prices down to increase profits is putting dangerously unsafe trucking companies onto our public roads.”
Mr Aird said truck drivers being forced to work under enormous pressure from unrealistic deadlines imposed by large retail giants contributed to the more than 300 deaths on Australian roads each year.
“This is why the TWU continues to campaign for Safe Rates for our members and for all Australians using our roads: which mean fair pay for truck drivers and safe roads for drivers.
“The Coles business model is driving companies into unsafe practices and costing innocent people their lives,” Mr Aird said.
The trucking company, Bobbins, is in the Coles supply chain and contracting for Coles. It has previously been involved in serious accidents and had been found to be tampering with speed limiters. >> .
2012: Cowboy Truckers discovered yet Duncan Gay makes no systemic overhaul
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<< Calls have grown for an overhaul of the trucking industry after the discovery of systemic safety breaches by (Lennons) transport company linked to a triple road fatality in Sydney.
The NSW government announced it would spring spot checks on heavy vehicles but says it will await the outcome of a police investigation into Lennons Transport Services before taking further action.
Police descended on the company early yesterday after one of their drivers was charged over the January 24 accident on the Hume Highway in Menangle.
They later said they had found safety breaches, including attempts to manipulate speed limiters, on eight Lennons trucks.
Operation Marshall was formed after Calvyn Logan, 59, and his elderly parents Donald and Patricia Logan, aged in their 80s, died on January 24 when a B-double truck careered onto the wrong side of the road.
On Tuesday police charged Vincent George, 33, with three counts of dangerous driving occasioning death.
He will appear in Campbelltown Local Court on May 16.
Yesterday, officers converged on the company’s headquarters at Enfield, in Sydney’s inner-west, and alerted authorities across NSW, Victoria, Queensland and South Australia.
They allegedly located 19 of 35 vehicles and found speed limiters on seven of the trucks had been altered so they could travel beyond the maximum 100km/h speed limit.
An eighth vehicle had its fuel system altered to deliver more fuel to the engine in order to achieve higher speeds, police said.
One driver was found with cannabis in his possession and another had exceeded fatigue restrictions by driving 17 hours in one day.
Police located another Lennons truck abandoned on a roadside in Victoria and the driver’s logbook in a nearby rubbish bin.
Traffic and Highway Patrol Commander John Hartley said police also located doctored logbooks and many devices used to manipulate speed limits at Lennons offices.
RMS regulatory services director, Peter Wells, said tampering with trucks to exceed maximum speeds was well known in the industry.
“There is a practice in the industry of modifying speed limiters,” Mr Wells told reporters in Sydney.
He would not comment on whether the RMS had been investigating Lennons before the crash but expected charges to be laid.
But the RMS did confirm that Lennons was slapped with a court supervisory intervention order in 2008 as a “systematic or persistent offender” of road laws.
NSW Opposition Leader John Robertson yesterday called on the state government to investigate the industry.
But when asked if a widespread review of the industry was needed, Premier Barry O’Farrell said “anything in that sense will be informed by what is discovered in this instance”.
NSW Roads Minister Duncan Gay said trucks would be subject to random checks to stop “cowboy” operators from illegally tampering with them.
“I certainly would describe it as a blitz, and it’s not the end,” Mr Gay said yesterday.
TWU National Secretary Tony Sheldon blamed retailers like Coles and Woolworths for putting “crazy” deadlines on drivers.
“The people that have been driving (with) these unsafe practices, and trucks being interfered with, has been as a result of the economic pressure from Coles and the other major retailers.”
Lennons has been a member of TruckSafe since 1999, a voluntary regulatory scheme administered by the Australian Trucking Association (ATA), which gives transport companies federal fuel tax credits. Auditors contact members in advance of an inspection but only inspect maintenance records. They were last inspected in June 2010 and no breaches were found.
<< Modular B-triple truck configurations will now be allowed on the Newell Highway from Narrabri to Goondiwindi in NSW.
As part of national heavy vehicle reforms, modular B-triples are allowed to operate on the road train network west of the Newell under the same conditions as Type 1 road trains.
