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Moving Freight

The First and Last Mile

South Australia’sFreight Transport Infrastructure

November 2015

South Australian Freight Council Inc

Level 1, 296 St Vincent Street

Port Adelaide SA 5015

Tel.: (08) 8447 0688

Email: [email protected]

www.safreightcouncil.com.au

The South Australian Freight Council Inc is the State’s peak multi-modal freight and logistics industry group that advises both State and Federal Governments on industry related issues.SAFC represents road, rail, sea and air freight modes and operations, Freight service users (customers) and assists the industry on issues relating to freight and logistics across all modes.

Disclaimer: While the South Australian Freight Council has used its best endeavours to ensure the accuracy of the information contained in this report, much of the information provided has been sourced from third parties. Accordingly, SAFC accepts no liability resulting from the accuracy, interpretation, analysis or use of information provided in this report. In particular, maps of permitted restricted access vehicle routes regularly change, and those contained in this document are for illustrative purposes only and should not be relied upon for route planning.

1

Peter Taylor Chairman, South Australian Freight Council November 2015

Chairman’s Statement

It will come as no surprise to readers that if the State and nation’s producers cannot access optimum High Productivity Vehicle corridors for the full journey that their product takes to and from market, they will often use a smaller vehicle to complete the whole task!

First and last mile issues are the bane of exporters, manufacturers and transport businesses. They increase the number of trucks on our roads and overall transport costs, they lower efficiencies, and they make our goods less competitive in the global marketplace.

Not all businesses can strategically place themselves to access the best transport pathways. Farms exist where the arable land is, wine grapes grow in regions with the best soil for the purpose and timber plantations are located where rainfall is highest. For these and similar industries to

prosper in international markets the best possible transport connections to primary freight routes and to key intermodal terminals, freight facilities and precincts need to be facilitated.

It is estimated that a 1% increase in transport and logistics industry productivity is worth $2 billion in GDP1. SAFC strongly believes that there are significant productivity gains to be made in addressing first/last mile issues in this state, delivering major economic benefits for all South Australians.

This is why SAFC has taken the unprecedented step of preparing a policy paper on this single issue.

SAFC wishes to acknowledge the State Government, PIRSA and Primary Producers SA for the recent ’90 Day Change Project’ undertaken to improve transport for the agricultural industry. This project is a significant step forward in bringing Last Mile issues to light, even if only for a single sector of the economy. Whilst the outputs of the project do not fully satisfy everyone’s needs, SAFC believe that there is an opportunity for other sectors to receive a similar focus and attention.

The Transport and Infrastructure Minister, Steven Mullighan MP has announced the formation of a 12 month project team inside the Department for Planning, Transport and Infrastructure to address the outcomes of the 90 day project report. We trust that this document will assist the project team in addressing route access issues in South Australia – for the Agricultural sector; as well as for other potential beneficiaries of access improvements. We look forward to working closely with the project team on this critical issue and would encourage implementation of identified initiatives as a priority.

We also note the call in the 90 Day Project report for a funding pool to address first/last mile issues – a recommendation that SAFC has been making for many years. Moving Freight, our principal policy document on infrastructure issues calls for ongoing funding over many years specifically for this purpose. The time to introduce the proposed Heavy Vehicle Facilitation Fund is now, rather than continuing to see opportunities to improve productivity missed. SAFC intends to watch forward budget allocations closely to ensure that funds are allocated to implement this initiative.

While First and Last Mile issues are the focus of this document, there are other access issues that are inextricably bound to the wider issue of efficient transport in South Australia, and will be required to be addressed as part of a full first/last mile solution. Higher Mass Limits (HML) and Performance Based Standards (PBS) are two examples of regulatory issues that should be clarified and simplified. Where South Australia was once recognised as a leader in facilitating Restricted Access Vehicles (RAV) we are now considered by some to lag behind other states.

Proactively tackling these issues can bring us to the top of the table again and better position South Australian industry to compete in its markets.

1 Australian Logistics Council/ACIL Allen ‘The Economic Significance of the Transport and Logistics Industry’ 2014, pg i

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Executive Summary

Addressing First and Last Mile issues has the potential to increase road transport productivity by up to 50% for some businesses.

This significant productivity increase will in turn increase profitability and enhance the potential for agricultural, mining and manufacturing businesses (to name just a few) to expand their operations, delivering jobs and economic growth for all South Australians.

Eliminating First and Last Mile issues also promises to deliver associated congestion reduction, safety, export competitiveness and environmental benefits to the broader economy and the community in general.

The recently completed (March 2015) ‘90 Day’ agricultural transport improvement project is a step in the right direction, providing a unique focus on First and Last Mile issues. Nonetheless, the project outcomes require further clarification and transparency to confirm their validity and enhance their value as well as a solid implementation plan. The tables in the Appendix to this document include the issues SAFC raised with the 90 Day Project team, the (sometimes contradictory) possible timelines for completion of related issues in the project report, and SAFC’s comments on those issues.

Throughout this document SAFC makes a number of recommendations. While these are best read in context throughout the document, the key recommendations are:

90 Day Project• A number of projects SAFC raised with high benefits and little to no cost have been relegated

to long timeframes, which runs counter to the methodology outlined in the document. Government must transparently clarify why these projects have been relegated to the ‘too hard’ basket, despite relatively little apparent cost and high productivity gain. All rankings and cost/benefit analysis undertaken should be made public.

• One of the first tasks of the 12 month Implementation Team must be to re-issue the tables in a clearer and logical manner so that the implementation timeline for each access improvement can be more easily assessed and identified.

Funding• SAFC’s principal public policy document, Moving Freight (last published in November 2012)

advocated at the highest level of urgency and importance for the creation of a state-based funding pool aimed at improving high productivity vehicle access over a 20 year period. The 90 Day Project Report also recommends “a funding program be developed for consideration by the State and Commonwealth Governments to address ‘last mile’ and access issues where infrastructure needs to be improved”.

SAFC urges the early establishment of this pool of funding so as the benefits of improved heavy vehicle access can be achieved swiftly.

Gazettal below design capacity• SAFC urges the State Government to immediately gazette the Northern Expressway and the

duplicated section of the Sturt Highway to the PBS3 network (accommodating vehicles up to Double Road Train and B-Triple Higher Mass Limit categorisation). SAFC believes that specific facility access issues adjacent to these routes will then emerge.

• It is critical that the full value of new infrastructure spending is realised by gazetting new roads at their design level going forward.

Performance Based Standards (PBS) and Higher Mass Limits (HML)• All network access permissions should be gazetted at a PBS level, not the level of an

individual configuration, and SAFC calls upon the South Australian Government to implement this change.

• Governments (State and Local) must ensure that there is no difference in the HML and standard mass limit networks, unless there is a demonstrable infrastructure weight limit (i.e. a bridge) that renders this necessary. Government instituted HML rules ensure that access is safe and will not damage road pavements beyond normal trucking impacts.

• All Commodity Networks should be gazetted at HML – providing access for those with the appropriate vehicles and accreditations.

• SAFC supports the consolidation of a sufficiently resourced one stop shop for route and vehicle approvals inside the NHVR and, critically, avoidance of any subsequent unilateral right of state and local governments to veto applications and NHVR decisions.

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Introduction

Imagine the Government could increase a significant element of your business productivity by 33 – 50% with little more than ‘the stroke of a pen2’. Then imagine that improvement replicated across a large portion of South Australia’s exporting businesses, and the significant gains to the entire South Australian economy and community. That’s the potential inherent in addressing first and last mile transport access issues in South Australia, and across the nation.

Of course it’s not always that simple and often there are some costs in terms of relatively minor infrastructure improvements that require completion, or issues regarding other road users that need to be considered. However there is huge economic potential to be unlocked by addressing first and last mile issues in South Australia.

A recent study by the Australian Logistics Council indicated a 1% increase in transport and logistics industry productivity is worth $2 billion in GDP3 to Australia. This suggests that a similar transport and logistics productivity increase in South Australia would deliver an additional $150 million in Gross State Product (GSP).

A 2010 Economic Impact Assessment and Strategic Analysis of the SA Transport and Logistics Industry commissioned by SAFC and conducted by Hudson Howells found that ‘a 10% efficiency improvement could increase Gross State Product annually by $810m and result in the order of 8500 new jobs’4.

Related issues regarding gazettal below design capacity, and access to higher mass limits can also improve freight productivity and increase GSP.

What are First and Last Mile issues?

The term First or Last Mile generally describes the short distance required to connect a business, farm or similar facility (a freight origin point) to an existing heavy vehicle route; and/or to connect the heavy vehicle route to a port, freight yard, silo or drop-off point (a key freight destination point). Productivity issues arise when there is a mismatch between the freight vehicles allowed on a Heavy Vehicle Corridor and the short section connecting an origin/destination point into that corridor – the First or Last Mile.

This mismatch often means that a less than optimal vehicle is used for the whole task and productivity is reduced along the full corridor and the full logistics task.

