South Australia’s Freight Transport Infrastructure Moving Freight The First and Last Mile

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.

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. Peter Taylor Chairman, South Australian Freight Council November 2015

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.

Port

Factory Farm Silo

RAV Route Potential Last Mile issues

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

2

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

3

SAFC/Hudson Howells ‘Economic Impact Assessment and Strategic Analysis of the SA Transport and Logistics Industry’ 2010 pg 4

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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.

Semi Trailer to B-Double – 50 percent productivity increase

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.

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

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.

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

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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 • Improved Safety • Less Congestion • Better for the Environment • Improved Competitiveness 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

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

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What Governments are doing, and what can be improved 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.

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What Governments are doing, and what can be improved Continued 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-forprofit 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.

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

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‘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.

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.

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.

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

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‘Gazettal’ below Design Capacity Continued

Kapunda Hamley Bridge Mallala Nuriootpa

Roseworthy

Angaston

Tanunda

Barossa Region Two Wells

Gawler

Virginia

Lyndoch

Williamstown Springton

St Kilda

Port Adelaide

Elizabeth

Burton

Mount Pleasant Golden Grove Tea Tree Gully

Largs Bay

Pooraka Wingfield

MAP 1

Legend Northern Expressway and duplicated portion of the Sturt Highway Roads

Birdwood

N

Immediate beneficiary areas of NEXY and Sturt Highway Gazettal at PBS3

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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.

PBS Levels9 ROAD NETWORK

VEHICLE LENGTH (METRES)

Level 1A

≤ 20 m

PBS NETWORK LEVEL

CLOSE PRESENT VEHICLE DESCRIPTION

1

Semi-Trailer Level 2A

≤ 26 m

2

B-Double Level 2B

>26m but ≤30 m

2 B-Double with quad axle groups

Level 3A

≤36.5 m

3 Double road train (type I)

Level 3B

> 36.5 m but ≤42 m

3

Level 4A

≤53.5 m

4

No close present vehicle

Triple road train (type II) Heavy vehicle combination pictures attributable to the National Heavy Vehicle Regulator

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

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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.

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

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Ceteris Paribus

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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.

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)

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

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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

Duke

NORTHERN AREAS COUNCIL DC FRANKLIN HARBOUR

Redhill

Clevel

Augusta Hwy

Port Broughton

Cowell DC BARUNGA WEST

Bura Snowtown

Bute

Wallaroo

Moonta

PROJECT 1

RC WAKEFIELD

Auburn

Kulpara

Duke

Halbury

DC COPPER COAST

Port Neil

Balaklava DC FRANKLIN HARBOUR

rt Po

U

pp

er

PROJECT 2

ld fie

Arthurton Rd

Yo r

ke

ke Wa

Rd

Port Wakefield

y

Hw

Maitland

Ardrossan

Cowell

Mallala wy rt H Stu

Two Wells

Lyndoch Williamstown

Port Neil

os dr Ar nR sa

YORKE PENINSULA COUNCIL

Kapunda

Dublin

Port Victoria

Spencer Hwy

Hamley Bridge

Clevel DC MALLALA

Port Vincent

Yorke H

d

wy

Minlaton

Maitland Maitla

nd Rd

Port Adelaide

Kersbrook

ADELAIDE HILLS COUNCIL

Maitla

ia

or

ct Vi

nd Rd

Rd

Woodside

Port Giles

Ardrossan Yorketown

PROJECT 3

Mt Barker

YORKE PENINSULA COUNCIL

26m B-Double HML Maitland Rd AND/OR Maitland Rd/Silo Rd

y ke

Hw

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

Yo r

26m B-Double Roads Council Boundaries

Mt Compass ALEXANDRINA COUNCIL

wy

PROJECT 2

N

St Vin c

36.5m Road Train (HML)

Strathalbyn

YORKE

ent H

Legend

14

DC MOUNT BARKER

PROJECT 1

Stenhouse Bay

Spencer Hwy

Edithburgh

0 km

10

20

Scale 1 : 1,155,500

30

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

Stenhouse Bay

Aug

usta

Hwy

Map 2 – Accessing Bowmans Intermodal Terminal

PROJECT 4 Balaklava Road

Bowman’s Intermodal

Port Wakefield

t Por el kefi Wa wy

dH

PROJECT 4

Legend N

PBS3A routes Roads Railway lines

0 km

2km

B-Triple and AB Double access to Bowmans intermodal.

