Fleet Auto News Caroline Falls talks with Gavin Hill, general manager for strategic development, at Transport Certification Australia, a national body that accredits fleet telematics providers and administers the Intelligent Access Program.
FAN: What is the intelligent access program or IAP?
Gavin: At its heart, the IAP is a telematics application. It involves an inter-relationship between government, the heavy vehicle industry and the telematics sector. If I’m a transport operator and purchase a telematics system the information just comes back to the transport operator; under the IAP, while the information flows back to the transport operator, it also flows back to government. Underpinning all this is a legislative framework that enables transport operators to negotiate improved access to the road network.
FAN: How did it come about?
Gavin: When I was inside the road traffic authority in NSW in 2000, the mobile crane sector came to us and said certain travel restrictions were a bit arduous. They said: “What if we gave you insights through our telematics in return for better access to the roads?” That’s where it all came about. Out of that initial discussion in 2000, we saw the establishment of the TCA to certify (telematics) providers and since then we’ve seen road managers and regulators introduce greater access arrangements for heavy vehicles under conditions. Regulators under the IAP don’t get access to all the information about a vehicle, they only get the exceptions, for example, if a vehicle goes on a bridge or a road it’s not allowed on.
FAN: When you say they just get a snapshot, are the vehicles identified?
Gavin: The vehicles are identified. It’s a bit like a speed camera; a speed camera is always there but only takes images of vehicles going too fast. The IAP is similar; it’s always there to record where vehicles are going, but the information that’s sent out of the vehicle to the regulator will only relate to an event. A truck might go off route for five minutes and the regulator will get a packet of data showing the time and date the vehicle went off route.
FAN: Is it a mandatory or a voluntary scheme?
Gavin: The IAP is voluntary, but it is a condition of access for certain vehicle types and load types. For example, if I want to run an A-triple combination in NSW, the RMS regulator will say you need to have the vehicle registered, you need to have a range of safeguards, and also you will need to be signed up to the IAP.
FAN: I understand the NSW Government recently introduced a scheme that’s underpinned by the IAP. Can you tell us about that?
Gavin: There’s a lot of construction going on in the Sydney CBD with infrastructure and roadworks, which means a lot of trucks going in and out removing spoil and bringing in materials. The NSW Government introduced the Safety, Productivity and Environment Construction Transport Scheme (or SPECTS) , which uses the IAP and enables transport operators to carry more heavy stuff in and out of the city, in a bid to reduce the number of heavy vehicle movements. It’s a really good example of how road users and regulators are using the IAP.
FAN: How many years has it been around and how many are using it?
Gavin: The IAP commenced in 2009 and about 3,600 vehicles are presently monitored throughout the country. While, there’s probably some 80,000 articulated prime movers around the country, the IAP is designed to be used by the high-end vehicles, such as vehicles with multiple trailers, or those which are slightly taller, or slightly longer, or higher mass limit vehicles. For a standard B-double, enrolling in the IAP will allow an operator in NSW and Qld another 6.5 tonnes payload; they go from 62.5 tonnes allowed to a higher mass limit of 68.5. The IAP isn’t meant for a regular removalist van, for example, which has less impact on other road users. The IAP is simply a tool for governments to better manage risk.