2 Minister for Agriculture, Food and Fisheries, Leon Bignell MP press release ‘State Government finding solutions to agricultural transport issues’ 31 March 15

3 Australian Logistics Council/ACIL Allen ‘The Economic Significance of the Transport and Logistics Industry’ 2014, pg i4 SAFC/Hudson Howells ‘Economic Impact Assessment and Strategic Analysis of the SA Transport and Logistics Industry’ 2010 pg 4

Farm

RAV Route

Potential Last Mile issues

Silo

Factory Port

4

Introduction Continued

A 25 to 50 percent Transport Productivity Gain? How does that work?

Due to the short section of road that is not approved for heavy vehicle access (or access at a lower level than the main freight route), a freight vehicle generally only operates at the lower, inefficient length/mass for the entire length of the journey – despite most of the transit being conducted on an approved ‘Restricted Access Vehicle’ (or RAV) route able to accommodate larger vehicles.

For example, an exporter using a semi-trailer instead of a B-Double due to first/last mile issues could gain up to 50% in freight productivity if able to use B-Doubles for the entire journey.

It is worth noting that these figures are conservative. The 90 Day Project report indicates that the potential productivity gains can be even higher5.

Case Study: Grain at Two Wells

As an example of the impacts of first and last mile issues, approximately 4-5,000 teu6 of grain containers are packed annually at Two Wells. This activity involves delivery of grain from farm to the silo complex, the pick-up and delivery of empty containers and consumable items (such as container liners and bulker bags), and the pick-up of packed 20 and 40 foot containers ready for delivery to port and subsequent export.

As there is no rail option available at Two Wells these bulk exports being moved to Port Adelaide for export must move by road.

Whilst PBS3 Vehicles (Double Road Trains /B-Triples) are permitted on the adjacent road network - Port Wakefield Rd at Two Wells – these vehicles are currently prohibited from leaving the silo complex (turning right onto Port Wakefield Road towards Port Adelaide) as there is no slip lane to facilitate the safe merging of traffic. As a result, smaller 6-axle articulated trailers (semis) are used to perform the task.

A relatively simple infrastructure upgrade and PBS3 approval could halve truck traffic from the facility and deliver a 100% productivity gain for movements to Port Adelaide.

Or a facility with B-Double access but an adjacent Double Road Train or B-Triple corridor could gain up to 25% in freight productivity.

Semi Trailer to B-Double – 50 percent productivity increase

B-Double to Double Road Train – 33 percent productivity increase

5 A Modern Transport System for Agriculture – A New Partnership Approach, Government of South Australia and Primary Producers SA March 2015 p11

6 TEU: Twenty-Foot Equivalent Units, or the number of twenty foot long import/export containers required to move the required freight. A Forty-Foot Container counts as two TEU

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More benefits than just productivity

The benefits of addressing First and Last Mile issues go far beyond just productivity gains for industry, particularly where there is not a competitive rail option available:

• Safety & Congestion

By increasing freight productivity we reduce overall truck numbers, lowering congestion and the possibility of heavy vehicle/car accidents. A semi can carry only one or two export containers, while a B-Double can carry up to three. A Double Road Train can carry twice the load of a Semi and a Triple Road Train can carry three times as much.

The safety systems aboard multiple trailer combinations are strictly regulated through registration requirements and Australian Design Rules thereby ensuring bigger trucks adhere to higher safety standards than smaller trucks. MC Drivers are also better trained with more experience.

• Export Competitiveness

The geographical nature of Australia with its open spaces and long transport distances, combined with its relative isolation from key export markets and sources of imports to the production process means that we must have the most efficient transport system possible to be able to compete on an international stage. Lowering transport costs by using higher productivity vehicles is the key to international competitiveness – by reducing total landed costs in current markets, and possibly opening up new markets entirely.

• Environmental Benefits

There are also significant environmental benefits, particularly in greenhouse gas emission reductions.

In 2012 Stuart St Clair, Then Chief Executive of the Australian Trucking Association stated “If we take the example of moving a thousand tonnes of freight…by using 20 B-Triples you would emit 32% less carbon dioxide than the 42 Semitrailers you would otherwise need”7

For more information on the environmental benefits of using high productivity vehicles, see the SAFC publication Green Freight, available on the SAFC website

www.safreightcouncil.com.au/safcresourcesreportsandsubmissions_safcreports.html

• Improved Safety

• Less Congestion

• Better for the Environment

• Improved Competitiveness

7 ATA Media Release, ‘Land Freight Strategy to boost Productivity, Safety’ September 2012

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Governments are aware that first and last mile problems are an issue for industry and the community, and take steps to fix some of these issues when they can. It is important to note that governments do not always know that a particular first/last mile access issue exists – and therefore can’t be expected to address it. This paper seeks to inform governments of these issues, in order that they can be addressed.

The ’90 Day Agricultural Transport Project’

The South Australian Government (through Primary Industries and Regions SA) has recently undertaken a ’90 Day Project’ aimed at improving road transport for the agricultural industry and eliminating many of the network access and connectivity issues affecting it. SAFC provided a submission to this project and the final report was released in late March 2015. SAFC looks forward to seeing the issues raised being addressed by the government and notes that the 90 Day Project had a strong (but not exclusive) grain focus and many other industry sectors (such as South Australia’s iconic wine industry) could benefit from a similar determined focus on eliminating first and last mile issues.

The project report – entitled A Modern Transport System for Agriculture: A New Partnership Approach – outlines a number of ‘quick wins’ such as HML access for some Viterra Grain sites and approval for BAB quad and ABB quad road trains to the A Triple (or Triple Road Train) network in the far north of the state. These are welcome additions to the network.

However SAFC also forsees a number of issues with the report, including a lack of transparency in how projects were rated and how cost benefit/time assessments have been made. A number of projects SAFC raised with seemingly high benefits and little to no cost have been relegated to long timeframes, which runs counter to the methodology outlined in the document.

Government must transparently clarify why these projects have been relegated to the ‘too hard’ basket, despite relatively little apparent cost and high productivity gain. All rankings and cost/benefit analysis undertaken should be made public.

Although the document claims to have consolidated issues, some – such as the addition of the Northern Expressway to the Double Road Train network – are included many times in the tables, sometimes with minor variations or route additions, and with varying implementation/consideration timelines. An example is access to the Two Wells silos – Double Road Train access is to be addressed in the ‘short’ term, however shorter and lighter B-Doubles are to be addressed in the ‘medium’ term. This is confusing, and means that SAFC and affected sectors cannot determine when a project that they raised will be addressed by government. While SAFC considers that the tight 90 day timeline for the project has probably caused some confusion, the current report is not capable of being meaningfully analysed.

One of the first tasks of the 12 month Implementation Team for the 90 Day Project must be to re-issue the tables in a clearer and logical manner so that the implementation timeline for each access improvement can be more easily assessed and identified.

What Governments are doing, and what can be improved

7

Funding for First/Last Mile issues

The Commonwealth’s National Stronger Regions Fund (NRSF) of $1 billion over 5 years is a new, (relatively) small program that offers matching grants of between $20,000 and $10m for capital projects which involve the construction of new infrastructure, or the upgrade, extension or enhancement of existing infrastructure. This program is open to local governments and not-for-profit organisations to apply, and is required to deliver an economic benefit to the region beyond the period of construction. These elements appear to make it an ideal fund to be utilised for addressing first and last mile issues, and SAFC strongly encourages Councils and Regional Development Australia Committees to apply to undertake works to open up restricted vehicle access, for the benefit of local industry.

SAFC’s principal public policy document, Moving Freight (last published in November 2012) advocated at the highest level of urgency and importance for the creation of a state-based funding pool for 20 years to be targeted towards fixing first/last mile issues which have the potential to deliver significant productivity gains. This program should be available for matching funding from the NRSF, and could be designed to follow the success of the Black Spots funding program (delivering road safety benefits), by replicating the targeted small investment model around productivity gains and cost-benefit analysis.

The 90 Day Project Report also recommends “a funding program be developed for consideration by the State and Commonwealth Governments to address ‘last mile’ and access issues where infrastructure needs to be improved”8.

This appears to match the request made by SAFC (above) and adds weight to the repeated calls by industry for such a funding pool to be instituted immediately.

In the majority of cases the funding required to fix first/last mile issues is

relatively small, with potentially massive benefits. These benefits accrue firstly

to the industry affected and its customers through reduced unit prices; and

then through the tax system to all South Australians as a result of improved

competitiveness leading to orders, re-orders and an overall increase in

economic activity, potentially paying back the investment many times over.

In the majority of cases the transport industry does not benefit directly,

especially if less transport units are needed to undertake the same task. In

most instances it is our industry’s customers that capture the productivity

benefit through reduced freight rates and improved competitiveness.

Nevertheless SAFC, as an advocate ‘for freight’ is a strong supporter of a

funding pool to address first/last mile issues – a small state such as South

Australia cannot allow potential productivity and GSP gains to pass by

if we intend to achieve our goals of sustained economic growth.