Scale 1 : 144,448

15

M ain

No rth

Ro a

d

Map 3 – Accessing Heavy Industries at Pooraka

M

ain

No

rth

Ro a

d

PROJECT 5

M

ax

we

ll R oa

d

M

ax

we

id ge Br

Para Hills West

Ro a

d

Pooraka

ll R oa

d

PROJECT 5

Legend N

26m B-Double Roads

0m

200m

Scale 1 : 9,028

16

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

Map 4 – Greenfields Cluster of Trucking Depots

sR oa d

sR oa

bu r

an

M

ar tin

d

Sa lis

Ry

yH

wy

Parafield Gardens

Ry

an

sR oa

d

PROJECT 6

Hw ry

Elde

lis

bu

r Sm

Sa

Port Wakefield Road

Golden Derby Way

y

Parafield

ith Ro

ad

Dry North Creek

Pooraka

Dry South Creek Walkley Heights PROJECT 6

Legend N

36.5m Road Train (HML) Roads Railway lines

0 km

1 km

DRT 36.5m (PBS 3A) HML Greenfields cluster of trucking depots

Scale 1 : 36,112

17

Map 5 – B-Double Access through Thebarton

Prospect Road

To r

re n

sR oa

Road

Po rt Ro a

d

South

d

Welland

Medindie

Fitzroy Tce

Rob e

Tce

Pa rk Tc e

Croydon Brompton

West Hindmarsh

North Adelaide

Thebarton North Tce

Torrensville

on

Ja

me

an Dr

Sir Donald Bradm

sC on

gd

Cowandilla

South Road

Mile End

Dr

PROJECT 7

Henley Beach Road

Richmond Richmond Road

Marleston

Keswick

Wayville Goodwood Road

PROJECT 7

Legend N

26m B-Double Roads Railway lines

18

Unley

0 km

Scale 1 : 36,112

1km

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

Map 6 – Opening Opportunities through NEXY

PROJECT 8, 10 & 11

Auburn

RC WAKEFIELD

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).

Halbury Balaklava

Kapunda

Hamley Bridge PROJECT 8, 10 & 11

y

rt Stu

Po DC MALLALA rt W ak efi el d Hw y

Hw

Nuriootpa

LIGHT REGIONAL COUNCIL

Barossa Region

Lyndoch

Two Wells

PROJECT 9 Lov e

yR

fie

ld

asli

Pen

pR

d

d

Rd

ge

rR

BAROSSA COUNCIL 36.5m Road Train/ B-Triple (PBS 3A) HML Access to SCT CC PLAYFORD Intermodal Terminal ay at Penfield, Ranger/ sW es pr Jarmyn Rd (from Ex n r Penfield Rd) to facility the or

He

Mallala

d

Dublin

Port Adelaide

Ra n

N

Kersbrook

Pell e

wR d Mount Pleasant

Hu

xta

M

ill

Road efield Wak Port

Woodside

Ro a

d

Rd

Palmer

Jar my nR d

ADELAIDE HILLS COUNCIL

ble

Ed

inb

urg

hR

d

Di

m

Waterloo Corner

Roads Council Boundaries

N 0 km

tR

d

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

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

en

Burton

10 km

Scale 1 : 577,791

19

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

PROJECT 12 DRT 36.5m (PBS 3A) HML Adelaide Brighton Cement, Stockwell Rd to Carrara Hill Rd and onto NEXY (also requires Gazettal). Also Penrice Rd and Samuel Rd.

