issues paper (2017 drafting of the national b-double notice) · issues by proposing solutions to...

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Issues Paper 2017 Drafting of the National B-double Notice

Issues Paper (B-double)

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Table of Contents

1. INTRODUCTION 3

2. NHVR POSITIONS 3

3. GENERAL ACCESS 4

4. GENERAL ACCESS MASS LIMITS 5

5. GENERAL ACCESS AXLE SPACING 6

6. BALANCED CLEAR SPACE RULE 7

7. B-DOUBLE NETWORKS 11

8. REVERSING MANOEUVRE 14

9. MAINTENANCE MANAGEMENT ACCREDITATION 15

10. INSPECTION LABEL 15

11. TOTAL NUMBER OF AXLES 16

12. WARNING SIGNS 16

13. INTER-AXLE DIFFERENTIALS 17

14. ASSEMBLY/DISASSEMBLY OF VEHICLES AND ROADSIDE PARKING 17

15. EMISSIONS 18

16. FRONT PROTRUSIONS 18

17. NATIONAL DASHBOARD 20

18. REFERENCES 23

APPENDIX 1 BRIDGE FORMULAE APPLICABLE TO GENERAL ACCESS B-DOUBLES 24


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1. Introduction The National Heavy Vehicle Regulator (NHVR) is conducting a comprehensive review and redesign of the existing National Class 2 Heavy Vehicle B-double Authorisation (Notice) 2014 (No. 2) (the current national notice). This notice applies in five of the participating jurisdictions including Queensland (Qld), Victoria (Vic), New South Wales (NSW), Tasmania (Tas) and South Australia (SA). The Australian Capital Territory (ACT) authorises the operation of B-doubles under the following transitional notices:

Road Transport (Mass, Dimensions and Loading) General B-double Exemption Notice 2010 (No. 1)

Road Transport (Mass, Dimensions and Loading) 26 metre B-double Exemption Notice 2010 (No.1).

The current national notice and the ACT’s transitional notices all apply inconsistent access conditions, thus creating a regulatory burden for B-double operators crossing borders.

The NHVR has conducted an analysis and comparison of the current national notice and the existing transitional notices to produce a project scope statement 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 B-double notice (new national notice). This paper addresses these key issues by proposing solutions to eliminate access inconsistencies experienced by operators.

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 ACT to allow B-doubles not longer than 19 metres general access to align with general access requirements applied in Vic, Qld and NSW.

4.3 A mass limit of 50 tonnes for general access B-doubles in the new national notice.

5.3 General access bridge formulae to be applied nationally to all general access B-double operations up to a total combination mass of 50 tonnes.

6.3 Jurisdictions to enforce the XY rule only on tri-tri B-doubles with a total gross combination mass exceeding 52.5 tonnes. For lighter tri-tri B-doubles with a mass not exceeding 52.5 tonnes, the XY rule does not apply.

7.3.1

The NHVR recommends a uniform national approach to the classification of gazetted B-double networks. Participating jurisdictions are to consolidate their current gazetted B-double networks to align with the PBS Level 2A networks.

Please note, PBS Level 2A networks that fall outside of the current gazetted B-double networks, or vice versa, should not be removed from the respective network. Rather, these networks are to be consolidated.

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

7.3.2 The consolidation of the existing prescriptive 25/26 metre B-double networks and the PBS Level 2A networks as recommended in position 7.3.1 is to be classified as the HV-2A network.

7.3.3 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 B-doubles.

8.3 The reversing manoeuvre condition will not be included in the national notice as this is outside the jurisdiction of the Heavy Vehicle National Law (HVNL).

9.3 State based maintenance management inspection requirements will not be included in the new national notice as this is outside the scope of the HVNL.

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

https://www.nhvr.gov.au/files/c2014g00268-national-class-2-b-double-authorisation.pdf

https://www.nhvr.gov.au/files/t175-act-road-transport-mass-dimensions-and-loading-general-bdouble-exemption-notice-2010-no1.pdf

https://www.nhvr.gov.au/files/t007-act-road-transport-mass-dimensions-and-loading-26-metre-b-double-exemption-notice-2010-no1.pdf

https://www.nhvr.gov.au/files/t007-act-road-transport-mass-dimensions-and-loading-26-metre-b-double-exemption-notice-2010-no1.pdf


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11.3 The number of axle groups applying to B-double combinations will not be specified in the new national notice.