We need this now.

8 A Modern Transport System for Agriculture – A New Partnership Approach, Government of South Australia and Primary Producers SA March 2015 Pg 14

What Governments are doing, and what can be improved Continued

8

‘Gazettal’ below Design Capacity

SAFC is concerned that in some instances the full value of new infrastructure spending is not being realised due to a failure on the part of state/territory governments to provide regulatory access for RAVs (through the Government Gazette) at the maximum design level for new roads.

For example, the Commonwealth and South Australian Governments have recently spent $723m on building the Northern Expressway (NEXY) and duplicating the Sturt Highway from NEXY to Nuriootpa. These are great investments that benefit all users of the network, however SAFC understands that for all intents and purposes these roads are capable of handling Performance Based Standards (PBS) Level 3 vehicles – Double Road Trains and B-Triples – but inexplicably they have to date only been gazetted at the lower PBS2 (B-Double) level.

SAFC urges the State Government to immediately gazette NEXY and the duplicated portion of the Sturt Highway to the PBS3 network (accommodating vehicles up to Double Road Train and B-Triple Higher Mass Limit categorisation). Required first and last mile connections to key facilities on this corridor will then reveal themselves through a natural process of permit applications, and ultimately gazettal of commonly used links to key facilities and freight generating precincts.

With these additional First/Last Mile access enhancements, benefits would be expected in the first instance to flow to the grain sector (Roseworthy Grain Complex), the wine and cement manufacturing sectors (Barossa Valley) and the export hay sector (Kapunda processing facilities).

In a financially constrained economy it is acknowledged that South Australia cannot afford all the new road transport infrastructure that it desperately needs. Therefore it is critical that the full value of new infrastructure spending is realised by gazetting new roads at their maximum design capacity. Failure to do so is akin to buying an Ultra High Definition television, and proceeding to hook it up to an old VHS video recorder – wasted capacity, wasted opportunities and wasted money.

This represents a 25% lowering of possible freight productivity and

hundreds of additional trucks on the roads each year, with resultant

financial, environmental and safety impacts.

Moreover, these impacts are felt within, across and beyond the region

as larger vehicles are prevented from accessing this relatively small

element of the national highway network.

The Northern Expressway (NEXY). Image courtesy Department of Planning, Transport and Infrastructure (http://www.infrastructure.sa.gov.au/northern_expressway)

9

NLegend

Roads

Northern Expressway and duplicated portion of the Sturt Highway

Immediate beneficiary areas of NEXY and Sturt Highway Gazettal at PBS3

MAP 1

Nuriootpa

HamleyBridge

Mallala

Tanunda

LyndochGawler

Elizabeth

St KildaBurton

Virginia

Birdwood

Williamstown

Golden Grove

Tea Tree Gully

Pooraka

WingfieldLargs Bay

Two Wells

Angaston

Springton

Mount Pleasant

Roseworthy

Kapunda

PortAdelaide

‘Gazettal’ below Design Capacity Continued

BarossaRegion

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Performance Based Standards and Higher Mass Limits

Performance based Standards (PBS) and Higher Mass Limits (HML) are two innovations that offer increased freight productivity to the business community and SAFC (and the broader industry) generally supports their introduction.

However, the transport and logistics industry is reporting that these innovations are more difficult to access than they should be, or that these innovations are not being applied to an entire route (especially the first/last mile). SA is considered by some to be lagging behind other states, where once we were widely regarded as innovators in heavy vehicle access.

Performance Based Standards (PBS) promise great improvements, but have been difficult and expensive for freight businesses to access. Under PBS, decisions on road access are (supposed to) no longer be based upon what a vehicle looks like, but how it performs on the network and how it interacts with other road users.

If the vehicle can operate within a ‘performance envelope’ including length, mass, swept path and turning circle, under PBS it is treated in the same way as other vehicles within that performance envelope, no matter what the configuration looks like.

9 Modified from DPTI https://www.sa.gov.au/topics/transport-travel-and-motoring/heavy-vehicles/operating-a-heavy-vehicle/restricted-route-access/performance-based-standards accessed 4/3/15

PBS Levels9

ROAD NETWORK

VEHICLE LENGTH (METRES)

PBS NETWORK LEVEL

CLOSE PRESENT VEHICLE DESCRIPTION

Level 1A ≤ 20 m 1

Level 2A ≤ 26 m 2

Level 2B >26m but ≤30 m

2

Level 3A ≤36.5 m 3

Level 3B > 36.5 m but ≤42 m

3

Level 4A ≤53.5 m 4

Semi-Trailer

B-Double

B-Double with quad axle groups

Double road train (type I)

No close present vehicle

Triple road train (type II)

Heavy vehicle combination pictures attributable to the National Heavy Vehicle Regulator

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Performance Based Standards and Higher Mass Limits Continued

For example, both Double Road Trains and B-Triples fit inside the PBS level 3 ‘envelope’. However there are separate networks approved for each of these configurations. The shorter B-Triple, which for most intents and purposes performs as well (or better) than a Double Road Train on the network, faces greater restrictions in where it can travel and cannot access Higher Mass Limit (HML) concessions. Ultimately, the B-Triple has a lower level of access to the network.

SAFC believes that all network access permissions should be gazetted at a PBS level, not the level of an individual configuration, and calls upon the South Australian Government to implement this change.

In addition, the current process for having a vehicle combination classified to a PBS level is complex, costly, and arbitrary. This means that the value of the system – one that promised to deliver great advances in heavy vehicle access in Australia is significantly diminished.

SAFC understands that the National Heavy Vehicle regulator (NHVR) recognises that AB triples are comparable vehicles to A-Double road trains with regard to road geometry and operation on approved Type 1 road train routes.

However, the SA Government, through the Department of Planning, Transport and Infrastructure (the Road Manager) has denied access for an AB-Triple at HML to the network already available to Double Road Trains at HML, and requires a PBS approval for each and every vehicle.

As a result of this denial of access on a relatively short element of the corridor (approx. 11km from Bowmans intermodal terminal to Port Wakefield), a smaller and less efficient vehicle is being utilised for the full journey (approximately 560km from Bowmans to Port Lincoln).

South Australia is the only state requiring PBS approval for this vehicle. The ‘Yes, but we are different’ mantra remains firmly in place.

Higher Mass Limits (HML) is another scheme that is being underutilised, but promises significant economic benefits. For example, the 90 Day Project report indicated that upgrading a B-Double from GML (General Mass Limits) to HML offers a 14% productivity gain10.

To be eligible to utilise the HML network, vehicles must be fitted

with certified road friendly suspension systems, and be accredited

under the Mass Management Module of the National Heavy Vehicle

Accreditation Scheme (NHVAS). This ensures that these vehicles do no

more damage to road pavements over time than vehicles of the same

type operating at standard mass limits.

Thus the only reason a HML combination should be denied access to a

road is if there is a specific weight limitation on the infrastructure (such

as a bridge mass limit)11.

10 A Modern Transport System for Agriculture – A New Partnership Approach, Government of South Australia and Primary Producers SA March 2015 p11

11 Ceteris Paribus

12

Performance Based Standards and Higher Mass Limits Continued

Unfortunately, individual road managers (including state governments and local councils) currently maintain a right to unilaterally determine road access issues, including HML applications. This means that there are gaps in network connectivity and the networks for HML and standard mass limits for all vehicle combination types are significantly different – and thus many of the First and Last Mile issues identified in this paper (and the 90 Day Project report) relate to HML access.

SAFC contends that there should be no difference in the HML and standard mass limit networks, unless there is a demonstrable infrastructure weight limit (i.e. a bridge or culvert) that renders this necessary.

This includes ‘commodity networks’ – access provisions that operate for certain commodities (such as grain) for only a few weeks each year (such as around harvest periods). All Commodity Networks are gazetted at General Mass Limits only – which is a major restriction for heavy commodities (such as grain, grapes and timber) which may result in trucks being only partially laden – unreasonably lowering productivity. As with all other networks, SAFC believes that in the absence of demonstrable infrastructure constraints that Commodity Networks should be gazetted at HML – providing access for those with the appropriate vehicles and accreditations.

Also, with the introduction of the National Heavy Vehicle Regulator (NHVR) and the National Heavy Vehicle Law (NHVL), all HML applications are now processed by the NHVR. However the NHVR has no power to make an HML determination without the assent of the ‘Road Manager’ (in SA’s case the Department of Planning, Transport and Infrastructure or a Local Council).

There is an appeals system, but it can be a long and drawn out process, and requires only an internal review. Whilst the same individual that makes the decision to deny a RAV access application cannot undertake a review, it seems unusual that the review is undertaken by someone from within the same organisation.

Conversely, a decision made by the NHVR is subject to external review by a tribunal or court – and seems to provide a more just system for the future12.

