As we close out 2024, we can reflect on a successful year with genuine progress on a number of important initiatives for the industry including:
Closing the Loopholes Industrial Relations Reform and establishment of the Road Transport Division in the Fair Work Commission.
Queensland Trucking Association Training and Skilling Programs – Heavy Vehicle Safe Driver Program and Driving Townsville’s Future Program.
Re-categorisation of the ANZSCO code for the occupation of Truck Driving to Level 3.
It is unfortunate, and somewhat frustrating however that the review of the Heavy Vehicle National Law (HVNL) is not among those successes.
While talking about reform you certainly can’t use the word ‘reform’ and the ‘HVNL review’ in the same sentence. The time has come to call a halt and take stock with the following observations:
The existing HVNL has been in place since 2012 and remains relatively unchanged.
The “review” has been underway now for about 8 years and is not likely to be passed into legislation until 2026 (at that point it will have been in place for 14 years).
This so-called ‘reform’ includes at best some marginal changes that would be best dealt with as a small amendment Bill.
If the so called HVNL reform Bill is passed in 2026, it is unlikely to see another view undertaken by the government for at least five years (on current form, the government will take 10 years).
In summary, the industry is looking in the face of working with fundamentally the same legislation for 24 years.
This a profoundly unacceptable situation.
It is time to take stock. Devise a new method of genuine review and put it in place within the next term of the federal government (three years).
The incessant red tape being applied through the HVNL has a serious and detrimental impact on all sizes of transport business.
Our political leaders must examine this review and ask if the HVNL policies and settings are moving the industry substantially forward and meeting the spirit and intent of its purpose.
Unfortunately, the outdated legislation is only being given a bit of a shoeshine and espoused as a new model.
It is essential that as an industry, we move into the 2030s with a flexible and innovative approach (as the New Road Transport Division of the Fair Work Commission has done) to put measurable growth back into productivity. If the Australian road freight industry is to reach its potential, we need to be ‘heard’ in a national conversation on real reform options to unlock productivity, safety of operations and drive competitiveness.
This will give the industry the opportunity to thrive in an uncertain world. The HVNL is anchored in analogue thinking with no sign in sight of any pivot towards real reform.
We need reform that puts the bold productivity boosting reform back in vogue to help rebuild a more dynamic and competitive industry.
On a more positive note, I am pleased to share some of the successes for 2024.
Industrial relations
The new Road Transport division of the Fair Work Commission (FWC) is the foundation of a mechanism with enforceable powers to bring about a fairer, safer and more sustainable and viable Road freight industry.
In particular, bring a greater balance to the supply chain by ensuring those with the economic power more fairly treat and remunerate freight operators to improve safety and viability of operations. It is worth reflecting on that the road transport industry is the only industry with its own division within the FWC.
The structure and purpose of this legislation holds a lot of promise for industry, and while it is recognised that it will take some time to implement these orders (improvements), we will be doing our utmost to ensure meaningful reform.
Workforce and skilling
2024 has been a successful year with two training programs in action which has seen safely trained drivers and new entrants employed in the industry.
The Heavy Vehicle Safe Driver Program has seen 17 graduates complete the program, and the Driving Townsville Future Program’s first intake has been completed with all participants successfully completing the program. QTA has also been engaged on a National level to have the ANZSCO occupation code re-categorised to Skill level 3 which is an excellent outcome.
This will improve the opportunity to attract full funding for the Heavy Vehicle Driving Apprenticeship and advocacy to have truck driving added to the Occupation Shortage List. The Workforce Advisor Program is making a difference in supporting employers to address skill labour shortages, attraction and retention issues and training and skilling plans.
New state government
As the new Crisafulli government settles in, we will be advocating for improved financial support for industry training and increased capital investment in the freight network.
On Wednesday, December 18, I joined Minister Brent Mickelberg (Minister for Transport and Main Roads) at the first meeting of the new Bruce Highway Advisory Council and will advise on progress as 2025 unfolds. It was also pleasing to see two QTA Members Kent Battle (Nortrans) and Carol Single (Single Transport Services) chosen as industry representatives on the BHAC.
The essential and necessary increase in investment in the Bruce Highway has been a concerted advocacy effort over some years along with partner organisations such as RACQ. QFF and the LGAQ. The Bruce Highway and the Inland Freight Route remain very high in our investment priorities.
Gary Mahon is the CEO of the Queensland Trucking Association.
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