12.3 B-doubles may use flexible warning signs subject to certain conditions in the new national notice.

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

14.3

The assembly and disassembly of B-doubles will not be included as a condition in the new national notice as this is out of the scope of the HVNL.

Roadside parking will not be a condition in the new national notice as this is outside the jurisdiction of the HVNL.

15.3 The requirement for B-doubles to comply with ADR 80/01 – Emission Control for Heavy Vehicles will not be included in the new national notice.

16.3 The requirements for when a front protrusion (such as bull-bar, roo-bar, nudge-bar) is fitted to a front under-run protection system will not be included in the new national notice. This issue will be addressed by NHVR’s Vehicle, Safety and Performance Unit as a whole of fleet issue.

3. General Access

3.1. Harmony Score

Description Current Harmony Level

B-doubles not more than 19m are allowed general access (except for ACT and Tas)

3.2. Issue

In the current national notice, general access for B-doubles is inconsistent across the jurisdictions. General access is granted to B-doubles not longer than 19 metres in length for all jurisdictions except the ACT and Tas.

In comparison, Tas currently grants B-doubles up to 21 metres in length general access. The ACT does not participate in the current national notice and operates under two transitional notices. However, the ACT does not allow general access for B-doubles not longer than 19 metres. Tas currently have B-doubles up to 21 metres with general access, which could be a future phase for national harmonisation.

Figure 1 B-double general access

National Class 2 Heavy Vehicle B-double Authorisation (Notice) 2014 (No. 2)

Vic, Qld, NSW and SA General access to 19m

Tas General access to 21m

Road Transport (Mass, Dimensions and Loading) General B-double Exemption

Notice 2010 (No. 1)

and

Road Transport (Mass, Dimensions and Loading) 26 metre B-double Exemption

Notice 2010 (No.1)

ACT No general access


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3.3. NHVR position

The ACT to allow B-doubles not longer than 19 metres general access to align with general access

requirements applied in Vic, Qld and NSW.

4. General Access Mass Limits

4.1. Harmony score


B-doubles with general access are limited to a maximum of 50 tonnes

4.2. Issue

The current national notice grants shorter B-doubles (19 metres in most cases) general access for all participating jurisdictions except the ACT. While the Qld, Vic, NSW and Tas schedules allow general access B-doubles to have a total mass of 50 tonnes. The SA schedule specifically limits the maximum permitted mass of general access B-doubles at 42.5 tonnes.

Table 2 Mass limit applicable to general access B-doubles

Jurisdiction Maximum permitted mass

for general access B-doubles (t) Maximum permitted length

for general access B-doubles (m)

Qld 50.0 19.0

Vic 50.0 19.0

NSW 50.0 19.0

Tas 50.0 21.0

SA 42.5 19.0

ACT N/A N/A

4.3. NHVR position

The NHVR recommends a limit of 50 tonnes for general access B-doubles in the new national notice. This would alleviate access restrictions, reduce movements and improve overall productivity.


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5. General Access Axle Spacing

5.1. Harmony score


Follows MDL Regulation axle spacings

5.2. Issue

In 1994, Austroads published the Review of Axle Spacing/Mass Schedule for General Access and Restricted Access Vehicles (AP-113/94) (ASMS report).

The ASMS report recommended the adoption of two sets of bridge formulae:

General access bridge formulae for vehicles, trailers and combinations with a total mass up to 50.0 tonnes and for general access use:

o For total masses up to 42.5 tonnes: the mass (M) for all combinations of axles must fit within the mass envelope defined by the following inequation relating an axle

group mass to the relevant vehicle’s axle spacing (L): 𝑀 ≤ 3𝐿 + 12.5.

o For total masses from 42.5 tonnes to 50.0 tonnes: the mass (M) for all combinations of axles must fit within the mass envelope defined by the following two inequations relating an axle group mass to the relevant vehicle’s axle spacing (L):

1. 𝑀 ≤ 3𝐿 + 12.5 (for masses up to 42.5 tonnes) and

2. 𝑀 ≤ 𝐿 + 32.5 (for masses from 42.5 tonnes to 50.0 tonnes).