Thus under the current system the NHVR is simply providing an additional layer of cost and complexity without adding value to the system. This was not the intention when the NHVR was first mooted.

SAFC supports the consolidation of a sufficiently resourced one stop shop for route and vehicle approvals inside the NHVR and, critically, avoidance of any subsequent unilateral right of state and local governments to veto applications and NHVR decisions. For due process and administrative justice reasons, the review process must be taken away from the organisation that made the original decision.

12 Approved Guidelines for Granting Access, NHVR, Feb 2014 pg 13

The Access and Appeals Process

1. An application is made to the NHVR

2. NHVR seeks approval from the Road Manager

3. Application is either approved (process ends) or is rejected with reasons outlined

4. Applicant accepts decision (process ends) or appeals to the NHVR

5. NHVR passes appeal on to the Road Manager, who conducts an internal

review

6. Application is either approved on appeal, or rejected for a second time

(process ends)

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Where are these First and Last Mile issues?

Appendix 1 contains a table of first and last mile issues that have been reported to SAFC and should be assessed and addressed by all three levels of government in partnership with industry – on the National Freight Network and State roads and highways (including roads in unincorporated areas by the South Australian Government, and on local roads by Councils).

The table also notes whether the project was acknowledged in the ’90 Day Project’ Report, and the timeline indicated by the Government to fix the issue.

The SA Freight Council is constantly collecting information on First/Last mile

issues affecting our members and the wider business/transport community. If

you have an issue that you would like to bring to our attention, you can contact

us – our details can be found on the inside cover of this document.

Image courtesy www.apollominerals.com.au

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Map 1 – Access to/from Yorke Peninsula Ports

N

Scale 1 : 1,155,500

0 km

Legend

10 20 30

36.5m Road Train (HML)

26m B-Double

RoadsCouncil Boundaries

DC COPPER COAST

DC BARUNGA WEST

DC FRANKLIN HARBOUR

YORKE PENINSULA

COUNCIL

NORTHERN AREAS COUNCIL

RC WAKEFIELD

DC MALLALA

ALEXANDRINA COUNCIL

YORKE PENINSULA COUNCIL

ADELAIDE HILLS COUNCIL

DC MOUNT BARKER

Port Broughton

Bute

Clevel

Duke

Moonta

Cowell

Maitland

Maitland

Minlaton

Edithburgh

Yorketown

Dublin

Two Wells

Mallala

Williamstown

Kersbrook

Woodside

Mt Barker

Mt Compass

Strathalbyn

Sturt Hwy

Port Wakefield H

wy

Aug

usta

Hw

y

Lyndoch

Auburn

KapundaHamley Bridge

Snowtown

Balaklava

Halbury

Redhill

Bura

Wallaroo

Ardrossan

Ardrossan

Kulpara

PortWakefield

Port Victoria

Stenhouse Bay

Port Neil

Port Vincent

Port Adelaide

Port Giles

Maitland Rd

Maitland Rd

York

e H

wy

York

e Hwy

Spen

cer

Hw

y

Spen

cer

Hw

y

Art

hurt

on

Rd

Upper Yorke

Rd

St V

ince

nt H

wy

Ardrossan Rd

Port Victoria

Rd

PROJECT 1

PROJECT 2

DC COPPER COAST

DC BARUNGA WEST

DC FRANKLIN HARBOUR


NORTHERN AREAS COUNCIL

RC WAKEFIELD

DC MALLALA

ALEXANDRINA COUNCIL



DC MOUNT BARKER

Port Broughton

Bute

Clevel

Duke

Moonta

Cowell

Maitland

Maitland

Minlaton

Edithburgh

Yorketown

Dublin

Two Wells

Mallala

Williamstown

Kersbrook

Woodside

Mt Barker

Mt Compass

Strathalbyn

Sturt Hwy

Port Wakefield H

wy

Aug

usta

Hw

y

Lyndoch

Auburn


Snowtown

Balaklava

Halbury

Redhill

Bura

Wallaroo

Ardrossan

Ardrossan

Kulpara

PortWakefield

Port Victoria

Stenhouse Bay

Port Neil

Port Vincent

Port Adelaide

Port Giles

Maitland Rd

Maitland Rd

York

e H

wy

York

e Hwy

Spen

cer H

wy

Spen

cer H

wy

Art

hurt

on R

d

Upper Yorke

Rd

St V

ince

nt H

wy

Ardrossan Rd

Port Victoria

Rd

PROJECT 3

26m B-Double HMLMaitland Rd AND/OR

Maitland Rd/Silo Rd

DRT 36.5m (PBS 3A) HMLYorke Hwy / Copper Coast Hwy (Pt Wakefield to Ardrossan and on to Pt Giles)

DRT 36.5m (PBS 3A) HMLCopper Coast Hwy (Pt Wakefield to Wallaroo)

PROJECT 1

PROJECT 2

15

NLegend

Roads

PBS3A routesB-Triple and AB Double access to Bowmans intermodal.

PROJECT 4

Aug

usta

Hw

y

PortWakefield

Bowman’s Intermodal

Balaklava Road

Port Wakefield H

wy

Map 2 – Accessing Bowmans Intermodal Terminal

Scale 1 : 144,448

0 km 2km

PROJECT 4

Railway lines

16

Map 3 – Accessing Heavy Industries at Pooraka

N

Scale 1 : 9,028

0 m

Legend

200m

26m B-Double

Roads

Bridge

Road

Mai

n N

orth

Roa

d

Mai

n N

orth

Roa

d

PoorakaPara Hills

West

Maxwell Road

Maxwell Road

26m B-Double HMLAllow right turn from Maxwell Rd onto Main North Road AND Main North Road onto Maxwell Road

PROJECT 5

PROJECT 5

17

NLegend

Roads

36.5m Road Train (HML) DRT 36.5m (PBS 3A) HMLGreenfields cluster of trucking depots

PROJECT 6

Parafield

Pooraka

ParafieldGardens

Dry North Creek

Dry South Creek

WalkleyHeights

Elder Smith Road

Ryans Road

Mar

tins R

oad

Salis

bury

Hw

y

Salis

bury

Hw

yRyans Road

Go

lden D

erby W

ay

Port W

akefield Ro

ad

Map 4 – Greenfields Cluster of Trucking Depots

Scale 1 : 36,112

0 km 1 km

PROJECT 6

Railway lines

18

Map 5 – B-Double Access through Thebarton

N

Scale 1 : 36,112

0 km

Legend

1km

26m B-Double

Roads

Medindie

North Adelaide

Welland

BromptonCroydon

Thebarton

Torrensville

Cowandilla

Mile End

Richmond

MarlestonWayvilleKeswick

Unley

West Hindmarsh

Port Road

Torrens Road

Robe TceJa

mes

Con

gdon

Dr

Fitzroy Tce

Sir Donald Bradman Dr

Henley Beach Road

Richmond Road

Go

od

wo

od

Road

Prosp

ect Road

South Ro

ad

Sout

h Ro

ad

Park

Tce

North Tce

26m B-Double (PSB 2A) HMLJames Congdon Dr, Port Rd, Railway Tce

PROJECT 7

PROJECT 7

Railway lines

19

Legend

Roads

36.5m Road Train/B-Triple (PBS 3A)

RC WAKEFIELD

DC MALLALA

LIGHT REGIONAL COUNCIL

CC PLAYFORD

BAROSSA COUNCIL


Dublin

Two Wells

Mallala

Nuriootpa

Mount PleasantKersbrook

Woodside

Palmer

Sturt Hwy

Port Wakefield Hwy

Lyndoch

Auburn


Balaklava

Halbury

Port Adelaide

Map 6 – Opening Opportunities through NEXY

BurtonWaterloo Corner

Port Wakefield

Road

Northern Express

Way

Rang

er R

d

Hea

slip

Rd

Penfield Rd

Lovey Rd

Pellew Rd

Huxtable Rd

Edinburgh Rd

Mill Road

Diment Rd

Jarm

yn R

d

BarossaRegion

PROJECT 9

36.5m Road Train/B-Triple (PBS 3A) HML

Access to SCT Intermodal Terminal at Penfield, Ranger/

Jarmyn Rd (from Penfield Rd) to facility

PROJECT 8, 10 & 11

36.5m Road Train/B-Triple (PBS 3A) - Northern Expressway & Sturt Hwy Duplication and beyond.Connections to key facilities - Horrocks to Roseworthy Silo Complex, Thiele Hwy to Kapunda Hay Processing Facilities or Greenock Rd, Barossa Network linking Barossa Valley Wineries, etc, eventual connections to facilities beyond (Riverland etc).

