The Metropolitan Heavy Container Vehicle Scheme addresses a gap in the intermodal container chain that exists in Melbourne. Whilst heavy containers of 31 tonnes and more can be transported by rail to the Melbourne wharves, there has been no regulatory provision to enable the transport of heavy containers between the wharves and rail terminals to premises in the Melbourne metropolitan area.
Road safety will be improved by limiting the availability of this scheme to vehicles that have a high level of safety performance and are fitted with specified safety equipment not generally required on freight vehicles.
This scheme has the potential to create significant transport savings and a substantial reduction in the number of trucks required for a given freight task. It could reduce the number of partly loaded containers, and also eliminate the potential for spoiling of fresh produce and product damage that can occur from having to top-up containers prior to export.
The use of innovative vehicles may be considered for a Melbourne Metropolitan intermodal freight transport operation where a business case is developed for each vehicle configuration and each pickup point and destination. It must demonstrate that benefits can be delivered against the following applicable objectives:
- Road safety is improved. This is to include an evaluation of the proposed vehicle which demonstrates that it meets the approved safety related requirements of the national Performance-Based Standards;
- A net reduction in road wear and bridge impacts. An assessment must also be undertaken against the approved national infrastructure related Performance-Based Standards. A net reduction in road wear and bridge stress is required in considering the task in comparison to the current operation;
- An increased proportion of the total transport task will be undertaken by rail. For rail related operations, the road leg must be a relatively small proportion of the transport journey and the road leg must be to the nearest rail freight terminal; and
- Minimising container transport by road for a given operation. This would include increased efficiency in the use of laden containers, and minimizing the transport by road of empty containers.
In addition to addressing the above objectives of the scheme, any proposal would also need to address the following:
- The load consists of only one 40’ long container, which is being transported either to or from an intermodal terminal (road/rail or road/sea), but may be staged through a transport depot or yard;
- The approved routes are those routes that are between the Melbourne wharves, Dynon rail terminals and metropolitan satellite rail terminals, to premises in the Melbourne metropolitan area. The Melbourne Metropolitan area is as specified in the VicRoads’ information bulletin, Oversize Load Carrying Vehicles;
- The route is suitable in respect of road geometry and capacity;
- Bridges and culverts on the proposed route have sufficient capacity;
- Local Government endorses in writing the operation on any local roads, having considered:
a) Road geometry, bridge and culvert capacity, and traffic impacts; and
b) Community amenity impacts, including planning issues associated with container transport, handling and storage;
- The proposal is in accord with State planning provisions; and
- There is a high degree of confidence about compliance with road transport law, including continual compliance with vehicle mass, route access and any specified operating conditions.
Examples of ways to demonstrate a ‘high degree of compliance’ may include:
a) Participation in the National Heavy Vehicle Accreditation Scheme - Mass Management Module; and
b) Having a VicRoads’ approved vehicle tracking system with third party auditing and reporting of route non-compliance to VicRoads on a monthly basis, with any on-going operation to conform to the protocols and processes being developed by the national Intelligent Access Project administered by Transport Certification Australia.
Under the scheme, vehicle mass and dimension limits will vary according to the vehicle configuration and the capacity of routes. However, vehicle size and mass will be constrained by a requirement to comply with ‘Level one’ (general access) performance under the defined safety related Performance-Based Standards. Axle group mass should generally aim to be within the Higher Mass Limits. In addition, the laden vehicle must not exceed 2.5 metres wide and 4.3 metres high.
Innovative sideloaders (semi-trailers that incorporate a crane mechanism to lift containers on and off the trailer) may be included in the scheme, as they facilitate container movements to and from premises with no lifting facilities.
Vehicle Operating Conditions will include:
- The vehicle complies with the Standards for Registration, including having spray suppression on all axles;
- The vehicle has a braking system that prevents wheel lock-up and provides controlled and sequential braking on all axles, such as Electronic Braking Systems or anti-lock braking (as per ADR 35 and 38/01) with brake proportioning systems;
- The vehicle has road friendly suspensions, except on the prime mover’s steer axle;
- The vehicle has front, side and rear underrun protection, which at least complies with European standards;
- A “LONG VEHICLE” sign is displayed at the rear of vehicles over 22.0 metres long.
In addition to the operating criteria above, it is expected that vehicles operating under this scheme will, in future, be subject to incremental pricing (under a national Charges Determination), which may provide for additional registration charges to apply to vehicles operating at increased mass.