Restricted access bridge formulae for B-doubles with a total mass up to 62.5 tonnes and for operation in gazetted B-double routes and areas:

o For total masses up to 46.5 tonnes: the mass (M) for all combinations of axles must fit within the mass envelope defined by the following inequation relating an axle

group mass to the relevant vehicle’s axle spacing (L): 𝑀 ≤ 3𝐿 + 12.5.

o For total masses from 46.5 tonnes to 62.5 tonnes: the mass (M) for all combinations of axles must fit within the mass envelope defined by the following two inequations relating an axle group mass to the relevant vehicle’s axle spacing (L):

1. 𝑀 ≤ 3𝐿 + 12.5 (for masses up to 46.5 tonnes) and

2. 𝑀 ≤ 1.5𝐿 + 29.5 (for masses from 46.5 tonnes to 62.5 tonnes).

The above bridge formulae are shown in Figure 2.

The Vic and Qld schedules of the current national notice provide axle spacing mass limits for 19 metre B-doubles using the general access bridge formula for masses between 42.5 tonnes and 50.0 tonnes. In contrast, the NSW and Tas schedules of the current national notice apply the restricted access bridge formulae for general access and restricted access B-doubles. The NHVR believes that the application of these bridge formulae in NSW and Tas is inconsistent with the recommendations of the ASMS report.

Furthermore, the SA schedule of the current national notice does not state which axle spacing mass table applies to general access 19 metre B-doubles.


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The NHVR recommends adopting the general access bridge formulae for general access B-doubles. This change would impact the operators of B-doubles with a total mass of between 42.5 tonnes and 50.0 tonnes operating in NSW and Tas. The operation of these vehicles fit within the blue shaded area shown in Figure 2.

To mitigate the risk of certain transport operators being inconvenienced as a result of the application of the general access bridge formulae to all general access B-double operations under the new national notice, the NHVR proposes the implementation of a transitional period (if required).

Figure 2 Bridge formulae applicable to general access B-doubles

Note: a larger copy of this diagram is shown in Appendix 1

5.3. NHVR position

The NHVR recommends that the general access bridge formulae be applied nationally to general access B-double operations up to a total combined mass of 50 tonnes.

6. Balanced Clear Space Rule

6.1. Harmony score


B-doubles will apply the XY rule over an agreeable GCM or unladen

6.2. Issue

The balanced clear space rule (XY rule) was originally developed in addition to the axle spacing /mass schedule (ASMS) bridge formulae during the trial of 25 metre tri-tri B-doubles. The principle objective of the rule was to ensure that maximum overstress factors in shorter span bridges caused by consecutive tri-axle group loads remain within reasonable levels.

The Review of Axle Spacing/Mass Schedule for General Access and Restricted Access Vehicles (ASMS report) introduced the XY rule under the following form:

35

37

39

41

43

45

47

49

51

53

55

6 8 10 12 14 16 18 20

Mas

s lim

it (

t)

Axle spacing (m)

M=3L+12.5

M=L+32.5 (General access

bridge formula / PBS Level 1)

11.3m

M=3L+12.5

42.5t

46.5t

17.5m

M=1.5L+29.5

50.0t

Qld & Vic

NSW & Tas (MDL B-double Bridge

formulae / PBS Level 2)

Generalaccess applies

to a l l 19m B-doubles in a ll

states.

SA mass

cap for GA 19m

B-

doubles

13.7m


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“Vehicle combination must conform to ‘balanced clear space rule’, i.e. the clear distance between any adjacent multi-axle groups shall not be different from the clear distance between any other adjacent multi-axle groups by more than 1 metre.”

The rule requires the clear distance between the prime mover rear axle group and the lead trailer triaxle group (the X distance on Figure 3 below) to be ‘quite similar’ to the clear distance between the lead trailer triaxle group and the semi-trailer triaxle group (the Y distance). The ASMS report also recommended applying the XY rule to ‘tri-tri axle group B-doubles’.

The National Transport Commission received support from state and territory road transport authorities to introduce the ‘relaxed’ version of the XY rule in the Heavy Vehicle (Mass, Dimension and Loading) National Regulation (MDL Regulation).

