Owner/Driver #339

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
NHVR eyes fatigue technology trials
VTA conference
attendees told
pilot testing in
fleets to start
identifying
preferred
regulatory path
THE NATIONAL HEAVY VEHICLE
REGULATOR (NHVR) is to probe how
fatigue technology can be recognised
in regulatory frameworks, CEO Sal
Petroccitto says, in an update to the
Victorian Transport Association (VTA)
conference.
Petroccitto emphasises fatigue is a
key area of focus for the regulator and
technology will be one of the aspects to
help it in this space.
“There is widespread agreement across
the industry that counting time is not an
effective measure of managing fatigue,
and fatigue is unique to each individual,”
he says.
“What makes you tired is something
different to what might make me tired.
“We know that to properly manage
fatigue risk we need to collectively
manage individual driver behaviour
fatigue as well.
“One of the key tools in helping to
manage the individual driver fatigue
is around fatigue, distraction and
detection technology.
“We know the benefit of this
technology and its ability to contribute
to saving lives by alerting drivers to
incidents before they occur, is where
we need to land.
“So, we want to foster this life-saving
technology, which is why we are
launching a pilot of this technology to
understand how it can be recognised in
the regulatory framework.”
Though short on further detail,
Petroccitto notes the pilot will start in
May with a “small and contained group”
of operators, with a view of expanding
the program later in the year.
“We think this is the right approach
to take with technology – a partnership
model whereby the interested parties
work together to understand the
benefits for everyone.”
Petroccitto says it is important that
the legislation is neutral with respect to
technology
“You have made significant
investment in technology solutions to
meet your individual business needs,” he
says to delegates.
“Governments should be leveraging
the systems you have in place – we
support a model similar to the
development of EWDs [electronic work
diaries], where the regulator may set the
performance standard or criteria – not
the type of technology, we let the market
determine how to best meet those
standards.”
The fatigue technology trial falls
into the broader context of how future
industry regulation is shaped, with
Petroccitto expanding on the regulator’s
submission to the National Transport
Commission’s (NTC’s) consultation
regulation impact statement (RIS) on the
Heavy Vehicle National Law (HVNL) review.
NHVR seeks a “law that’s clearer,
forward-looking and future-proofed”
as there likely won’t be as good a future
opportunity for reform beyond this,
Petroccitto notes.
He doesn’t want to see all power
to the regulator, rather to “regulate
efficiently but still held to account by
ministers” while having more scope to
be responsive to change, with current
framework needing 12 to 18 months for
any legislative change.
For operators, he wants “risk-based
investment and commitment rewarded
and supported by legislation put
forward”, with a prescriptive element
still able to those who so desire it.
On that, Petroccitto notes he is not
supportive of operator licensing, saying
the cost of it is too great compared to
current frameworks, with a competency-based
approach a more desirable
outcome.
Though not expanding on it, he argues
a national heavy vehicle registration
system is worthy of investigation.
Further, the NHVR CEO is keen on
NHVR CEO Sal Petroccitto (left) addresses
the 2021 VTA conference
swifter heavy vehicle access gains,
particularly around performance-based
standards (PBS) vehicles.
Data shows PBS vehicles are
involved in 46 per cent fewer crashes
per kilometres travelled, and are
15–30 per cent more productivity,
helping to transition away from
older trucks.
The 12,000th PBS combination is
projected to be reached soon, and not
by 2030 as originally forecast, with a 40
per cent increase in PBS vehicles on past
year driven by industry demand and the
instant asset write-off scheme.
On road access, some 94 per cent
of permits are approved but the
process is too slow, Petroccitto notes,
with a 28-day limit too long, and 14
days more desirable, though VTA CEO
Peter Anderson echoes some operator
sentiments that such arduous permit
processes are not necessary at all.
While that reality is some way off,
Petroccitto notes, he sees a risk- and
consent-based focus as honing in on
higher-risk sectors and easing the
burden for those with proven safety
records.
– Mark Gojszyk
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16 APRIL 2021 ownerdriver.com.au