Frequently asked questions

A vehicle is a Class 1 heavy vehicle if it, or together with its load, exceeds a prescribed mass or dimension requirement.

It is either a:

• Special Purpose Vehicle (SPV) which is a motor vehicle or trailer (other than an agricultural vehicle or a tow truck), built for a purpose other than carrying goods (e.g. mobile crane, a concrete pump, drill rig or fire truck).
• Oversize Overmass (OSOM) vehicle designed for the purpose of carrying a large indivisible item, for example:
  • a combination including a low loader; but is not a road train or B-double
  • a freight container designed for multi-modal transport.
• Agricultural vehicle other than an agricultural trailer (e.g. harvesters and tractors).

(Agricultural vehicles are not included in the new Class 1 heavy vehicle access regime). For more information refer to the National Heavy Vehicle Regulator's definition of Class 1 vehicles.

The Queensland Government has identified several issues driving the need for a new access regime for Class 1 heavy vehicles, to effectively meet our regulatory and legislative requirements as a responsible road manager and facilitate heavy vehicle access in a way that is safe and sustainable on our network for all road users.

Some of our bridges are not designed for the current freight task

Our road network includes over 3,100 bridges ranging in age from 100 years old to recently constructed. Although we constantly improve our network to keep pace with bridge design standards and the modern vehicle fleet, some of our bridges were designed and built before the modern Class 1 fleet existed which means they are not designed for the task to carry these vehicles and have a finite load carrying capacity. About half of our bridge network was designed for a 3 axle 33 tonne truck or less and about 15% (500) of our bridges are built to current engineering design standards which have been in place over the past 20 years. This equates to a new bridge being constructed every 2 weeks.

Class 1 vehicles including low loaders, load platforms and special purpose vehicles represent less than 1% of all heavy vehicle movements on our state-controlled road network. Yet, from a structural engineering perspective they pose the greatest risk to our roads and bridges due to their higher mass and concentrated load configuration.

We've undertaken extensive research to understand the risks associated with loads our bridges can support relative to their respective bridge design standards to help us understand how far we can continue to safely 'sweat our assets'. Our research has revealed the current access regime allows access for some Class 1 heavy vehicles beyond the assessed capacity of our bridges.

Now that we have a better understanding of how far we can push our assets safely and sustainably we are using this as the basis for heavy vehicle access moving forward.

Industry vehicle choice and loading behaviour has changed

The current Class 1 vehicle access regime was established in 1987 and like most states, it was based on allowable mass tables developed using 1970s engineering (before computers). Since this time there have been significant developments in the type of Class 1 vehicles, as well as industry vehicle choice and loading behaviour.

Many of the Class 1 vehicles that are operating today did not exist in the 1980s, or were very rare and only made infrequent trips, when the current access regime was first developed. This is at a time when the demand for movements of large loads in Queensland is growing, especially in the mining sector and in renewable energy infrastructure projects. In many cases Class 1 vehicles are not operated over bridges as designed and indivisible loads are not made truly indivisible.

The current access regime has limitations

Our research tells us, the current permit application and approval processes can be slow, cumbersome, and time intensive impacting permit approval timeframes and business opportunities for industry operators.

The current access regime also has limited certainty and visibility of access and mass limits, which inhibits industry operators' ability to plan movements with confidence. Queensland Government lacks visibility of network usage (vehicles, mass, and structure crossings) to inform asset and access management, and investment decisions.

Additionally, the current access conditions and restrictions on the road network can be inconsistent throughout Queensland, and not easily accessible or understood by industry operators.

We have focused on Class 1 heavy vehicles first because while Class 1 heavy vehicles represent less than 1% of all heavy vehicle movements on our state-controlled road network, from a structural engineering perspective they pose the greatest risk to our bridges due to their higher mass and concentrated load configuration.

• Department of Defence OSOM vehicles
• Class 1 load carrying OSOM low loaders greater than 59.5 tonnes
• Class 1 Mobile Crane Special Purpose Vehicles (SPVs)
• Class 1 load carrying OSOM load platform trailers greater than 59.5 tonnes
• Performance Based Standards (PBS) vehicles.

The new regime will be delivered through a staged approach. This allows us to offer more flexible support, tailored communication and targeted training to a smaller, defined cohort of operators.