N

Scale 1 : 577,791

0 km 10 km

Council Boundaries

PROJECT 8, 10 & 11

Railway linesRoads36.5m Road Train/B-Triple (PBS 3A)

20

Map 7 – Linking DRT’s and B-Triples to the Barossa and Beyond

N

Scale 1 : 72,224

0 km

Legend

1km

DRT 36.5m (HML)

26m B-Double (HML)

Roads

Sturt Hwy

Sturt Hwy

Stoc

kwel

l Roa

d

Stoc

kwel

l Roa

d

Sam

uel

Roa

d

Baro

ssa

Val

ley

Way

Burings Rd

Seppeltsfield RdSiegersdorf Rd

Basedow Rd

Greenock Rd

Pipeline Rd

Carrara Hill Rd

Kalimna Rd

Penrice RdRailway Tce

Tolley Rd

Angaston Rd

Nuriootpa

Tanunda

Angaston

26m B-Double access to key sawmill facility, Tolley Road/Old Mill Road.

DRT 36.5m (PBS 3A) HMLAdelaide Brighton Cement, Stockwell Rd to Carrara Hill Rd and onto NEXY (also requires Gazettal). Also Penrice Rd and Samuel Rd.

PROJECT 12

PROJECT 14

PROJECT 12

PROJECT 14

21

NLegend

Roads

26m B-Double (HML)

26m B-Double HML – Menge Road, Murray St (or alternative route linking both sides of Tanunda), Burings Rd.

Seppeltsfield Rd

Siegersdorf RdBurings Rd

Para Rd

Basedow Rd

Bethany Rd

Sturt Hwy

Sturt Hwy

Sam

uel

Roa

d

Men

ge

Roa

d

Nuriootpa

Tanunda

Baro

ssa

Val

ley

Way

Ston

ewel

l Roa

d

Murra

y Stre

et

Map 8 – Links in the Barossa

Scale 1 : 72,224

0 km 1km

PROJECT 15, 16 & 17

PROJECT 15, 16 & 17

22

Map 9 – Links through and around Eudunda

N

Scale 1 : 18,056

0 m

Legend

500m

26m B-Double

Roads

Eudunda

Salevards Road

Pine Ave

Three Chain Road

Heron Rd

Rosella Rd

South Tce

Peep Hill Road

Bunker Rd

Industry Rd

Bru

ce S

t

Railw

ay P

de

Thiele Hwy

World

’s End H

wy

Worlds End Hwy - Bruce St - Railway Pde to Thiele Hwy (not required if other routes established on edge of township).

26m B-Double HML - Connecting Worlds End and Thiele Hwys with connection to Grain Bunker (Saleyards Rd) and Silo (South Tce). Add South Tce to either Three Chain Rd or Saleyards Tce.Add either Industry Road (to Saleyards Rd) or Three Chain Rd-Bunker Rd (to Saleyards Rd). Add Saleyards Rd (elements depend on which route preferred).

PROJECT 18 & 19

PROJECT 20

PROJECT 20

PROJECT 18 & 19

23

NLegend

Mal

lala

Ro

ad

Mallala

Two Wells

Port Gawler Road

Gawler Road

Dublin Road

Sharpe Rd

Old Port W

akefield Road

Port Wakefield Hwy

Map 10 – Two Wells to Mallala and Beyond

Scale 1 : 144,448

0 km 2km

26m B-Double

Roads

Road Tr

ain

Dr

Two Wells

Port Wakefield Hwy

Sharpe Rd

PROJECT 24

PROJECT 25

36.5m DRT at HMLUnable to turn right

and travel to Port Adelaide from Two

Wells silo complex with any vehicle larger than

6-Axle Artic.

Restriction

26m B-Double at HMLConnect Mallala to pt Wakefield Hwy, Two Wells, inc. Cameron Tce (23m HML B-Double allowed on Mallala Rd today).

PROJECT 24

36.5m Road Train HMLRoads

24

Appendix 1: Known First/Last Mile Issues

MapNo.

Project No.

Affected Road(s)

Industry/ Sector/

Business

Current PBS Level

Required Truck

Type/PBS Level

Stretch and length of Roads

InvolvedFreight Transport Issue

1 1Yorke Hwy,

Copper Coast Hwy

Grain, Livestock,

Mining, General Freight

2A

DRT – 36.5m

(PBS 3A) HML

Copper Coast Hwy from A1 (Port Wakefield Road) to Yorke Hwy; Yorke Hwy to Ardrossan Silos – approx 48 km

The DRT network on the Yorke Peninsula (Ardrossan - Pt Giles) is isolated and merely connects 1 silo complex to a single port. A link from Ardrossan silos to the A1 just north of Pt Wakefield is required to provide a high capacity link from the lower Yorke Peninsula network to the rest of the state network, facilitating grain movements too and from key silo complexes, Pt Giles and Pt Adelaide as well as Bowmans Intermodal complex, future mining supply movements and general cargos. Some preliminary work has been undertaken (jointly funded by industry and government) but current status is unknown.

1 2 Copper Coast Hwy Grain 2A

DRT – 36.5m

(PBS 3A) HML

Route to follow existing B-Double route from Pt Wakefield to Wallaroo (port/silo complex)

This route is needed to move grain from Mid North silos and Bowman’s Intermodal to port at Wallaroo for export. Current movements utilising B-Doubles only is inefficient and increases the total number of trucks on roads and environmental impacts. There is a link between this project and Project 1 (Ardrossan - Pt Wakefield).

1 3 Maitland RdGrain, local

primary producers

23m B-Double only on

Maitland Rd. No

access on Silo Rd.

26m B-Doubles (Full PBS 2A) HML

Maitland Road from the termination point (Old Pump Rd/Airstrip Rd) of the 26m B-Double network to Coast Road (Yorke Hwy) OR along Silo road from Maitland Rd network termination point to Coast Road

The Maitland Rd 26m b-double network stops abruptly just prior to the Silo Rd turn off, requiring grain transport to use inefficient vehicles.

2 4 Balaklava Rd

Transport (Bowmans

Intermodal), Primary

Producers (Seafood,

Grain, Hay), General Freight. Future mining

potential.

3A

B-Triple (3A) HML

AND AB Double

HML

Balaklava Rd from A1 at Port Wakefield to Bowmans Intermodal, matching the current 36.5m HML Road Train route

HML Double Road Trains at 36.5m currently use this route - access by shorter B-Triples (35m) at HML should be allowed. Both are PBS level 3A vehicles and should be treated similarly.

3 5Maxwell Rd, Main North

RdVarious 2A 26m

B-DoubleIntersection - right turn prohibited

The Maxwell Rd/Main North Road intersection is left turn in-left turn out only, creating issues for traffic wishing to turn north on main north rd. from Maxwell Rd; and east from Main North Rd into Maxwell Rd. Turns are controlled by traffic signal in all directions at this intersection.

4 6

Ryans Rd, George St, Berlfree Dr, Greenfields

Dr, Elder Smith Rd, Salisbury

Hwy,

Road Transport Depots

(eg: Dennis Transport,

Whiteline Tsp, Territory Freight

et al)

Level 3A for parts of Ryans Rd

only

DRT - 36.5m

(PBS 3A) @ HML

Ryans Rd from network termination point to Salisbury Hwy, Salisbury Hwy from Ryans Rd to Greenfields Dr, George St (all), Elder Smith Rd, Belfree Dr

Greenfields has emerged as a significant new road transport hub, adjacent to the interstate road corridor (A1) nearby. The area requires expansion of the 36.5m HML network to facilitate growth and efficient combination use to link to the 36.5m HML interstate corridor nearby. Essentially, the area’s status should be recognised as a road transport hub similar to Regency Park, with similar access provided.

25

Possible Commodity Network?

Beneficiaries of Any

Upgrade/Resolution

Related 90 Day Project Issue(s)90 Day Project

Timeframes

SAFC Comment on 90 Day Issues

No. Year round access is required to facilitate general domestic movements, as well as movements too/from grain ports and key facilities (saleyards, silo etc) as well as emerging mining opportunities

Grain industry, Livestock movements (to and from markets/saleyards/processing facilities) emerging mining industry (eg: Hillside at Ardrossan), General Freight.

Permit Road Trains HML on the Copper Coast Highway and Yorke Highway between Port Wakefield and Ardrossan and Port Wakefield and Wallaroo.

Medium (up to 5 years)

Unclear as to the actual timeframe for the issue to be addressed by government. Some items broad/non-specific. Additional corridors should be considered only after main route is fixed: eg: DRT @ HML from Pt Giles to Maitland via Minlaton; Maitland to Minlaton; Minlaton to Stansbury; Urainia to Balgowan Rd via South Kilkerran Rd.

Permit 36.5 metre Road Trains access between Ardrossan to Port Wakefield - with a branch off to quarries in the Clinton Area.


Permit B-double and Road Train access from Ardrossan to Pt Wakefield / Pt Giles to Maitland via Minlaton / Maitland to Minlaton /Minlaton to Stansbury /Urainia to Balgowan Rd via South Kilkerran Rd.

Appendix D (‘For Future

Consideration’)

Extend the Road Train route from Ardrossan to Port Wakefield. Permit Road Train access to farm properties.


Consideration’)

No. Year round access is required to facilitate movement to/from grain port.