Transport operators travelling from far western NSW, e.g. on the Kamilaroi Highway, will now be able to access the Newell at Narrabri to use the 225 kilometre stretch of highway to Goondiwindi, and then beyond.
Even though they have an extra (third) trailer, modular B-triples are typically shorter than Type 1 road trains currently operating on this section of the Newell.
Modern modular B-triples are said to be safer than some of the older and heavier vehicle combinations using these routes, especially in terms of their manoeuvrability and handling performance. Being articulated they follow the road better.
Industry research has shown that a semi-trailer operating at a higher mass limit (HML) takes approximately 37 trips to transport 1,000 tonnes of freight, whereas for the same tonnage a modular B-triple operating at HML only requires about 17 trips.
The stretch of the Newell Highway between Narrabri and Goondiwindi has been determined as having suitable infrastructure to accommodate these types of trucks.
Type 1 Road Train Max length = 36.5 metres
Modular B-triple Max length = 35.0 metres
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The roads west of the Newell, on which Type 1 road trains and modular B-triples currently operate, have significantly lower traffic volumes than the Newell itself.
For this reason, and to ensure consistency with the existing approach taken for routes on and east of the highway, modular B-triples using the Newell itself will be required to meet additional requirements including:
Accreditation under the maintenance module of National Heavy Vehicle Accreditation Scheme (NHVAS);
Road-friendly suspension; and
Enrolment in the Intelligent Access Program (IAP)
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Consistent with requirements already in place for road trains and modular B-triples in this part of NSW, vehicles will need to comply with a maximum speed limit of 90 km/h.
In April this year, the NSW Government and Transport Certification Australia (TCA) announced a new entry options initiative and flexible pricing framework to help reduce the costs of transport operators implementing and using IAP.
The entry options arrangement recognises transport operators have existing in-vehicle GPS units and makes it easier for transport operators to have their existing in-vehicle units assessed and type-approved to comply with national IAP standards.
Modular B-triples are expected to start using the Newell Highway between Narrabri and Goondiwindi from late August, subject to permit approval.
Operators interested in applying for permits should contact iap@rms.nsw.gov.au.
Another heavy linehaul truck crashes on another wide, fast, multi-laned highway
Truck drivers paid on a trip rate, not the safer hourly rate.
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Hume Highway at Marulan July 2013:
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<< A man has died in a crash involving a truck and several cars on the Hume Highway, about 15km south of Marulan.
A NSW Police spokeswoman:
“The male driver of the semi-trailer was ejected from his vehicle and died at the scene. Emergency services responded to reports of a collision between a semi-trailer, a smaller truck and two cars in the southbound lanes of the Hume Highway” at 6.25pm (last night). The drivers of the other vehicles and their passengers were assessed by paramedics on site before being taken to Goulburn Base Hospital for further treatment.”
One southbound lane of the highway remained closed on Tuesday morning as traffic was directed around the crash site. >>
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Hume Highway at Kyeamba Gap (same night):
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<< Meanwhile, northbound lanes remain closed on the Hume Highway at Kyeamba Gap between Tumbarumba Road and Little Billabong Road following a truck accident there early this morning. >>
<< About 12.45am (Tuesday March 27, 2012) a B-double semi-trailer was travelling north laden with furniture , about 5km south of Marulan overnight.
The semi rolled onto its side spilling its load onto the highway, blocking all northbound lanes. A semi-trailer travelling behind the B-double truck crashed into the rear of the B-Double.
The driver of the B-double was taken to Goulburn Base Hospital suffering a possible fractured rib, while the driver of the second truck was not hurt. A salvage operation is underway following a double truck crash on the Hume Highway.
Australian Native Landscapes linehaul semi jack-knifes One of many speeding over the B,ue Mountains
Truck drivers paid on a trip rate, not the safer hourly rate.
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<< Jack knifed … a truck accident shut the Great Western Highway at Mount Victoria this morning. The highway was shut for over an hour after a truck jack knifed blocking both lanes of the highway. A heavy tow truck was brought in to remove the truck. The road reopened around midday.