Clause 10 of Schedule 6 of the MDL Regulation specifies how much the X and Y values can differ by:

“The axle groups in a heavy combination that is a B-double with 2 tri-axle groups must be positioned so that the following formulae are complied with—

X – Y ≤ 1.0

Y – X ≤ 1.3 “

Figure 3 XY rule illustration

Source: Clause 10 of Schedule 6 of the MDL Regulation

A common comment made about the XY rule is that it is a redundant requirement as the distance between adjacent axle groups is controlled by Table 3 – Axle Spacing mass limits B-double table of Schedule 1 of the MDL Regulation, which is a tabled version of the relevant B-double bridge formulae introduced in the ASMS report (as shown in Figure 4).

With reference to Figure 4, it is clear that 𝑀 = 1.5𝐿 + 29.5 is a more ‘restrictive’ bridge formula to comply with than 𝑀 = 3𝐿 + 12.5. By relying on 𝑀 = 3𝐿 + 12.5 for internal axle groups with a total axle group combined mass up to 46.5t (instead of 𝑀 = 1.5𝐿 + 29.5). The MDL Regulation enforces less strict axle spacing requirements for tri-tri B-doubles, hence the need for an additional axle spacing control mechanism implemented under the form of the XY rule.

Considering that the more ‘restrictive’ 𝑀 = 1.5𝐿 + 29.5 bridge formula is enforced for internal axle groups with a larger total combined axle group mass, the NHVR believes that the use of the XY rule is less relevant for those internal axle group combinations with a total combined of 46.5 tonnes or more.


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Figure 4 B-double bridge formulae

Source: Table 3 Axle spacing mass limits B-double table of Schedule 1 of the MDL Regulation

Table 3 Application of relevant bridge formulas between internal axle groups

Scenario Mass

AG1 AG2 AG3 AG4

|___Axle Group Spacing 1 ___|

|______ Axle Group Spacing 2 ____|

1 62.5t

6.0t 16.5t 20.0t 20.0t

< M = 3L+12.5 > < M = 3L+12.5 >

< M = 1.5L+29.5 >

2 50.0t

6.0t 11.0t 16.5t 16.5t

< M = 3L+12.5 > < M = 3L+12.5 >

< M = 3L+12.5 >

3 52.5t

6.0t 11.5t 17.5t 17.5t

< M = 3L+12.5 > < M = 3L+12.5 >

< M = 3L+12.5 >

In an attempt to focus the application of the XY rule on axle group combinations where its use is more relevant, the NHVR examined a range of axle group mass scenarios illustrated in Table 3.

Scenario 1: A tri-tri B-double is loaded at the maximum general mass limit permitted by the MDL Regulation (i.e. 62.5 tonnes). In this scenario, the bridge formula applying to Axle Group Spacing 1 and Axle Group Spacing 2 (as shown in Table 3) is the more ‘restrictive’ 𝑀 = 3𝐿 +12.5. As the more ‘restrictive’ 𝑀 = 3𝐿 + 12.5 does not apply over axle group 2 (AG2) to axle group 4 (AG4), the XY rule complements the use of the less ‘restrictive’ bridge formula (i.e. 𝑀 = 1.5𝐿 + 29.5) in mitigating the impact of consecutive tri-axle group loads on shorter span bridges.


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Scenario 2: A tri-tri B-double is lightly loaded at 50.0 tonnes. As the total combined mass on the second axle group (AG2) and the third axle group (AG3) is 27.5 tonnes, the bridge formula applying to Axle Group Spacing 1 is 𝑀 = 3𝐿 + 12.5. Likewise, as the total combined mass on the third axle group (AG3) and the fourth axle group (AG4) is 33.0 tonnes, the bridge formula applying to Axle Group Spacing 2 is 𝑀 = 3𝐿 + 12.5. Lastly, the bridge formula applying over axle group 2 (AG2) to axle group 4 (AG4) is also 𝑀 = 3𝐿 + 12.5 as the total mass over AG2 to AG4 is 44.0 tonnes (which is less than 46.5 tonnes). In this scenario, the more ‘restrictive’ bridge formula (i.e. 𝑀 = 3𝐿 + 12.5) is enforced for all consecutive triaxle groups, hence the reduced need for the XY rule.