Grain industry, fertiliser imports through Wallaroo, general freight

Permit Road Trains HML on the Copper Coast Highway and Yorke Highway between Port Wakefield and Ardrossan and Port Wakefield and Wallaroo.


Would link mid-north silo complexes into Wallaroo. No YP Silo complex links to the Copper Coast Hwy indicated as yet.

Yes. Principal use during grain harvest

Grain industry, primary producers

Permit B-double heavy vehicles access to Maitland Rd, Maitland. Silo Rd not addressed.

Maitland Rd Long

(over 5 years)

Access is already available to the majority of Maitland road - only a short stretch is required to be gazetted. Timeframes long for what seems to be an insignificant element of network?

No - Year round access required

General Freight, Bowmans Intermodal, Balco, Hay industry, Grain, Seafood industry. Mining potential appears to be large.

Upgrade the access level on Balaklava Rd, Balaklava to permit Road Trains.

Long (over 5 years)

DONE

Double Road Trains operating at HML are already allowed on the relevant portion of Balaklava road. Access for the shorter, lighter and safer B-triple is required. The listing for B-Triples suggests that this will be dealt with in the medium term, but as DRT access is permitted now, this should be immediate. Requirement for PBS assessment seems irrational.

Upgrade access between the Bowmans Intermodal rail link just outside of Balaklava and Port Wakefield to permit access to B-Triples & AB Double Road Trains operating at HML.


No

Various industries (including heavy engineering)

Upgrade Maxwell Rd, Main North Rd Para Hills to allow Road Train access.

Long (over 5 years)

SAFC highlighted B-double, not DRT access (this is not a DRT route). Evaluation should be revisited based on B-double access

No - Year road access to road transport hub area is required.

Road Transport industry, all users of road freight

Approve Double Road Trains access between Ryans Rd, Salisbury Highway and Greenfields Drive George St.

Long (over 5 years)

Belfree Drive and Elder Smith Rd omitted from 90 Day Project listing. Key emerging road transport cluster.

26

Appendix 1: Known First/Last Mile Issues Continued

MapNo.

Project No.

Affected Road(s)

Industry/ Sector/

Business

Current PBS Level

Required Truck

Type/PBS Level

Stretch and Length of Roads Involved Freight Transport Issue

5 7

James Congdon Drv,

Port Rd AND/ORRailway

Tce, James Congdon Drv,

Port Road

Beverages (Lion Nathan

(Port Rd Brewery), Coca Cola)

Nil26m

B-Doubles (2A) HML

James Congdon Drive from South Rd to Port Road, Port Road north to join current network AND/OR extend railway tee network north from current termination point to James Congdon Drv, James Congdon Drv to Port Road, and from Port Road north to join current network.

Adding this network would provide network connectivity to the Lion Nathan brewery (and other businesses such as Coca Cola) from the South, eliminating the need to undertake a long detour with several right hand turns. There are two possible entry points onto James Congdon Dr, from South Road or Railway Tce - investigation of these intersections would reveal the best option (or BOTH).

6 8Northern

Expressway / Sturt Hwy

All sectors 2A HML

DRT - 36.5m (PBS

3A) and B-Triple

(3A) HML

Northern Expressway from Pt Wakefield Rd to end of Duplication of Sturt Highway in the first instance. Then consider opportunity to extend beyond (towards Riverland and Vic border)

Significant investment has been made in recent times into the Northern Expressway (NEXY) and Sturt Highway Duplication Projects. Increasing access levels to PBS 3 levels will capitalise on this investment (currently gazetted below design capacity) and reveal opportunities to expand access to key facilities adjacent to this network. SAFC understands that no investment is required to add this element to the network (although some investment will likely be required to add First/Last Mile connections to key facilities). GAZETTAL BELOW DESIGN CAPACITY!

6 9Ranger /

Jarmyn Rd & Pellew Rd

Multiple (inc SCT Logistics)

2ADRT/B-Triple

(PBS3) HML

Ranger Rd / Jarmyn Rd from Penfield Rd and on to the SCT Intermodal Facility

Need Gazetted DRT and B-Triple access into this key intermodal facility to facilitate the movement of goods. Can follow existing B-Double route into the terminal

6 10

NEXY/Sturt Hwy

Extension 1: To Kapunda

via Thiele Hwy

OR Greenock Rd

Hay & Stock feed (JT

Johnsons)2A HML

DRT - 36.5m (PBS

3A) HML

From the termination point of the proposed DRT network on the Northern Expressway to Kapunda via either Sturt Hwy, Thiele Hwy OR Sturt Hwy, Greenock Rd

Johnsons is a significant international exporter of hay and stock feed products via Port Adelaide. Currently limited to B-Doubles, despite the availability of DRT routes on Pt Wakefield Rd from NEXY to Pt Adelaide, and investment into the network from NEXY to Kapunda. DRT traffic could be routed via the Thiele Hwy or Greenock Rd, depending on road capability and network interaction issues. See Project No. 12 (Adelaide Brighton issue) also - suggests Sturt Hwy/Greenock may be best option.

27



Upgrade/Resolution

Related 90 Day Project Issue(s)90 Day Project

Timeframes



Lion Nathan, Coca Cola, other nearby businesses

Upgrade James Congdon drive, Port Rd and Railway Tce, James Congdon Drv, Port Road to allow B-double access

Short (up to 12 Months)

90 day statement somewhat confusing, with James Congdon Drv and Port Road listed twice. Likely only one element required? Some construction currently underway on JC Drive.


Grapes/Wine, Hay, Livestock, Grain, General Freight and Rail Freight (Penfields terminal) in the short term (after connection to this network); Additional General Freight, Interstate movements, Citrus (Riverland) etc after extension towards Riverland, Sunraysia and Victorian border area.

Permit Road Trains on the Northern expressway between Pt. Wakefield, Roseworthy and the Barossa.


Consolidation and clarification is required – what timeframe for the NEXY & Sturt highway portions of this route? THEN timeframes for the various extensions beyond the end of the Sturt Hwy duplication. SAFC understands that only the ‘stroke of a pen’ is required for NEXY and the duplicated Sturt Highway – this should be immediate (or short term at worst) not medium (up to 5 years) or long (over 5 years). A variety of other access opportunities emerge once this KEY element of the network is added (eg: Roseworthy, Barossa Valley, Kapunda).

Approve Double Road Train access to the Northern Expressway, Sturt Highway, Carrara Hill Rd, Stockton Rd and Penrice Road.

Long (over 5 years)

Upgrade the Northern Expressway (to link up with Port Wakefield Road) to permit Road Train access.

Long (over 5 years)

Permit Road Trains on the Northern Expressway and the Sturt Highway, through to Yamba/Victorian Border.

Long (over 5 years)

Upgrade the access level of the Northern Expressway, Sturt Highway, Thiele Hwy or the North Eastern Expressway and the Sturt Highway and Greenock Rd to allow Road Train access.

Long (over 5 years)

Upgrade the Northern Expressway, Sturt Highway, Horrocks Highway to allow Road Train access.

Long (over 5 years)

Upgrade the access level of the route from Highway One Port Wakefield Road, Virginia to the Northern Expressway onto the Sturt Highway to Lauckes Mill at Daveyston to HML.

Long (over 5 years)

Upgrade the Sturt Highway to allow Road Train access. Long (over 5 years)

Permit Road Train and B-double access between:• Jamestown to Hallet to Morgan to Lake Bonney onto Sturt highway

and then through Loxton to Yamba to the SA/VIC border; and• 15km south of Loxton on the Pinaroo Rd to Westbrook feedlot.

NEW LISTING PROBABLE


Consideration’)

No

All users of the terminal – many different beneficiaries and industry sectors

Upgrade access to Jarmyn Rd & Pellew Rd Penfield SA to permit Road Trains.


Note that B-Triple access is required as well as DRT - these vehicles are lighter, shorter and safer.

No

Johnsons (Hay) and other users of the network in general.

Grant Road Trains access from Eudunda along the Thiele and Sturt Highways to Port Wakefield Road and the Riverland


Timelines presented here are contradictory. Kapunda to Port Adelaide is not possible without the NEXY/Sturt Highway link (above), so short timeframe is NOT possible if NEXY timeframe is med-long?

Upgrade access level of Northern Expressway, Sturt Highway, Thiele Hwy or the North Eastern Expressway and the Sturt Highway and Greenock Rd to allow Road Train access.

Long (over 5 years)

Upgrade access between Port Adelaide and Perry Rd Kapunda to allow A Double and B-double heavy vehicle access


28


MapNo.

Project No.

Affected Road(s)

Industry/ Sector/

Business

Current PBS Level

Required Truck

Type/PBS Level


6 11

NEXY/Sturt Hwy

Extension 2:Horrocks Highway

Grain (Viterra’s

Roseworthy Silo Complex)

2A DRT (PBS3) HML

From the termination point of the proposed DRT network on NEXY/ Sturt Hwy, then the Horrocks Highway and access into Roseworthy silo complex.