Car ra

ra H i

Pipe l

ll

Rd

wy

Rd

tH ur

St

wy

Kali m

rt H

Gre

eno

Rd

d

d

Pen ri

ce R

Rail w

yW ay

uel

d

ay T ce

Vall e

Sam

PROJECT 12

Nuriootpa

ck R

Roa d

ssa

Ang

Baro

asto

sfie

PROJECT 14

ld R

ad

pelt

l Ro

Sep

d Sieg

ersd

Burin

n Rd

gs R

orf

d

Rd

kwe l

Tolle y

Stoc

na R

Stoc

Stu

kwe

ll Ro

ad

ine

Angaston

Tanunda Bas

edo

w R d

PROJECT 14

Legend DRT 36.5m (HML) 26m B-Double (HML) Roads

20

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

N

0 km

Scale 1 : 72,224

1km

Map 8 – Links in the Barossa

wy tH ur t S

wy

rt H

Stu

ad

Baro

Sam

ssa

uel

Vall e

Roa d

yW ay

Nuriootpa

ll Ro

Sep

Ston

ewe

pelt

sfie

ld R

d Sieg

PROJECT 15, 16 & 17

ersd

Burin

orf R

d

gs R

d

Para R

d

ge

M

re St

Men

u

y rra

Roa d

et

Tanunda

Bas

edo

Beth

any

w R d

Rd

PROJECT 15, 16 & 17 26m B-Double HML – Menge Road, Murray St (or alternative route linking both sides of Tanunda), Burings Rd.

Legend N

26m B-Double (HML) Roads

0 km

1km

Scale 1 : 72,224

21

Map 9 – Links through and around Eudunda

e Av

wy nd H

’s E World

e Pin

ry

ust

Ind

Rd

PROJECT 18 & 19

Sa

Bruce St

d oa sR ard lev ker

n Bu

Rd

d

p

e Pe

ll Hi

a Ro

ha

eC

re Th in

PROJECT 20

Railway Pd

e

d

a Ro

Eudunda

South Tce

lla

Rd

se Ro

n ro He

Rd

Thiele Hwy

PROJECT 18 & 19 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 RdBunker Rd (to Saleyards Rd). Add Saleyards Rd (elements depend on which route preferred).

Legend 26m B-Double Roads

0m

500m

Scale 1 : 18,056

22

PROJECT 20

N

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

Map 10 – Two Wells to Mallala and Beyond

PROJECT 25

Tr ai n Ro ad

Mallala

d el y

w

H

Dublin Road

efi ak W rt Po

Dr

36.5m DRT at HML Unable to turn right and travel to Port Adelaide from Two Wells silo complex with any vehicle larger than 6-Axle Artic.

Sharpe Rd

Two Wells

PROJECT 24

efi ak W rt Po

Mallala Road

36.5m Road Train HML Roads

d

el y

w

H

Sharpe Rd Gawler Road

Two Wells

ort dP

Ol d

PROJECT 24

Legend N

26m B-Double Restriction Roads

a Ro

d Roa

ld fie ke Wa

t Por

ler

w Ga

0 km

2km

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

Scale 1 : 144,448

23

Appendix 1: Known First/Last Mile Issues

Map No.

1

1

1

2

3

4

24

Project No.

1

2

3

4

Affected Road(s)

Yorke Hwy, Copper Coast Hwy

Copper Coast Hwy

Industry/ Sector/ Business

Grain, Livestock, Mining, General Freight

Grain

Maitland Rd

Grain, local primary producers

Balaklava Rd

Transport (Bowmans Intermodal), Primary Producers (Seafood, Grain, Hay), General Freight. Future mining potential.

5

Maxwell Rd, Main North Rd

Various

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)

Current PBS Level

2A

2A

Required Truck Type/PBS Level

Stretch and length of Roads Involved

Freight Transport Issue

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.

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).

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 Maitland Rd 26m b-double network stops the 26m B-Double abruptly just prior to the Silo Rd turn off, requiring network to Coast grain transport to use inefficient vehicles. Road (Yorke Hwy) OR along Silo road from Maitland Rd network termination point to Coast Road

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.

26m B-Double

Intersection - 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.

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.

2A

Level 3A for parts of Ryans Rd only

Possible Commodity Network?

