The Australian Livestock and Rural Transporters Association (ALRTA) and its six state associations are working on a broad reform agenda, but sometimes it’s the little things which are most important. The association is simultaneously working on driving hours, access, mass, load restraint, licensing, training, charging, road infrastructure, rest areas, effluent and truck washes.
On top of that, there always seems to be an unforeseen crisis that is forced on our industry. Over recent years we’ve dealt with unworkable industrial laws, drought, bushfires, floods, pandemics, labour shortages and now an Adblue shortage that might literally stop us in our tracks. It’s heartening to see that the plethora of different state, national and special interest trucking industry associations work best together when the threat is greatest, as they say ‘United we stand. Divided we fall’.
But there are some, let’s say ‘minor’ issues that not everyone cares about. Sometimes the threat is local. Sometimes it only affects a minority. Sometimes the full extent of the threat is not fully appreciated by all. That’s why we do need the various special interest trucking associations, because not every association is prepared to fight on every issue, even when they claim to represent everyone.
As the peak national body representing livestock and rural transporters, ALRTA regularly encounters important issues that no other association is interested in addressing. Who else would champion an Australian Standard for livestock loading ramps? Who else would establish an extended 160km work diary exemption for rural carriers? Who would spend any time at all developing a national livestock effluent strategy, let alone build free effluent disposal points?
No one else. That’s who.
During 2021, the Queensland Department of Agriculture and Fisheries released a discussion paper proposing changes to the Australian Animal Welfare Standards and Guidelines for the Land Transport of Horses. ALRTA immediately recognised the proposals as important to our industry and we swung into action.
But why would we do that when we don’t have a whole lot of horse transporters as members?
Well, firstly, there just aren’t as many horses as there are cattle, sheep, pigs and goats – so it follows that there are not as many dedicated transporters either. Secondly, horses are far more diverse than other livestock, including racehorses, show horses, work horses, breeding horses, recreational horses and slaughter horses. The transport task is also highly diverse with each of these categories requiring different equipment and practices.
Yet, our members DO know horses. Many active ALRTA members have grown up around horses on farms or in families where horses and horsemanship are highly valued. Knowing the mind of livestock is a key attribute of a good livestock carrier, as is knowing the practical side of journey preparation, loading, travel and unloading.
Further, the National Horse Transport Standards form part of a broader suite of land transport standards and guidelines applicable to all common livestock species. Significant changes in regulations for one species can affect all other species.
If you will excuse the pun, the ALRTA’s National Driver and Animal Welfare Committee (DAWC) took the reins on this one. DAWC considered the proposal and consulted directly with member and non-member horse carriers and also with peak farming bodies.
DAWC identified several extremely concerning proposals.
For example, it was proposed that horses could not be assembled for loading in temperatures exceeding 27 degrees Celsius, despite the fact that horses live in these temperatures in many parts of Australia. All horse trailers were proposed to have onboard watering and active ventilation systems, something just not practical, and potentially resulting in dangerous slippery conditions.
DAWC was also concerned about the proposal to reduce the maximum water with holding period from 24 hours to just 4 hours. This would require frequent unloading and reloading on longer journeys, which is widely recognised as the most dangerous element of livestock transport for the handler and the livestock. Can you imagine how difficult this would be for a semi-trailer load of slaughter brumbies?
In addition, the proposal for a significant reduction in allowable loading densities would have affected load stability in larger trailers and massively increased the cost of transport.
Thankfully, our strong advocacy on these matters appears to have resulted in the department significantly modifying or dropping these proposals altogether.
However, it must be said that there were also several sensible proposals that DAWC has supported. For example, we support new prohibitions on double decker trailers, foal transport within 7 days of birth, mixing of handled and unhandled horses and use of dogs to work horses during transport. We also support a new requirement to remove hind shoes when horses travel in groups or for slaughter and improved record keeping – especially relating to last access to water.
As with so many of these types of proposals, our well-meaning departments need to be guided by special interest industry associations that deeply understand the competing demands of driver and animal welfare, road safety, the personal safety of livestock handlers and practical considerations concerning the design of trailers and availability of supporting off-road infrastructure.
ALRTA expects that the refined proposals will be released for a second round of public consultation during 2022, with legislative changes in 2023.
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