In reality, the NHVR has a long way to go before it can consider itself a national regulator
I was most impressed recently in being told to engage my mind before opening my mouth. That is admirable advice that should apply to everyone. However, I feel I have a pretty good record of engaging the grey matter to achieve my life goals. They are peer respect, applying myself to responsible outcomes, enjoying my chosen occupation, working to live as opposed to living to work and being honest enough to not let office or rank to shift me from my considered beliefs.
Since becoming an owner-driver some 46 years ago, I have always endeavoured to both live up to my ideals and, so to speak, to put my money where my mouth is.
In relation to working to live, we have accomplished several international expeditions – one to the high Arctic, one to Antarctica, another included 3000km up the Amazon and on to Machu Picchu. Then there was a three week odyssey to the battle fields of Europe where my dad had served. Two around the world trips, one by air and one by boat, each one touching basically different destinations. I have also had the pleasure of observing the tragic and dramatic result of our blokes’ efforts at Hell Fire Pass and the bridge over the Khwae Yai River (aka the River Kwai).
A little of my 46 years’ industry history: In 2008 I made available to Rod Hannifey a prime mover that was but four years old in an effort to educate both politicians and bureaucracy and any interested party in the aspects of truck driving that are not obvious to those who have never been a truckie. To my knowledge, it’s still a world first and definitely an Australian first and only.
For two consecutive years we sponsored the complete year 12 student population that included our two kids through Mount Cotton Driver Training Complex. The ambition was firstly to give the kids some driver instruction that would hopefully give them some elementary knowledge on how to be safe and responsible drivers. Secondly, it was hopefully to impress the industry leadership that support of across the board driver education was a great initiative in saving lives and equally as valuable in promoting the industry image.
The last two hopes fell on deaf ears because I believe industry leadership is both too arrogant to accept suggestions from the rank and file and too ignorant to understand the benefit of education in reducing the carnage of our driving performance. I’ll bet each and every industry leader has some sort of diploma or degree.
I was the first elected owner-driver to the Road Transport Forum. I have been actively involved with the Independent Trucking Association, then the National Transport Federation (NTF) and, owing to its amalgamation with the Long Distance Road Transport Association (LDRTA), NatRoad. More recently I have been involved with the National Road Freighters Association (NRFA).
We were part of team 200 for TruckSafe but for a number of reasons succumbed to the attraction of the National Heavy Vehicle Accreditation Scheme (NHVAS). During this time we were also an integral fifth member working with the Road Transport Forum and Queensland Transport in their fatigue study.
At this point I have not seen outcomes from any of the above mentioned bodies that I am happy with.
Industry relevance
It has been reported to me that the NRFA recently conducted its 12th annual conference. I’m told the targeted numbers (drivers, owner-drivers and small fleet operators) of those attending was disappointing. Some blamed choice of venue; others blamed poor previous advertising of the event. Me, I’m going to point the finger at a failure to address publically the issues relevant to those who are being sought after to become members.
For the last five years, I have neither seen nor heard of any report by those attending industry meetings supposedly on behalf of association membership. In addition, the same person has been attending in spite of a motion some years ago that that no single member would consistently attend. Two reasons for that motion being adopted was to ensure a better spread of knowledge of the subject being discussed and, secondly, to ensure no ulterior position be adopted by the attendee. My assertion is that NRFA officers have become subservient to bureaucracy. I readily concede that dealing with bureaucracy is walking a thin line.
I consider most of the invalid regulations now imposed on truck drivers have eventuated from surmising and presumption on the part of bureaucracy and accepted through both subservience and a lack of informed comment at meetings discussing such regulations. Or, especially in the case of the NSW Roads and Maritime Services, regulatory outcomes have been delivered with no reference to industry bodies at all. Tow truck driver deeming and the number plate fiasco are but two issues.
I’ll draw a loose comparison with the Holden car situation. If one doesn’t give one’s customers the service expected, then one can reasonably expect to lose the customer.
Industry associations are developed to enhance the economic and just situations of those who become members. Indeed, all industry associations have failed the industry and consequently the nation on that score.
Regulation disunity
My understanding is that the National Heavy Vehicle Regulator (NHVR) was set up to unify regulations across the nation. Industry associations have consistently rubber stamped NHVR submissions on performance-based standards which I believe for one is simply further dividing industry. There has been no visible attempt to end the anti-free trade between states practice adopted by Western Australia.
The NHVR still accuses operators who have most likely made errors of recording (only an idiot would willingly record an action that will attract a hefty fine) as being people who have operated in a fatigued manner. In the past, the NHVR’s provision of oversize and/or overmass (OSOM) permits has been so tardy that there was an enquiry into that performance. They have further cemented variance in regulation by allowing different oversize dimensions depending on which industry they are trying curry favour with.
The NHVR has dismally failed to provide simple and complete information to operators on what is current law. The guide lines for OSOM are a case in point. Where the hell does one find information on curfews, for instance?
The NRFA, as a grass roots organisation, has a wealth of value. It also has to carry a higher than average cost on its members to have input on industry policy suggestions and to be in a position to make policy suggestions on behalf of industry.
It is crucial that as many politicians as possible attend these NRFA get-togethers as politicians are the ones who make the laws; they also need to oversee what bureaucracy is chucking up in the name of executive regulation.
I also believe that any growth of the organisation’s influence is dependent on having rank and file members be present at industry functions. A member’s financial wellbeing should not preclude that person from being a participating member of the association. That is ultimately for the betterment of the industry to which the association is but a tool.
In short, it’s all about numbers – and numbers will only be attracted by outcomes.