Beneficiaries of Any Upgrade/ Resolution

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.

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

Grain industry, fertiliser imports through Wallaroo, general freight

Related 90 Day Project Issue(s)

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

90 Day Project Timeframes

SAFC Comment on 90 Day Issues

Unclear as to the actual timeframe for the issue to be addressed by government. Some items broad/nonPermit 36.5 metre Road Trains access between Ardrossan to Port Medium specific. Additional corridors Wakefield - with a branch off to quarries in the Clinton Area. (up to 5 years) should be considered only after main route is fixed: eg: Permit B-double and Road Train access from Ardrossan to Pt Appendix D DRT @ HML from Pt Giles Wakefield / Pt Giles to Maitland via Minlaton / Maitland to Minlaton / (‘For Future Minlaton to Stansbury /Urainia to Balgowan Rd via South Kilkerran Rd. Consideration’) to Maitland via Minlaton; Maitland to Minlaton; Minlaton to Stansbury; Urainia Appendix D Extend the Road Train route from Ardrossan to Port Wakefield. Permit to Balgowan Rd via South (‘For Future Road Train access to farm properties. Consideration’) Kilkerran Rd. Medium (up to 5 years)

Medium (up to 5 years)

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

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?

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

Long (over 5 years) DONE

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.

Medium (up to 5 years)

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.

Yes. Principal use during grain harvest

Grain industry, primary producers

No - Year round access required

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

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

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.

25

Appendix 1: Known First/Last Mile Issues Continued

Map No.

5

6

6

6

26

Project No.

7

Affected Road(s)

James Congdon Drv, Port Rd AND/OR Railway Tce, James Congdon Drv, Port Road

Industry/ Sector/ Business

Beverages (Lion Nathan (Port Rd Brewery), Coca Cola)

8

Northern Expressway / Sturt Hwy

All sectors

9

Ranger / Jarmyn Rd & Pellew Rd

Multiple (inc SCT Logistics)

10

NEXY/ Sturt Hwy Extension 1: To Kapunda via Thiele Hwy OR Greenock Rd

Hay & Stock feed (JT Johnsons)

Current PBS Level

Nil

2A HML

2A

2A HML

Required Truck Type/PBS Level

Stretch and Length of Roads Involved

Freight Transport Issue

26m 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).

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!

DRT 36.5m (PBS 3A) and B-Triple (3A) HML

Ranger Rd / Jarmyn Rd DRT/Bfrom Penfield Rd and on Triple to the SCT Intermodal (PBS3) HML 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

Johnsons is a significant international exporter of hay and stock feed products via Port Adelaide. Currently From the termination limited to B-Doubles, despite the availability of DRT point of the proposed routes on Pt Wakefield Rd from NEXY to Pt Adelaide, DRT network on the DRT and investment into the network from NEXY to 36.5m (PBS Northern Expressway to Kapunda. DRT traffic could be routed via the Thiele Kapunda via either Sturt 3A) HML Hwy or Greenock Rd, depending on road capability Hwy, Thiele Hwy OR Sturt and network interaction issues. See Project No. 12 Hwy, Greenock Rd (Adelaide Brighton issue) also - suggests Sturt Hwy/ Greenock may be best option.

Possible Commodity Network?

No - Year round access required

No - Year round access required

No

No

Beneficiaries of Any Upgrade/ Resolution

Lion Nathan, Coca Cola, other nearby businesses

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.

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

Related 90 Day Project Issue(s)

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

90 Day Project Timeframes

SAFC Comment on 90 Day Issues

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.

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

Medium (up to 5 years)

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

Appendix D (‘For Future Consideration’)

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

Medium (up to 5 years)

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

Medium (up to 5 years)

Johnsons (Hay) Upgrade access level of Northern Expressway, Sturt Highway, Thiele and other users Hwy or the North Eastern Expressway and the Sturt Highway and of the network Greenock Rd to allow Road Train access. in general. Upgrade access between Port Adelaide and Perry Rd Kapunda to allow A Double and B-double heavy vehicle access

Long (over 5 years)

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).

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

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?