Scenario 3: This scenario is derived from Scenario 2. In this scenario, the added mass of axle groups 2 to 4 (AG1 + AG2 + AG3) is equal to 46.5 tonnes. Consequently, the bridge formula applying over axle group 2 (AG2) to axle group 4 (AG4) is also 𝑀 = 3𝐿 + 12.5 as the total mass over AG2 to AG4 does not exceed 46.5 tonnes. Similarly, the bridge formula applying to Axle Group Spacing 1 and Axle Group Spacing 2 is 𝑀 = 3𝐿 + 12.5. If the added mass of axle groups 2 to 4 exceeded 46.5 tonnes, then the bridge formula applying over axle group 2 (AG2) to axle group 4 (AG4) would be the less ‘restrictive’ 𝑀 = 1.5𝐿 + 29.5, in which case the XY rule would again be more relevant.

From the above scenarios, the following recommendations can be made:

When the total mass of axle group 2 (AG2) to axle group 4 (AG4) does not exceed 46.5 tonnes, the bridge formula applying over these three axle groups is also 𝑀 = 3𝐿 + 12.5. In that case, the use of the XY rule is less relevant as the more ‘restrictive’ bridge formulae 𝑀 = 3𝐿 + 12.5 mitigates the impact of consecutive tri-axle group loads on shorter span bridges.

As the mass on the steer axle used in a tri-tri B-double can be safely assumed to be constant at 6.0 tonnes, we can infer from the above observation that the use of the XY rule is less relevant for tri-tri B-doubles whose mass does not exceed 46.5𝑡 + 6.0𝑡 = 52.5𝑡.

6.3. NHVR position

Imposing the XY rule on a B-double travelling unladen or lightly laden is unnecessary as the vehicle does not have a critical effect on the structural integrity of a bridge or structure. Such a condition appears to be an unnecessary regulatory burden.

The NHVR proposes to enforce the XY rule only on tri-tri B-doubles with a total gross combination mass exceeding 52.5 tonnes. For lighter tri-tri B-doubles with a mass not exceeding 52.5 tonnes, the XY rule does not apply as the impact of consecutive tri-axle group loads on shorter span bridges is controlled through the use of the relevant bridge formula.

The new national notice will provide an exemption to the XY rule under Schedule 6 of the MDL Regulation for tri-tri B-doubles with a mass not exceeding 52.5 tonnes. This is a temporary measure whilst the merits of amending the MDL Regulation are considered.


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7. B-double Networks

7.1. Harmony score


There is a dedicated network for B-doubles not longer than 23m

7.2. Issue

7.2.1. Current network status

The current state of gazetted B-double networks for each state and territory is outlined in Attachment 2. This analysis shows there is no consistency across borders in the determination of gazetted B-double networks.

After over 20 years since the introduction of the first 23 metre B-doubles in Australia, an opportunity exists for jurisdictions to review their existing networks to assess whether these networks can be consolidated to create one single 25/26 metre network. In 1985, the allowable length of B-doubles was set at 23 metres and only one triaxle group permitted (National Road Transport Commission, 1995). In the mid-1990s, the allowable length of B-doubles increased from 23 metres to 25 metres (Pearson, et al., n.d.). Bruzsa and Hurnall (1999) analysed the impacts of increasing the length of B-doubles from 23 metres to 25 metres. They concluded that the average 25 metre B-double would increase swept path by 250 mm compared to an average 23 metre B-double, but in the worst case, the difference could be up to 470 mm (Pearson, et al., n.d.).

Furthermore, in 2015 the total number of 23 metre and 26 metre B-doubles operating within Australia was 2448 and 15,395 vehicles respectively. Therefore, 23 metre B-doubles only account for approximately 13.7% of the total number of B-doubles in operation in Australia (National Transport Commission, 2016b). With 23 metre B-doubles only representing a small percentage of the total B-double fleet currently in operation, this further justifies the need for network consolidation.

The NHVR has conducted an analysis on the approximate difference in coverage between the 23 metre B-double network and 25/26 metre B-double network in Qld, NSW and SA. The results of this analysis are found in Table 4 below.

