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
1
1
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.
2
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
4
3
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
5
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
6
4
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
7
5
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.
6
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
8
7
‘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)
8
‘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
9
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
9
10
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
10
Ceteris Paribus
11
11
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
12
12
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
13
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