Australia Post (government-owned) StarTrack Express B-Double truck crashes off the Hume HighwayThe overnight linehaul truck driver fell asleep on cruise control
Truck drivers paid on a trip rate, not the safer hourly rate.
[Photo: CHRIS GORDON]
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<<The 47-year-old driver of this rig died when it ran off the Hume Highway near Marulan in the early hours of July 29. A report is being prepared for the coroner.
ROAD CLOSURE: The scene of Wednesday morning’s accident 500 metres south of Goulburn’s northern exit at 6am when for unknown reasons a B-double left the road. The driver suffered minor injuries.
With another two serious truck accidents on the Hume Highway near Goulburn in the past two weeks – one of them fatal – the Goulburn Post examines whether cruise control is a possible factor. LEIGH BOTTRELL reports.
IS cruise control on long-distance trucks – often allied with automatic transmission – contributing to serious accidents on our main highways?
This question increasingly is being raised as big semis and B-doubles proliferate and speed limits are increased on some major NSW country roads. Or, is boredom leading to drowsiness, brought on by modern “easy driving” truck technology and improved highways, the real culprit?
The jury is still out on this, while there is not yet definitive accident survey evidence pointing to cruise control’s role in accidents. But anecdotal evidence and practical knowledge of people long-associated with big rigs and their drivers suggests cruise-auto can be a mixed blessing.
Bert Cool has seen the aftermath of more truck accidents than probably anyone else in his 30 years with Royans, the Wagga Wagga-headquartered heavy vehicle recovery and repair group.
Now operating Australia-wide, Royans over the years have been called on to haul thousands of trucks back onto the road from every imaginable predicament. Too often, the smashed or burnt cabs tell the story of lives lost and families shattered.
And Bert Cool has no doubt that drivers falling asleep while their long-haul rigs are running on cruise control is a contributing factor to a growing number of highway accidents.
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Bert Cool:
“Definitely. It happens more often now. A driver can nod off and the truck just keeps going, because he doesn’t have his foot on the accelerator. Before he wakes up, they’re in the scrub, or they hit something.
Before cruise control, if a driver dropped off at the wheel his foot nearly always fell away from the accelerator and the truck slowed down. He usually was woken up before they got into real trouble.”
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However, Sergeant Rod Cranston, of Goulburn police highway patrol, doubts that cruise control by itself is a contributing factor to truck accidents.
[Ed (ex-trucker): Overnight driving is inherently dangerous, and with trucks the risk is exacerbated. Linehaul (long-distance) freight should travel by rail for reasons of safety away from ordinary road users and economy of scale. Local distribution freight should travel BY DAY on the roads until governments can adequately safeguard local communities from the unacceptable risks and consequences of heavy-vehicle driver fatigue.
Linehaul rail freight is inherently safer that linehaul road freight when professional management is on par. Linehaul rail freight is cheaper per unit of freight over a large volume. This will be moreso as the price of imported diesel structurally increases.
For hundreds of linehaul trucks driven by hundreds of drivers to do the job of one linehaul train say Sydney to Darwin is uneconomic. The door delivery component either end requires logistical design and efficiency (pulling bureaucratic fingers out).
Immorally, trucking companies exploit truck drivers by denying them employee status and benefits, selfishly to shift decent driver wages and benefits to employer profit.
Yet both Federal and State governments across Australia are stuck in a 20th Century truck-centric mindset when it comes to freight logistics strategic planning, disregarding the environment ruined in the process of building bigger, more and wider highways, disregarding the permanent negative impacts upon local communities, and driving truck drivers to early graves. It is all very selfish and ^Robber Baron in thinking. The main beneficiaries are the trucking barons.]
Linehaul has a smarter way: Intermodal Rail/Road Logistics
. Bucharest International Rail Freight Terminal (BIRFT)
A semi-trailer from the first scheduled train with intermodal wagons to arrive from Germany and Austria at BIRFT is transferred to a road vehicle by ‘Big George’ on 29 October. The terminal is operated by Tibbett Logistics, part of the UK-based Keswick Enterprises Group
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<< Romanian-based ^Tibbett Logistics, the operator of South-Eastern Romania’s prime intermodal rail terminal, has this week received the first scheduled train with intermodal wagons from Germany and Austria. The new service will initially comprise two trains a week in each direction.