Table 4 Network coverage differences of the 23m B-double networks and 25/26m B-double networks

Jurisdiction Calculated Difference (km) Authority Difference (km)

Qld 416.24 Local/Port: 157.3

State: 258.9

NSW 278.96 Local/Port: 91.3

State: 187.2

SA 280.53 Local/Port: 0 State: 280.53

This table further illustrates the limited difference between the 23 metre B-double networks compared to the 25/26 metre networks. Therefore, assessment of the current 23 metre B-double networks to determine suitability for consolidation into the 25/26 metre B-double networks will not be an arduous process. Evidently, some roads simply may not be able to physically accommodate longer vehicles.

In addition, SA has dedicated ‘commodity routes’ for B-doubles. There are currently nine commodity routes for 26 metre B-doubles in SA including grain, fertiliser, hay and bulk stock feed, dairy milk, livestock, logging and timber, fruit and vegetables, wool and wine. SA is the only state to have routes based on commodity type.


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This paper provides an opportunity for the adoption of a national uniform approach to the classification of gazetted B-double networks. A uniform national road classification system improves connectivity of freight routes within each state and territory as well as across borders. By adopting and aligning the consolidated 25/26 metre B-double networks with the PBS Level 2A networks, the transport industry will be assured of connectivity for freight route planning.

The NTC’s discussion paper titled ‘Increasing heavy vehicle volumetric load capacity without increasing mass limits’ presented a comparison of the PBS Level 2A network with prescriptive 25/26 metre B-double networks. In summary, the report found that:

An (almost) equivalent extent of road access is provided in Qld

A broadly comparable and moderately limited extent of PBS Level 2A road access is provided in NSW, Vic and SA

A limited extent only of PBS Level 2A road access is provided in Tas and the ACT (National Transport Commission, 2016a).

These findings illustrate that PBS vehicles which out-perform prescriptive vehicles currently have less access to the road network.

7.2.2. 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, 26 metre long PBS B-doubles or equivalent vehicles are often granted access to the PBS Level 2A network. 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 5 below.

Table 5 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 7.2.1, PBS Level 2A and the 25m/26m B-double networks should be consolidated to form a single new national network. The NHVR recommends that this network is named HV-2A, where HV stands for ‘heavy vehicle’.


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7.2.3. Queensland’s mapping

At present, each jurisdiction manages their state or territory’s gazetted networks and routes as the true source of information. Qld and the ACT are the only jurisdictions not to have a public facing online mapping application that displays their gazetted networks.

The Department of Transport and Main Roads (TMR) publish PDF maps that identify their gazetted multi-combination routes and zones (refer to Figure 5). 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. In addition to the routes and zones indicated on the multi-combination maps, TMR has also published a list of gazetted routes for 23 metre and 25 metres B-doubles. 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.

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 B-doubles. 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 5 Multi-combination routes in Qld (Department of Transport and Main Roads, 2017)


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7.3. NHVR position

7.3.1. Current network status

The NHVR recommends a uniform national approach to the classification of gazetted B-double networks. Participating jurisdictions are to consolidate their current gazetted B-double networks to align with the PBS Level 2A networks. Table 6 below outlines how each jurisdiction will consolidate their existing gazetted B-double networks with the PBS Level 2A networks.

Table 6 Proposed consolidation of gazetted B-double and PBS Level 2A networks Proposed

Network Qld NSW Vic SA Tas ACT

HV-2A

23m B-double

Routes

26m B-double

Routes

PBS Level 2A

Network

19m B-double Routes

(over 50t)

23m B-double Routes

25/26m B-double

Routes

PBS Level 2A

(GML and CML

Network)

Gazetted B-double

Network

PBS Level 2A

Network Map

23m B-double (GML)

26m B-double (GML)

9 commodity routes

for 26m B-doubles

PBS Level 2A

Tasmanian

Approved B-

double Route

Network

PBS Level 2A

Network Map

Approved ACT

Routes for

25/26m B-double

Combinations

PBS Level 2A

Network

(when published)

Please note, PBS Level 2A networks that fall outside of the current gazetted B-double networks, or vice versa, should not be removed from the respective network. Rather, these networks are to be consolidated. SA to consider applying road conditions to identify commodity routes on their public facing online web mapping application (RAVnet).

7.3.2. Network naming convention

The consolidation of the existing prescriptive 25/26m B-double networks and the PBS Level 2A networks as recommended in position 7.3.1 is to be classified as the HV-2A network.

7.3.3. 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 B-doubles.