Movement of grain efficiently throughout the region, and also to Pt Wakefield Road and onwards to Pt Adelaide. Roseworthy silo complex is a key strategic site in the grain storage network and handles large volumes of freight year round.

7 12

NEXY/Sturt Hwy

Extension 3:Carrara Hill

Rd, Stockwell Rd (and likely Penrice Road)

Cement (Adelaide Brighton Cement) / Other

products (including

mining sector)

2A HMLDRT -

36.5m (PBS 3A) HML

From the termination point of the proposed DRT network on NEXY/Sturt Hwy, along Carrara Hill Rd and Stockton Rd. Adding Penrice road (as per HML B-Double Network) increases benefits.

Adelaide Brighton Cement (AdBri) moves significant quantities of freight from Angaston to Birkenhead for export (and also trucks large quantities to Port Adelaide for consolidation onto DRT’s to go north to mines (due to network restrictions at NEXT/Pt Wakefield Rd junction). Adding this route to DRT @ HML network would significantly reduce the number of trucks travelling Pt Wakefield Rd to Port Adelaide and back purely for consolidation, as well as reducing truck numbers due to using higher productivity vehicles. AdBri has also purchased the former Penrice quarry in Angaston, and could benefit from DRT movements to this facility (already B-double HML). Longer term right hand turn capability from NEXY to Port Wakefield Rd (heading northwards) would also be of great benefit to AdBri and other users.

7 13Seppeltsfield

Road, Samuel Rd

Beverage (inc. Tarac Distillery), Sawmills, Industrial

2A26m

B-Double HML

Open the GML B-Double network on Seppeltsfield Road and Samuel Rd near Nuriootpa to HML vehicles

While GML B-Doubles have access to the Sturt Hwy from the Barossa Valley Way, HML vehicles can not access this key corridor due to a break in the network on Sepplesfield Rd and Samuel Rd. This is important for the wine/beverage industry that operate at high mass.Also provides access to an identified future industrial land supply area which may be less viable for many uses without this access.

7 14 Tolley Rd/Old Mill Rd

Wood products

(pallets) KSI Sawmills

Nil26m

B-Double HML

Tolley Rd / Old Mill Rd leading to sawmill

Provides B-Double access into the KSI facility from the Sturt Hwy and to other Barossa destinations

8 15

Burings Rd, Barossa

Valley Way & ‘Kromer’s Crossing’

Beverage/Wine

(Richmond Grove)

26m B-Double

Add Burings Rd and a small section of the Barossa Valley Way to the B-Double network. Also includes the ‘Kroemer’s Crossing’ constraint at the Burings Road/Vine Vale Rd/Barossa Valley Way junction. A roundabout with rail in the middle has been suggested for this point - would require further investigation

This change would allow more direct access to the Sturt Highway, and hence the Riverland and other grape growing regions.

8 16

Murray St Tanunda or alternative township bypass linking

Barossa Valley Way

Wine, general freight

GA (PBS1)

HML B-Double

Murray St - linking the Barossa Valley Way on both sides of the township OR Alternative bypass option (such as Menge Rd/Bethany Rd)

There is a critical break in the Barossa B-Double network through Tanunda, limiting access to the Sturt Highway. Adding Murray Street , Tanunda to the network is a possible solution but difficult due to its ‘Main Street’ nature. Alternatives need to be investigated eg: Menge Rd/Bethany Rd.

29


Beneficiaries of Any Upgrade/Resolution Related 90 Day Project Issue(s)

90 Day Project

Timeframes


No - strategic site - year round operations

In addition to beneficiaries emanating from overall NEXY/Sturt Hwy addition to the network the local grain and wine industry will benefit from addition of Horrocks Hwy.

Upgrade the Northern Expressway, Sturt Highway, Horrocks Highway to allow Road Train access.

Long (over 5 years)

SAFC understands that the NEXY / Sturt Hwy element is already capable of handling larger vehicles. Relatively short remaining element to Roseworthy likely to be relatively simple.

Permit HML 36.5 HML Road Trains access between the Viterra grain site at Roseworthy and Adelaide.

Long (over 5 years)

No - Year round use required

Adelaide Brighton Cement, Wine Industry (and other users of the network in general)

Approve Double Road Train access to the Northern Expressway, Sturt Highway, Carrara Hill Rd, Stockton Rd and Penrice Road.

Long (over 5 years)

Justification is required for such a long timeframe on an issue with such obvious and significant benefits. This project would take a large number of trucks off the Adelaide metro network. Capability to perform right hand turn at NEXY/Pt Wakefield Rd junction will remove unnecessary travel and facilitate movement towards the north of the State (and key mining areas).

No Barossa Valley wine/beverage industryKSI sawmills

Upgrade Seppeltsfield Road and Samuel Rd, Seppeltsfield to permit B- double HML heavy vehicles.


Gazetted – Project Complete

Permit B-double HML heavy vehicles access to Samuel Rd, Barossa

Long (over 5 years)

No Wineries (supplied from KSI), other local businesses

Upgrade access between Tolley Rd and Old Mill Rd to permit B-double heavy vehicle access

Long (over 5 years)

HML requirement not noted/taken into consideration.

No Barossa Valley wine/beverage industry

Upgrade access between Burrings Rd, Barossa Valley Way & Kromer’s Crossing to permit B-double heavy vehicle access

Long (over 5 years)

No Wine, other Not addressed

30


MapNo.

Project No.

Affected Road(s)

Industry/ Sector/

Business

Current PBS Level

Required Truck

Type/PBS Level


8 17Multiple

routes around Tanunda

Wine, general freight

GA (PBS1)

HML B-Double

Tanunda Route Upgrades:Menge Road - full lengthBurings Road - see Project 14 (Richmond Grove) aboveGerald Roberts Road - from Gomersal Road to Seppeltsfield Road.

Facilitates improved transport around/through the Tanunda township - critical for transport to, from, through and around the Barossa Valley

9 18 South Terrace, Eudunda

Grain, primary

producers

GA (PBS1)

HML B-Double

Approx 50-100m of South Terrace Eudunda from the Thiele Hwy to the entrance to the Eudunda Silo complex.

This short portion of road added to the network would allow connection to the nearby Thiele Hwy at greater mass, lowering the overall number of vehicles accessing the site and significantly increasing productivity.

9 19Various possible

(Eudunda Area)

Grain, primary

producers

GA (PBS1)

HML B-Double

Three Chain Rd to Bunker Rd, Bunker Rd to Saleyards Rd, Saleyards Rd to Bunker entrance; OR Industry Rd to Saleyards Rd, Saleyards Rd to Bunker entrance; AND either Three Chain rd. from Bunker Rd to South Terrace, South Terrace to Thiele Hwy OR Saleyards Rd from Bunker to South Terrace to Thiele Hwy.

The Eudunda Bunker is isolated from the B-Double network, despite nearby connecting routes. Adding this link allows movement of grain from surrounding areas to the Bunker and Silo to Bunker movements.

9 20

Burra-Eudunda Rd (World's

End Hwy) from Industry Rd

down Bruce St and Railway

Parade to Thiele Hwy.

Grain, primary

producers

GA (PBS1)

HML B-Double

Burra-Eudunda Rd (World’s End Hwy) from Industry Rd down Bruce St and Railway Parade to Thiele Hwy.

There is a ‘missing link’ through Eudunda, causing grain transport to use inefficient vehicles.

This link may not be necessary if Project 19 (access route via the Eudunda bunker) is created, eliminating the need for this route through the township.

21Frith Road / Darbon Tce

(Crystal Brook)

Grain, primary

producers2A HML DRT Stretch of road from end of current RT

route to Crystal Brook silos (Viterra). Provide for HML access increasing efficiency and reducing truck numbers.

22

Adelaide Road / Railway Tce West

(Snowtown)

Grain, primary

producers2A HML

B-DoubleStretch of road connecting Snowtown Viterra site to Augusta Highway.

Provide for HML access for B- Doubles increasing efficiency and reducing truck numbers.

23

Farrell Flat Road / Copper

Ore Road / Napier St /

Patterson Tce

Grain, primary

producers2A HML

B-DoubleStretch of road connecting Barrier Hwy and Farrell Flat.

Provide for HML access for B- Doubles increasing efficiency and reducing truck numbers.

31



Upgrade/Resolution

Related 90 Day Project Issue(s) 90 Day Project Timeframes


No Wine, other Not addressed

NoPrimary producers, grain industry

Upgrade the entrance to the Viterra site at Eudunda to allow access to B-double HML heavy vehicles.


There seems to be a conflict between the ‘medium’ timeframe for HML B Doubles and the ‘For Future Consideration’ of HML more generally. SAFC contends that the specific South Terrace gazettal should be on a ‘short’ timeframe.

Grant Road Trains access from Eudunda along the Thiele and Sturt Highways to Port Wakefield Road and the Riverland.