The first train arrived early on the morning of 29th October 2012 with 38 units – eight semi-trailers and 30 45’ pallet-wide continental containers, destined for import customers in the south east of Romania, primarily Bucharest and Ploiesti.
Tibbett Logistics has recently renamed the terminal as the Bucharest International Rail Freight Terminal, or BIRFT, because it has become clear to the company – which is part of the UK-based Keswick Enterprises Group – that a large proportion of the marketplace in Eastern Europe remains unaware that the services offered at the terminal go well beyond simple domestic road-rail transportation.
The open-access terminal is used to transfer shipping containers arriving on rail wagons to road trailers, and vice versa. BIRFT is the only such facility in Romania operating regular scheduled block trains between Constanta Port and Bucharest, on both import and export movements. Customers include the major shipping lines and freight forwarders, as well as direct users.
In addition, it is the only intermodal rail terminal offering CFS (Container Freight Station) and warehousing services within the terminal itself, linked directly to the rail tracks. The terminal accommodates domestic and international conventional rail wagon traffic, and Tibbett Logistics combines these activities with conventional road transport whenever the latter is more efficient than collecting or delivering containers using its own rail wagons.
Completing the services offered at the terminal are stripping/stuffing containers, customs clearance and transit operations, along with container management, repair and storage.
Tibbett Logistics CEO, David Goldsborough, commented: “We believe that – via the Port of Constanta – Romania is the natural entry point to Europe from the East and elsewhere. Our aim is to facilitate the efficient transportation of goods from the Port to end-destinations throughout Europe, as well as from EU states back to Romania.
“Since the inception of our regular block trains between Constanta and Bucharest we have had many discussions with users and potential users regarding other rail-related services – including the handling of conventional wagons, where we already have an excellent infrastructure in place. We have developed additional services so that we can customise the mix of rail-based and road-based transportation in either containers or conventional trucks – depending on the exact needs of the customer. Given the increasing cost of diesel, this is being very well received by both existing clients and those coming to the service for the first time.”
Tibbett Logistics is Romania’s largest privately owned contract logistics specialist. In addition to intermodal activities, it offers comprehensive supply chain management services to the automotive, textiles, retail and other FMCG sectors throughout Romania and across South East Europe. It operates approximately 70,000 square metres of warehousing, plus a distribution fleet comprising tilt trailers, double- and triple-chamber reefers and container chassis – along with its own intermodal rail wagons. >>
Toxic liquid chemicals being trucked through the Blue Mountains World Heritage Area
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The New South Wales Government decision in the late 1990s to permit 19-metre B-doubles to operate along the Great Western Highway was recognised by many informed Blue Mountains residents as the thin end of the wedge to encourage bigger and faster trucks and to extend Sydney sprawl.
Its planning minister in 2008, Frank Sartor, famously heralded:
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“Few understand how much transport influences land use patterns. Transport leads land use. Once an expressway or railway is built, it is easy to change the zoning and development laws to increase the population along the corridor.”
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~ Frank Sartor, NSW Planning Minister, Sydney Morning Herald, 20080929, p11.
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The Greater Blue Mountains is a vast forested wilderness covering over one million hectares, characterised by ancient sandstone tablelands and escarpments, ancient temperate eucalypt forest types, rainforests, heathlands and swamps containing rare and endemic flora and ecological communities. It was formally inscribed on the World Heritage List on 29 November 2000 and constitutes one of the largest and most intact tracts of protected bushland in Australia.
Along the headwaters of the Jamison Valley above Wentworth Falls, the Jamison Creek flows as a stormwater drain underneath the Great Western Highway.
On or about 7th July 2012, a large quantity of toxic pyrethrin, used as a fumigation pesticide, was dumped into the creek resulting in extermination of all aquatic wildlife downstream and into the World Heritage below. [Source: ‘Health risk posed by Wentworth Falls creek, 20120711, Blue Mountains Gazette newspaper, ^http://www.bluemountainsgazette.com.au/story/273589/health-risk-posed-by-wentworth-falls-creek/]
A year on and still no prosecution has been made against the culprit known by both the local council and the EPA. The contamination could easily have come from the overturning of one of the many trucks that ply the highway now carting toxic chemicals, nudging 90kph.