8. Reversing Manoeuvre

8.1. Harmony score


Reversing in and out of depots

8.2. Issue

In the current national notice, Qld, Vic and SA apply a travel condition regarding the reversing manoeuvre, ‘a B-double 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.


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8.3. 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.

9. Maintenance Management Accreditation

9.1. Harmony score


Maintenance Management Accreditation requirements

9.2. Issue

In the current national notice, SA is the only state to specify the inspection requirements for a B-double that is registered in SA.

Table 7 Maintenance management (current state)

State Condition

SA

For any vehicle that makes up the B-double that is registered in South Australia, the operator must -

(a) hold maintenance management accreditation for the vehicle; or (b) display the appropriate current inspection label issued by the South Australian Department of Planning,

Transport and Infrastructure which clearly states the type of vehicle configuration and the inspection expiry date (month/year).

9.3. NHVR position

The NHVR believes that this condition is out of the scope of the HVNL and should not be included in the new national notice.

10. Inspection Label

10.1. Harmony score


No requirement for inspection labels

10.2. Issue

Currently, in the SA schedule, a B-double that is registered in SA must display a current inspection label issued by the Department of Planning, Transport and Infrastructure if the operator does not hold maintenance management accreditation under the National Heavy Vehicle Accreditation Scheme.

10.3. NHVR position

The NHVR believes that this condition is out of the scope of the HVNL and should not be included in the new national notice.


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11. Total Number of Axles

11.1. Harmony score


No maximum number of axles for a particular length (e.g. maximum of 7 axles for a 21m B-double)

11.2. Issue

In the current national notice, Tas is the only state to specify the total number of axles for a B-double combination. The Tas schedule imposes an axle limit of no more than seven axles for a B-double that is not longer than 21 metres.

The NHVR understands that the condition was imposed due to bridge asset protection. Increasing the number of axles in a short combination reduces the point loads applied to bridges and pavements, therefore, allowing B-doubles to have more than 7 axles is more beneficial for bridge structures and pavements. Axle mass limits and axle spacing mass limits for B-double combinations are prescribed in Schedule 1, Part 2 of the MDL Regulation.

11.3. NHVR position

The NHVR recommends that the maximum number of axle groups applied to a B-double combination

be omitted in the new national notice.

12. Warning Signs

12.1. Harmony score


Use of flexible warning signs allowed

12.2. Issue

Under the Heavy Vehicle (Vehicle Standards) National Regulation (VS Regulation) a road train warning sign or a long vehicle warning sign must be made of rigid material. The Qld schedule of the current national notice allows a B-double operating in Qld to use a flexible warning sign subject to certain conditions.

12.3. NHVR position

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.


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13. Inter-Axle Differentials

13.1. Harmony score


No requirement for positive locking type when in use

13.2. 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 positive locking type differential is not required if the route has been assessed as suitable for B-double use.

13.3. 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 B-double access, 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.

14. Assembly/Disassembly of Vehicles and Roadside Parking

14.1. Harmony score


Assembly/disassembly and roadside parking is not conditioned in the B-double notice

14.2. Issue

SA is the only state that conditions the assembly and disassembly of B-doubles in the current national notice. A B-double must not be assembled or disassembled on a route except if the vehicle is broken down or in order to proceed on a temporary by-pass around a road blockage.

The use of road side parking is also conditioned by SA in the national notice. The notice states that B-doubles 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.

14.3. NHVR position

The NHVR will be omitting the assembly and disassembly condition from the new national notice as this is local compliance and enforcement issue that is out of the scope of the HVNL.

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


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15. Emissions

15.1. Harmony score


26m B-doubles are required to comply with Australian Design Rule (ADR) 80/01 – Emission Control for Heavy Vehicles

15.2. Issue

The ACT’s transitional notice, Road Transport (Mass, Dimensions and Loading) 26 metre B-double Exemption Notice specifies compliance with ADR 80/01 – Emission Control for Heavy Vehicles. The current national notice does not outline these requirements.

Table 8 Emissions (current state)

State Condition

ACT

1.6 Australian Design Rule (ADR) 80/01 – verification

1.6.1 For the purposes of this notice, a vehicle fitted with a compliance plate dated January 2008, or later, is taken to comply with ADR 80/01.