Short (up to 12 Months)

27

Appendix 1: Known First/Last Mile Issues Continued

Map No.

6

7

7

7

8

8

28

Project No.

Affected Road(s)

11

NEXY/ Sturt Hwy Extension 2: Horrocks Highway

12

NEXY/ Sturt Hwy Extension 3: Carrara Hill Rd, Stockwell Rd (and likely Penrice Road)

Industry/ Sector/ Business

Grain (Viterra’s Roseworthy Silo Complex)

Cement (Adelaide Brighton Cement) / Other products (including mining sector)

13

Seppeltsfield Road, Samuel Rd

Beverage (inc. Tarac Distillery), Sawmills, Industrial

14

Tolley Rd/Old Mill Rd

Wood products (pallets) KSI Sawmills

15

Burings Rd, Barossa Valley Way & ‘Kromer’s Crossing’

16

Murray St Tanunda or alternative township bypass linking Barossa Valley Way

Current PBS Level

2A

2A HML

Stretch and Length of Roads Involved

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.

From the termination point of the proposed DRT network on NEXY/ Sturt Hwy, along Carrara DRT 36.5m (PBS Hill Rd and Stockton Rd. Adding Penrice road 3A) HML (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.

Freight Transport Issue

2A

26m 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.

Nil

26m 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

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’ This change would allow more direct access to the constraint at the Burings Sturt Highway, and hence the Riverland and other Road/Vine Vale Rd/ grape growing regions. Barossa Valley Way junction. A roundabout with rail in the middle has been suggested for this point - would require further investigation

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)

Beverage/ Wine (Richmond Grove)

Wine, general freight

Required Truck Type/PBS Level

GA (PBS1)

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.

Possible Commodity Network?

No - strategic site - year round operations

No - Year round use required

No

Beneficiaries of Any Upgrade/Resolution

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.

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

Barossa Valley wine/beverage industry KSI sawmills

Related 90 Day Project Issue(s)

90 Day Project Timeframes

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

Long (over 5 years)

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

Long (over 5 years)

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

Long (over 5 years)

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

Medium (up to 5 years)

SAFC Comment on 90 Day Issues

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.

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).

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)

No

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

Long (over 5 years)

No

Wine, other

HML requirement not noted/ taken into consideration.

Not addressed

29

Appendix 1: Known First/Last Mile Issues Continued

Map No.

8

9

9

9

30

Project No.

17

18

Affected Road(s)

Multiple routes around Tanunda

South Terrace, Eudunda

Industry/ Sector/ Business

Wine, general freight

Grain, primary producers

19

Various Grain, possible primary (Eudunda Area) producers

20

Burra-Eudunda Rd (World's End Hwy) from Grain, Industry Rd primary down Bruce St producers and Railway Parade to Thiele Hwy.

21

Frith Road / Darbon Tce (Crystal Brook)

22

23

Current PBS Level

GA (PBS1)

GA (PBS1)

GA (PBS1)

Required Truck Type/PBS Level

Stretch and Length of Roads Involved

Freight Transport Issue

Tanunda Route Upgrades: Menge Road - full length Burings Road - see Project 14 (Richmond Grove) above Gerald 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

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.

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.

HML B-Double

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

GA (PBS1)

HML B-Double

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

Grain, primary producers

2A

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.

Adelaide Road / Railway Tce West (Snowtown)

Grain, primary producers

2A

HML B-Double

Stretch of road connecting Snowtown Viterra site to Augusta Highway.

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

Farrell Flat Road / Copper Ore Road / Napier St / Patterson Tce

Grain, primary producers

2A

HML B-Double

Stretch of road connecting Barrier Hwy and Farrell Flat.

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

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.

Possible Commodity Network?

Beneficiaries of Any Upgrade/ Resolution

No

Wine, other

No

No

No

Primary producers, grain industry

Primary producers, grain industry

Grain industry, primary producers

No

Primary producers, grain industry

No

Primary producers, grain industry

No

Primary producers, grain industry

Related 90 Day Project Issue(s)

90 Day Project Timeframes

SAFC Comment on 90 Day Issues

Not addressed

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

Medium (up to 5 years)

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

Medium (up to 5 years)

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

Medium (up to 5 years)

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

Medium (up to 5 years)

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

Medium (up to 5 years)

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)

Grant B-double heavy vehicles access through Eudunda in a North/South direction.