The Great Western Highway winds its way over the central plateau ridgeline of the Blue Mountains east to west from Sydney. In every respect, the Greater Blue Mountains World Heritage Area is juxtaposed downstream of this highway.
Increasingly, the Great Western Highway is becoming dominated by larger trucks and an increasing frequency of B-Double Trucks carting sand and soil, containers, palletised freight, heavy machinery and bulk liquids. Transport companies are not delivering to the Blue Mountains; they are transiting through the Blue Mountains for destinations far beyond including Perth and Darwin.
However, local Blue Mountains supporters of this website have informed us that recently the trend is worse, with chemical tank containers now being sighted. The company transporting these bulk chemicals is Chemtrans, a subsidiary of corporate trucker, Scott Corporation, based in Sydney’s west industrial suburb of Padstow.
The tanks display hazardous warnings on the sides.
What chemicals are being trucked over the Blue Mountains anyway?
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Sulphuric Acid?
Phosphoric Acid?
Anhydrous Ammonia?
Vinyl Chloride Monimor?
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Kills Nature
How can this be? What if there is a crash and a spill?
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With substandard toxic containment infrastructure, World Heritage dies.
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The Great Western Highway is not designed to contain large flash runoff from storms, let alone contain chemical spills toxic to ecology from entering the downstream headwaters and water courses that flow from the ridgeline down into the surrounding Greater Blue Mountains World Heritage Area.
So when did the NSW Government give permission for bulk toxic chemicals to be transported through the Blue Mountains? What community consultation did the government not engage in? What legislative safety and governance restrictions were not enacted?
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She’ll Be Right, eh Barry O’Farrell?
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..Just like when in May this year, a FULLY-LADEN DOUBLE FUEL TANKERoverturned in a short, straight, three-laned section of the highway between Katoomba and Medlow Bath in the early hours of Sunday, May 12. The giant rig owned by Orange-based Ron Finemores Transport was being driven west when it veered onto the road shoulder and overturned down an embankment, coming to rest with the twin tankers upside down.
She’ll Be Right, eh Barry O’Farrell?
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The scene at Sunday morning’s truck crash near Medlow Bath. Driver fatigue is suspected as a possible cause of the smash.
[Source: Photo: Len Ashworth, Lithgow Mercury, in article ‘Lucky escape for truck driver, 20130515, by Len Ashworth, Blue Mountains Gazette newspaper, ^http://www.bluemountainsgazette.com.au/story/1500162/lucky-escape-for-truck-driver/]
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The tanker overturned in bushland just upstream from the Cascade Water Catchment that stores drinking water for the region and in which fines for tresspass are $44,000.
But Ron Finemores Transport was not fined the $44,000. Why not?
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Sydney Water ‘Special Areas’ prohibit public entry in order to protect water quality.
This benefits the community by:
Protecting water quality
Protecting large areas of bushland and plant and animal habitats
Protecting threatened plants and animal species
Preserving evidence of Aboriginal occupation dating back many thousands of years, and
Preserving evidence of non-Aboriginal exploration, early settlement and phases of development such as forestry, mining and dam building.
What Next? Trucking nuclear waste through the Blue Mountains?
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Don’t put it past them. There are plans afoot to truck radioactive waste and parts of Australia’s old 1960s nuclear reactor out of Sydney under plans to clean up the Lucas Heights nuclear facility and develop a national hazardous-waste dump in the outback.
The trucks will necessarily pass by residential homes carrying a radioactive high-flux reactor’ and spent fuel rods.
The Sources of Radioactive Waste
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The Australian Nuclear Science and Technology Organisation, which manages the Lucas Heights Nuclear Reactor, has been given $28.7 million to prepare for the move. The four-year funding package will pay for ‘pre-disposal conditioning of existing radioactive waste in preparation for long-term underground storage, including radioactive contaminated buildings and infrastructure at Lucas Heights.