1.6.2 For all other vehicles, compliance with ADR 80/01 must be verified by either:

(a) an approval plate that is affixed on the vehicle cabin and in the proximity of the vehicle’s CPA (Compliance) plate/label. The approval plate must be easily accessible to, and readable by, a police officer or an authorised person; or

(b) an original letter from the manufacturer of the vehicle that is carried in the cabin of the vehicle.

1.6.3 A letter referred to in clause 1.6.2 must:

(a) declare that the manufacturer holds a compliance plate approval (CPA) from the Australian Government; and

(b) identify the make, model and vehicle identification number (VIN) of the vehicle; and

(c) state that the vehicle was supplied into the market fully compliant with Australian Design Rule 80/01.

15.3. NHVR position

The NHVR will be omitting this condition from the new national notice as it is an evidentiary provision of compliance.

16. Front Protrusions

16.1. Harmony score


If front protrusion fitted (e.g. bull-bar, roo-bar, nudge-bar), approval plate is required

16.2. Issue

The ACT’s transitional notice, Road Transport (Mass, Dimensions and Loading) 26 metre B-double Exemption Notice and the Tas schedule of the current national notice contains requirements for when a front protrusion (such as a bull-bar, roo-bar, nudge-bar) is fitted to a front under-run protection system.


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Table 9 Front under-run protection system (current state)

State Condition

ACT

1.4 Front Under-run Protection Systems

1.4.1 The vehicle must:

(a) be a front under-run protection vehicle, which is fitted with an approval plate that is affixed on the vehicle cabin and in the proximity of the vehicle’s CPA (Compliance) plate/label that is clearly visible to, and readable by, a police officer or an authorised person; or

(b) be fitted with a front under-run protection device which is fitted with an approval plate that is easily accessible to and readable by, a police officer or an authorised person.

1.4.2 Any protrusion fitted to the front of a vehicle, must be fitted with an approval plate, that is clearly visible to, and readable by, a police officer or an authorised person. The approval plate must stipulate either that the protrusion is a front under-run protection device as mentioned in clause 1.4.1 (b) or that the fitted protrusion does not negate the vehicle’s compliance with clause 1.4.1.

Note: Protrusions covered by clause 1.4.2 are fittings such as ‘bull-bars’, ‘roo-bars’, ‘nudge-bars’ ‘cowcatchers’ etc. It does not include driving lights, fog lights, ‘running’ lights, aerials etc. To comply with clause 1.4 all vehicles will require an approval plate on their protrusion. Some vehicles may require two approval plates – one on the protrusion and one on the cab of the vehicle.

Tas

The prime mover of a B-double that is longer than 25m that is fitted with a bull-bar, roo-bar, nudge-bar, cowcatcher or other such protrusion at the front of the vehicle, must have the bull-bar, roo-bar, nudge-bar, cowcatcher or other such protrusion permanently fitted with a clearly legible and conspicuously displayed approval plate.

16.3. NHVR position

The requirements for when a front protrusion (such as bull-bar, roo-bar, nudge-bar) is fitted to a front under-run protection system will not be included in the new national notice. This issue will be addressed by NHVR’s Vehicle, Safety and Performance Unit as a whole of fleet issue.

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17. National Dashboard


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18. References Austroads, 1994. Review of Axle Spacing/Mass Schedule for General Access and Restricted Access. AP-113/94, s.l.: Austroads.

Commission, N. R. T., 1995. Report on the trial of 25 metre B-doubles, Melbourne: National Road Transport Commission.

Commission, N. T., 2016. Increasing heavy vehicle volumetric load capacity without increasing mass limits, Melbourne: National Transport Commission.

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

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

Pearson, B., 2010-3. Higher Productivity Freight Vehicles: Lessons of History - A Case Study of B-doubles in Australia, Melbourne: s.n.

Pearson, B., Prem, H. & Ramsay, E., n.d. National Review of B-double Length - Final Report, Melbourne: National Road Transport Commission.

Department of Transport and Main Roads. 2017. Maps: Multi-combination routes and zones in Queensland. Retrieved May 4, 2017 from http://www.tmr.qld.gov.au/business-industry/Heavy-vehicles/Multi-combination-vehicles/Maps.aspx

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Appendix 1 Bridge formulae applicable to general access B-doubles


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