The current debate regarding B-double A trailer registration charges had TIC members thinking about other regulations and charges that have a negative influence on heavy vehicle productivity and innovation.
Just as it makes no logical sense that the shorter trailer in a B-double combination should suffer from a registration charge that is greater than a much larger and productive semi-trailer, there are other anomalies in our charges that may prevent truck operators from having the best vehicle for their needs.
Let’s compare a couple of examples to see what I mean.
Truck A: A maximum length three axle rigid truck, with a long body that can carry 14 pallets. These trucks are limited to a gross vehicle mass (GVM) of 23 tonnes, or 23.5 tonnes where Higher Mass Limits (HML) apply, and typically use up all of the 12.5m overall length limit. Due to the extended wheelbase of these trucks, the operator must be very careful when loading and unloading to ensure that the steer axle limit is not exceeded at any time, and generally the turning circle requires very careful route planning to avoid U-turns wherever possible.
Truck B: Costing about the same as the above, a 4×2 medium duty prime mover with a short (under 10m), single-axle semi-trailer, would weigh about the same (still three axles overall, and the driveline and cabin type could be identical). The GVM limit for this semi-trailer combination is 24.5 tonnes, or 26.5 tonnes in Victoria, where both single axles with dual tyres can qualify for an additional tonne under HML. The semi-trailer could be built to easily carry 14 pallet loads or perhaps slightly longer for an extra pair of pallets. There are multiple benefits of this vehicle compared with the long rigid truck; the turning circle is much smaller, the prime mover can be swapped between trailers of different types, the payload advantage of 1-3 tonnes is tangible, a few more pallets can be carried, and the mass distribution issues across the load space are not as complicated to manage. In short, a safer, more productive and flexible vehicle for about the same initial cost – until we come to register and drive the trucks, that is.
Truck A can be registered for $945 per year, while the medium prime mover plus single axle trailer costs $1519 per year (VicRoads website March 2012). Further, the driver of Truck A requires a Heavy Rigid licence, while the Truck B driver needs a Heavy Combination licence, which requires more training and typically earns the driver a rate of pay two levels higher. The end result is that the minimum charges for Truck B can be $1500+ per year higher than for Truck A. Is it any wonder we don’t see too many short 4×2 prime movers with compact semi-trailers on our roads?
Truck C: A 4×2 rigid truck towing a two axle dog trailer. Gross Combination Mass (GCM) limit ranges from 33.5 to 36.5 tonnes (Victoria only). The registration fee is a combined total of $1554.
Truck D: A 4×2 prime mover towing a two axle semi-trailer. GCM limit ranges from 32.0 tonnes to 33.5 tonnes (VIC). The registration fee is a combined $1937.
If we compare Trucks C and D, the rigid truck with dog trailer is almost $400 per annum more to register, yet offers a payload advantage of between 1.5 and 3.0 tonnes, assuming the base vehicle uses the same driveline and cabin type. Both trucks have four axles, yet the semi-trailer arguably damages the road less due to having at least one tandem axle group. Another case of registration charges not being in step with actual productivity?
In conclusion, the small prime mover and short semi-trailer combination is one that is rarely used in Australia, yet offers the operator many advantages. Unfortunately, registration charges and driver’s licence structure make it less attractive than the long rigid truck (with or without trailer).
On a final note, the great industry we serve has long suffered from a shortage of drivers, and especially attracting young drivers. Perhaps we need to take a serious look at the current driver licensing system. In Victoria, if a young driver takes his or her test at every earliest opportunity, they cannot legally drive a Heavy Rigid or Heavy Combination truck until they reach 24 years old. They then cannot be a legal B-double driver until reaching the mature age of 25 or 26. Many young people do not wish to wait that long and will look elsewhere for positions of responsibility. Once they leave the industry, they are probably not likely to return. Our Air Force trains young people with the right temperament and basic skills extensively, such that they are put in charge of aircraft worth $50 million or more by the age of 21 or 22. Why not have a “fast track” system for our brightest and best truck drivers that puts them in the most valuable vehicles as soon as they are ready?