Also planned to be trucked is nuclear contaminated soil waste from the former uranium smelter site at Hunters Hill.
Also planned to be trucked is spent fuel rods after they were reprocessed at a nuclear facility in France.
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The target waste disposal site is on remote Aboriginal land near Muckaty, 800 km south of Darwin (specifically 100 km north of Tennant Creek) in the Northern Territory. The most direct trucking route, some 2,387 km from Lucas Heights, is via the Great Western Highway through the Blue Mountains World Heritage Area.
The only other feasible trucking route is via the Pacific Highway to Newcastle and then north-west along the Golden Highway, which is unlikely because it would pass through more densely populated communities.
The Australian Government approved its Radioactive Waste Dump at Muckaty in the Northern Territory under the National Radioactive Waste Management Bill 2010, passed through the Senate on 13 March, 2012.
This was in blatant contradiction to years of resistance and opposition from from the remote and marginalised Muckaty indigenous community and supportive environmental groups. Traditonal Owners maintain that both the Northern Land Council and the Commonwealth failed to accurately identify, consult with and receive their consent and are seeking to reverse the decision.
What’s new?
Responsible radioactive waste management needs an approach based on:
Non-imposition
Community consent
Scientific and procedural rigour.
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None of the approaches was observed during the opaque transition of this proposal into law.
The Australian Government’s preferred site for Nuclear Waste is Muckaty Station, near Tennant Creek,trucked from Lucas Heights, Botany and Hunters Hill through the Blue Mountains.
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In 1997, a train carrying 180 tonnes of high-level nuclear waste derailed in France. In 2004, a truck spilled strontium-90 onto Highway 95 in Roane County, Tennessee.
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She’ll be Right!
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America 2011:
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<< With the passage of Senate Bill 1504 in the Texas Senate (Texas Low-Level Radioactive Waste Disposal Compact) , radioactive waste could soon be barreling down Texas highways and through our neighborhoods by way of Interstate 10 through Houston, San Antonio and El Paso; Interstate-20 and Interstate-30 though Dallas and Forth Worth, Midland and Odessa ; and Interstate-27 though Lubbock and Amarillo.
The greatest risk we face is having an accident with vehicles containing waste. Cleanup estimates range from $100 to a billion dollars or more according to the U.S. Department of Energy, but the state of Texas has set aside only $500,000. Taxpayers would pay the rest.
And what if an accident happens next to a school, playground or hospital? Don’t we want to make sure that our local emergency responders have the training and equipment needed to handle an accident where a truck is leaking radioactive waste?
Thanks to Senator Seliger’s leadership, there have been some important protections added in, but a number of loopholes remain that dramatically increases the risk and liability assumed by Texas taxpayers. There is still a chance to close these loopholes. This bill goes to the Texas House floor next week and Texans should ask their legislators to make sure that there is an immediate thorough analysis of transportation risks, costs of cleaning up contamination from accidents or leaks, and waste capacity at the site.
As the Japanese nuclear disaster has taught us, cleaning up after radioactive waste can be a costly and dangerous process. We urge the house to make sure we have protective measures in place before an accident. >>
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[Ed: The Texas Senate Bill 1504 was made effective 9th January 2011]
The New South Wales Government’s dictatorial roads department, the RTA-come-RMS, has again kowtowed to the trucking lobby by deciding in its infantile wisdom to remove centre double lines from the Hawkesbury Road through the Blue Mountains west of Sydney, so that big sand trucks with trailers (basically ‘B-Doubles‘) can hog both sides of the highway.
Looka Me Looka Me Looka Me!
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The idiots in the fancy new RTA-come-RMA headquarters in Parramatta want no restrictions on truck-length, no speed restrictions for these trucks along Hawkesbury Road – the bigger trucks the better, God Damn!
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Strategy to avoid a B-Double
An Outback vernacular joke, not so funny…
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Outback Crash Often the End of Everyone’s Story!
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It’s a Northern Territory Outback Approach – unlimited speed and road trains – despite Hawkesbury Road winding tightly down the mountain at Hawkesbury Heights and passing through residential areas between Springwood and Richmond.