Upgrade access to South Terrace, Eudunda to permit B-double vehicles access to the grain silo and bunker.


Upgrade access to the Viterra grain site at Eudunda from HML 19 metres to HML 26m B-double.


Upgrade access to the Viterra grains site at Eudunda from HML 19 metre Semitrailer to HML 26 metre B-double heavy vehicle.


Ensure higher mass vehicles have access to the Eudunda silo site.

Appendix D (‘For Future Consideration’)

Grant B-double heavy vehicles access through Eudunda in a North/South direction. Short (up to 12 Months)



Greatly welcomed, however the proposed route needs to be specified – if the route is via south terrace there would be a timing conflict with the issue above.

NoGrain industry, primary producers

Upgrade access between Eudunda and Burra to permit B- double– HML heavy vehicles.


Strong links with other Eudunda issues should be noted - a joint solution is possible and preferable. Possible South Tce, Saleyards Rd and Industry Rd solution for all 3 Eudunda items (Projects 18, 19 & 20).



Upgrade Road Train access between farms and silos in the Port Pirie and Crystal Brook area.


Upgrade access to the Viterra grains site at Crystal Brook from HML 26 metre B-double to HML 36.5 metre Road Train.



Upgrade access to the Viterra grains site at Snowtown from GML 26 metre B-double to HML 26 metre B-double. Short (up to 12 Months)


Upgrade access to the Viterra Grain Site at Farrell Flat from GML 26 metres to HML 26 metre B-double heavy vehicles Medium (up to 5 years) Justification required for

such a long timeframe where combination length is not increasing, and no bridgesUpgrade access to Farrell Flat Rd into Clare to permit B-double

heavy vehicles.Appendix D (‘For Future

Consideration’)

32


MapNo.

Project No. Affected Road(s)

Industry/ Sector/

Business

Current PBS Level

Required Truck

Type/PBS Level


10 24

Mallala - Two Wells Rd / Cameron

Tce OR Sharpe Road, Mallala - Two Wells Road, Cameron Terrace

Grain, primary

producersGA (PBS1) HML

B-Double

Mallala to Pt Wakefield Hwy at Two Wells, via Mallala Road; plus Cameron Terrace at Mallala. Alternative route: Sharpes Road to Mallala - Two Wells Road, and on to Cameron Terrace.

Provide for HML access for 26m B- Doubles increasing efficiency and reducing truck numbers. Alternate route: as above, but also directs heavy vehicles out of Two Wells (away from schools), and provides the possibility of a joint solution at Port Wakefield road with Project 25 ( Two Wells Silos).

10 25 Pt Wakefield Rd (Two Wells)

Grain, Viterra

PBS3 with

restriction

DRT/B-Triple

(PBS3) HML

Right turning movement southwards from Middle Beach Rd to Pt Wakefield Rd

Despite a PBS 3 corridor going right by, Road Trains can not travel from the Two Wells Silos towards Port Adelaide (and its deep water grain port), due to right turn limitations at the Middle Beach Rd / Pt Wakefield Rd corner. This project presents a significant opportunity to improve grain supply chain productivity.

26 Balaklava Rd, Blyth Plains Rd to Auburn

Grain, primary


B-DoubleRoad connecting Balaklava – Auburn and Horrocks Hwy

Provide for HML access for B- Doubles increasing efficiency and reducing truck numbers as part of solution with Saddleworth (below) to reduce overall truck kms by not using long routes to go around.

27

Saddleworth Rd, linking Barrier Hwy

(Saddleworth) to Auburn

Grain, primary


B-Double

Road connecting Barrier Hwy and Horrocks Hwy (Auburn) and with addition of Balaklava Rd (see above), linking Balaklava – Auburn – Saddleworth

Provide for HML access for B- Doubles increasing efficiency and reducing truck numbers as part of solution with Saddleworth to reduce overall truck km’s by not using long routes to go around.

28 High School Rd (Gladstone)

Grain, primary

producers2A HML

DRT/B-Triple

(PBS3) HML

Stretch of road from Gladstone bunker site exit to High School Rd at Gladstone

Diversion of Double Road Trains from High School Road for safety reasons.

29 MultipleMeat

(Lobethal Abattoirs)

26m B-Double

B Double access from Lobethal to Mannum, Murray Bridge & the Gawler Bypass

Provides higher capacity access to key supply areas and customers. Investigation of the interaction between the relatively high volume of tourists in the area and the capacity of the road network to safely handle increased turning circles/swept paths would be required.

33



Upgrade/Resolution

Related 90 Day Project Issue(s) 90 Day Project Timeframes


YesPrimary producers, grain industry

Upgrade access between Two Wells and Mallala (access to the Koruyne Feedlot) to permit B-double heavy vehicles.


Upgrade the Commodity Routes between Roseworthy / Mallala / Two Wells / Kapunda to allow B-double heavy vehicle access. Short (up to 12 Months)

NoGrain industry, primary producers

Allow traffic to turn off Pt Wakefield Rd to the Two Wells Silo site via a new Slip lane. Long (over 5 years) DONE

Significant access improvements recently implemented. However, the key right turn from the silo complex towards Port Adelaide is outstanding!

Extend 36.5 metre Road Train access from the intersection of Pt Wakefield Hwy & Middle Beach Rd, Port Wakefield to the Viterra grain site at Two Wells.

Short (up to 12 Months) DONE

Upgrade access to Viterra Two Wells grains site to B double HML and higher.

Short (up to 12 Months) DONE

Upgrade access to the Viterra grain site at Mallala/Two Wells from HML 23 metres B-double to HML 26 metres B-double.

Medium (up to 5 years) DONE

No

Livestock / Meat, Adelaide Hills businesses, primary producer

Ensure B-double access from the SE Freeway into Lobethal Appendix D (‘For Future Consideration’)

Some delivery date confusion, clarity needed on the timeframe for each route. Some conflicts, eg Mt Barker to Lobethal (via Nairne/Woodside) and SE Freeway to Lobethal have the same practical effect with different timeframes. Greater consultation required to identify best routes.

Allow B-double livestock carrier access between Dublin and Lobethal via Palmer. Medium (up to 5 years)

Upgrade access between Lobethal and Mannum, Murray Bridge and the Gawler Bypass to permit B-double heavy vehicles.

Long (over 5 years)

Upgrade access from Mt Barker to Nairne to Woodside to Lobethal to permit B-double heavy vehicles. Long (over 5 years)

Upgrade the route to the Lobethal abattoir via Palmer and Tungkillo to permit B-double heavy vehicle access. Medium (up to 5 years)


Permit B-Double HML heavy vehicle access between Saddleworth and Bowmans Medium (up to 5 years)

Upgrade RAV access to roads in the vicinity of Saddleworth Appendix D (‘For Future Consideration’)


Upgrade access between Auburn and Halbury to permit B-doubles.


Some confusion over timelines

Permit B-Double HML heavy vehicle access between Saddleworth and Bowmans Medium (up to 5 years)


Upgrade access to the Viterra grains site at Gladstone from HML 26 metre B-double to HML 36.5 metre Road Train. Long (over 5 years)

High School related issue needs to be addressed sooner rather than ‘in the long term’.

Upgrade access to the Viterra site, Gladstone, to Main North Road and surrounding unsealed district roads for Road Train use.


Permit Road Trains from Possum Park Road from Wilkins Highway to Laura and Laura to Gladstone silos, including the side road access to these roads.


34


MapNo.

Project No. Affected Road(s)

Industry/ Sector/

Business

Current PBS Level

Required Truck

Type/PBS Level


30 Main Street - Edgar Street (Brinkworth)

Grain, primary

producers

HML B-Double

Stretch of road connecting site through main street

Provide for HML access for B- Doubles increasing efficiency and reducing truck numbers as is currently singles only.

31 Horricks Highway / Girdham Road

Grain, primary

producersHML RT Stretch of road leading from

Murraytown to Melrose Silo

Provide for HML access increasing efficiency and reducing truck numbers for transporting grain to rail head at Gladstone.

32 Ferries McDonald Road

Grain, primary


B-Double

Stretch of road between Wellington – Langhorne Creek road through to the South Eastern Freeway

Provide for HML access increasing efficiency and reducing truck numbers.

35


Beneficiaries of Any Upgrade/

ResolutionRelated 90 Day Project Issue(s)

90 Day Project

Timeframes


No Primary producers, grain industry

Upgrade access to the Viterra grains site at Brinkworth from GML 19 metre Semitrailer to HML 26 metre B-double.


May be fixed although does not extend to Edgar Street. Further research required.

No Primary producers, grain industry

Upgrade access to the Viterra grains site at Melrose from GML 26 metre B-double to HML 26 metre B-double.

Medium (up to 5 years) Further clarity of route is necessary.

No

primary producers, grain industry, Viticulture, Milk processing plant, Composting facility

Not addressed

For further information, contact the South Australian Freight Council

on [email protected] or www.safreightcouncil.com.au

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