Upgrade access between Eudunda and Burra to permit Bdouble– HML heavy vehicles.

Grant B-double heavy vehicles access through Eudunda in a North/South direction.

Short (up to 12 Months)

Medium (up to 5 years)

Short (up to 12 Months)

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

Medium (up to 5 years)

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

Medium (up to 5 years)

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)

Upgrade access to Farrell Flat Rd into Clare to permit B-double heavy vehicles.

Appendix D (‘For Future Consideration’)

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.

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.

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).

Justification required for such a long timeframe where combination length is not increasing, and no bridges

31

Appendix 1: Known First/Last Mile Issues Continued

Map No.

10

10

Project No.

Affected Road(s)

24

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

25

26

Balaklava Rd, Blyth Plains Rd to Auburn

27

Saddleworth Rd, linking Barrier Hwy (Saddleworth) to Auburn

28

High School Rd (Gladstone)

29

32

Pt Wakefield Rd (Two Wells)

Multiple

Industry/ Sector/ Business

Current PBS Level

Grain, primary GA (PBS1) producers

Grain, Viterra

PBS3 with restriction

Grain, primary GA (PBS1) producers

Grain, primary GA (PBS1) producers

Grain, primary producers

Meat (Lobethal Abattoirs)

2A HML

Required Truck Type/PBS Level

Stretch and Length of Roads Involved

Freight Transport Issue

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).

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.

HML B-Double

Road 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.

HML 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.

DRT/BTriple (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.

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.

HML B-Double

DRT/BTriple (PBS3) HML

26m B-Double

Possible Commodity Network?

Yes

No

No

No

No

No

Beneficiaries of Any Upgrade/ Resolution

Primary producers, grain industry

Grain industry, primary producers

Primary producers, grain industry

Primary producers, grain industry

Primary producers, grain industry

Livestock / Meat, Adelaide Hills businesses, primary producer

Related 90 Day Project Issue(s)

90 Day Project Timeframes

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

Medium (up to 5 years)

Upgrade the Commodity Routes between Roseworthy / Mallala / Two Wells / Kapunda to allow B-double heavy vehicle access.

Short (up to 12 Months)

Allow traffic to turn off Pt Wakefield Rd to the Two Wells Silo site via a new Slip lane.

Long (over 5 years) DONE

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

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

Appendix D (‘For Future Consideration’)

Permit B-Double HML heavy vehicle access between Saddleworth and Bowmans

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 to the Viterra grains site at Gladstone from HML 26 metre B-double to HML 36.5 metre Road Train.

Long (over 5 years)

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

Appendix D (‘For Future Consideration’)

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.

Appendix D (‘For Future Consideration’)

Ensure B-double access from the SE Freeway into Lobethal

Appendix D (‘For Future Consideration’)

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)

SAFC Comment on 90 Day Issues

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

Some confusion over timelines

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

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.

33

Appendix 1: Known First/Last Mile Issues Continued

Map No.

34

Current PBS Level

Required Truck Type/PBS Level

Project No.

Affected Road(s)

Industry/ Sector/ Business

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 producers

HML 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 GA (PBS1) producers

HML B-Double

Stretch of road between Wellington – Langhorne Creek Provide for HML access increasing efficiency road through to the South and reducing truck numbers. Eastern Freeway

Stretch and Length of Roads Involved

Freight Transport Issue

Possible Commodity Network?

Beneficiaries of Any Upgrade/ Resolution

Related 90 Day Project Issue(s)

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.

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.

No

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

Not addressed

90 Day Project Timeframes

Short (up to 12 Months)

Medium (up to 5 years)

SAFC Comment on 90 Day Issues

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

Further clarity of route is necessary.

35

For further information, contact the South Australian Freight Council on [email protected] or www.safreightcouncil.com.au