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Winmalee ain’t trucking Tennant Creek!
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According to Hawkesbury Road residents typically 90 tipper trucks with dog trailers (basically B-Doubles) hoon along the road daily.
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In late 2012, the RTA-come-RMS removed the centre line marking on four hairpin bends at Hawkesbury Heights so that bigger trucks can cross the center of the road without crossing over centre double lines because the double lines have been painted over.
No centre lines, no road centre, see, just like Mount Panorama! No speed cameras, no police patrols, speeding cowboy truckers out of control. Car, motorbike and pedestrian traffic are just collateral damage.
Bugger!
Truck rollover along Mill Road at Kurrajong in the Blue MountainsCowboy Trucker going too fast – nuh.
[Source: Photo by Top Notch Video, in article ‘Lucky Easter accident escape’, 20120412, by Cerise Burgess, journalist, Hawkesbury Gazette, ^http://www.hawkesburygazette.com.au/story/273890/lucky-easter-accident-escape/]
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The local Blue Mountains Council has rightly branded the RTA-come-RMS decision to remove these double centre lines as “absolutely insane”‘, “ridiculous” and “plain criminal” at its councillor meeting on 23rd April 23 2013. Councillor Brendan Christie stated, “I just think it is completely ridiculous that six bureaucrats from the RMS sat down for a nice lunch and this is all they could come up with.”
Blue Mountains Council’s delegated Local Traffic Committee: Minutes of Meeting 20130326
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Two years ago in 2011, the Blue Mountains Council reported on a Road Safety Action Plan. The report identified that:
<<the Blue Mountains has almost triple the amount of speed related crashes than the Sydney Region. Our rate of 33.73% is almost double that of the rate of NSW. This makes reducing speeding on our roads a clear road safety priority for the Blue Mountains community.>>
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The report also identified trucks as a key issue:
<<The Blue Mountains has a significantly higher proportion of trucks involved in crashes than the Sydney Region, Western Sydney or NSW.
Over a five year period, light trucks constituted 9.53% of crashes in the Blue Mountains. This can be compared with 7.85% in Sydney, 8.31% in Western Sydney and 8.67% in New South Wales as a whole. The Blue Mountains also experienced significant increases in crashes involving trucks over the last five years.>>
Yet at the same time, the Blue Mountains Council is similarly embracing more trucks transiting through Blue Mountains by planning a new truck route through native bushland habitat and over the headwaters of Fitzgerald Creek and carved through critically endangered Sydney Turpentine Ironbark Forest in protected Deanii Reserve.
The Council has already spent $77,000 on a study to consider possible route options for a truck link road between Hawkesbury Road and the Great Western Highway at Valley Heights. The preferred route necessitates massively increasing the road weight limit, creating a two-lane, three-span bridge 35 metres above Fitzgerald Creek with a total the project construction cost of $26 million, all to encourage more trucks through the Blue Mountains.
Borrowing the same mealy-mouthed spin as the RTA-come-RMS, the Council’s consultants try to justify the new road would “improve traffic flow and reduce delays.” No doubt its environmental impact statement would be conjured up by darkside ecologists to pretend the road works and bridge works would cause minimal impact to endangered ecology.
The initial council study will go on public exhibition soon with a report back to council in August 2013. We shall be ready to rip the EIS apart, or will it be watered down to another Review of Environmental Effects as per usual?
Truck rollover in the Blue Mountains April, 2005RTA-come-RMS is giving tacit approval for truckers to use excessive speed and ignore common safety measures.
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The RTA-come-RMS is the handmaiden to the truck industry and has allowed Hawkesbury Highway to become a trucking cowboy corridor.
The Bells Line of Road is just a bad:
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Somewhere in the Blue Mountains there is a truck collision or rollover a week. The trucking menace is out of control and these are the bureaucrats responsible – New South Wales Premier Barry O’Farrell and his Roads Minister Duncan Gay.
Premier Barry O’Farrell (left) and Roads Minister Duncan GayHandmaidens of Trucking
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Local residents and ordinary users of the Hawkesbury Road are intimidated by these trucking cowboys speeding, hogging the road and tailgating like their on a speedway circuit.
Blackheath, Blue Mountains, already a statistical victim
Betty Dowdell of Blackheath, 16 Dec 2008, rest in peace
Your memory is not lost.
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Drivers on the bends of Hawkesbury Road have raised concerns about the serious risks of heavy vehicles crossing to the wrong side of the road as they negotiate the narrow corners. The Roads and Maritime Service removed the centre lines on the bends late last year which residents say has only increased the problem.
Trucker Wet Dreaming
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With four schools on the 10km road, driver safety is paramount both on the Winmalee stretch and also for those people driving down from the Mountains via the bends. According to local politicians, the solution would be for a proper review of the road by the RTA-come-RMS, with a view to enforcing the road rules, including a return to the centre lane markings on the bends and looking at other engineering options.
But many local residents have had enough and are demanding a complete ban trucks from driving on Hawkesbury Road which would mean it would no longer be gazetted as a State Route.
Kredies Trucking speeding down Victoria Pass, 5th December 2011
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<<A truck driver has been airlifted to hospital with suspected spinal injuries, and a major cleanup operation has been undertaken following a truck overturning on Mount Victoria Pass this afternoon (5 December 2011).
Emergency Services were called to the bottom of Mount Victoria Pass (Great Western Highway) just after 2:30pm today following reports an eastbound semi-trailer carrying scrap metal had rolled onto the concrete divider, leaving the driver trapped in the cabin.
Several Fire and Rescue NSW crews, Police Rescue, an Ambulance and a rescue helicopter responded to the scene. Rescue crews freed the driver about 4:45pm before he was airlifted to hospital suffering suspected spinal injuries.
The Great Western Highway has been closed for several hours while a clean up and salvage operation is underway with debris scattered across the roadway. The RTA has advised traffic is being diverted into the Darling Causeway with eastbound motorists being advised to use Chifley Road (Mort St) and the Darling Causeway as an alternative route.>>
Speeding Truck Overturns down Mt Victoria Pass, 3rd August 2011Two truckers dead
The pass has been there and steep for a long time – nothing new.
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<<Two men have been crushed to death inside the cabin of a truck in the Blue Mountains today. Police said the truck rolled and crashed into a barrier on the Great Western Highway, near the top of Victoria Pass, just after 10am. The two men were found dead inside the cabin. Their ages are unknown. One eastbound lane of the highway is expected to be closed for some time while police investigate.>>
Again, we didn’t have to wait long to learn about yet another dangerous trucking cowboy in New South Wales.
In Sydney’s outer north this morning, a truck side-swiped a school bus and didn’t stop.
The small school bus was travelling along Bay Road at 9 am at Berrilee, when the bus driver was forced to swerve to avoid a head-on collision with the truck over the centre lines.
In avoiding the collision, the bus driver scraped along a rockface alongside the left hand side of the narrow section of Bay Road. Four bus windows were smashed, and seven children on the bus suffered minor cuts from the smashed glass. Two of them were taken to hospital. The truck driver drove on (another hit and run) following the incident and yet police decided not to contemplate pursuing criminal charges.
Unbelievably the police are sight unseen self-excusing the trucker for ‘perhaps’ not realising the damage, because of some fabricated personal presumption that the truck was too big for the driver to notice. “We don’t think he even realised something had gone wrong” the police spokesman said.
Was this comment correctly reported by the media? If so, how does the police spokesman know? Does it take a child to die for these police to treat seriously the near fatality of children on a supposedly safe school bus?
If so, these police should state this presumption to the faces of the children’s parents and see what response they get for excusing dangerous trucking behaviour endangering the lives of their children.
If so, then these police are ignorant of what could have happened, of the likely trauma experienced by both bus driver and the children who will never forget this incident that could have ended their lives. These police seem to nonchalantly care nothing for road safety or for proactive policing.
‘She’ll be right reckless trucking‘ is unacceptable and here we record yet another trucking cowboy excused by police, until next time when an innocent road user is killed.
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L to R: Bathurst MP Paul Toole, NSW Freight Minister Melinda Pavey and Grainforce managing director Derek Larnach at Blayney Railway Station