Note: Vehicles covered under the current Multi-State Class 1 Load Carrying Vehicle Mass Exemption Notice, as well as Class 1 Agricultural Vehicles, are not within the scope at this stage.

Yes. The new Class 1 regime will become the new way of obtaining access for Class 1 heavy vehicles in Queensland as each vehicle fleet is included.

There will be a preview of the system available to allow time for the heavy vehicle industry, including industry operators and road managers, to fully understand the new vehicle access regime and to plan for changes including mandatory in-vehicle monitoring equipment.

We recognise we will need to allow sufficient time for some industry operators to fit certified telematic equipment to Class 1 vehicles and Smart On-board Mass management (Smart OBM) to be available for hydraulic suspension systems.

Access will be based on safe and sustainable individual structural and network operating capacities of bridges and roads to support specific vehicle configurations and loading options.

For every bridge we'll have a profile of what specific Class 1 vehicles can cross that bridge safely and under what access conditions and required level of assurance. We'll assess each individual vehicle at different axle groups and masses to give access.

For every road segment we'll have a maximum dimension envelope. We'll assess each individual vehicle and load dimensions against the road dimension envelopes to give access.

This is a move away from the prescriptive one-size-fits-all mass and dimension limits we apply in the current access regime. For example, the current practice of allowing access for heavy load platform configurations at 15t per axle based on a table within the Vehicle Limits Manual will no longer be applicable.

Structure and network capacities will determine access levels.

A National Heavy Vehicle Regulator (NHVR) Class 1 Notice will be published on the NHVR website detailing the conditions of notice access. Access will be determined through the National Automated Access System (NAAS). Access will be based on assessment of each individual vehicle's mass and dimensions against the capacity of each road and bridge in Queensland.

NAAS will generate a tailored state access map for an individual vehicle with associated access conditions. You can use this map to visually identify a viable route for your journey, and confirm any pilot and escort requirements, special travel conditions over bridges and other important information like time curfews and road closures. This map is your legal access map, and your journey can start.

There may be instances where the mass and dimensions a vehicle presently operates under for the current regime are available under notice access because for some of our bridges, the current load limits are not sustainable repeated movements under notice.

NAAS will show all restricted bridges and roads and you'll be able to explore options within the system to facilitate notice access such as by reducing the load mass, changing vehicle configuration by adding additional axles, or finding an alternative route around the restricted asset. Each time you re-enter your vehicle details the access map is updated, and this is why it is referred to as a 'dynamic' notice.

If these options do not yield a viable route for your journey under notice or your vehicle does not comply with the NAAS entry criteria and entry dimension envelope of 5.4m high, 8m wide or 45m long, you'll be required to apply for a NHVR Permit through the NHVR GO Portal, as per the current access regime.

NAAS is an online access management system which automates the road and structure assessment function of heavy vehicle access decisions under the Heavy Vehicle National Law (HVNL). It provides the heavy vehicle industry with access certainty through a generated tailored access map for their individual vehicle with associated access conditions. Industry can use this map to visually identify a viable route for your journey, and confirm any pilot and escort requirements, special travel conditions over bridges and other important information like time curfews and road closures. This map is the legal access map, and your journey can start immediately.

All Australian Transport Ministers and Senior Officers of all Australian jurisdictions have agreed to establish a National Automated Access System (NAAS) for heavy vehicles, based on the Tasmania Heavy Vehicle Access Management System (HVAMS). This will provide a single seamless national system to automate decision making on at least 90% of current permit requests for all heavy vehicles within 5 years.

NAAS has many innovative solutions and benefits including:

• an access vehicle interface that collects vehicle parameters which are used by analysis tools within the system for access decision making
• modules for assessing heavy vehicle access requests against structures and roads
• a mapping interface to display the available network and conditions matched to the user's heavy vehicle. This includes access conditions such as structure crossing conditions, road closures, pilot and escort requirements, and curfews.

The NAAS is a web-based system accessible by anyone. You will not require a username or password, or an account. A link will be provided prior to the NAAS release.

Industry operators enter vehicle combination details including dimensions and mass, and telematics details for vehicle eligibility directly into NAAS.

You will enter your vehicle combination details including dimensions and mass, and your telematics details for vehicle eligibility directly into NAAS. The system confirms your vehicle is eligible for notice access and issues you with a vehicle identification number for future use. All Queensland roads and bridges in the NAAS are automatically assessed for your actual vehicle.

A state-wide access map is generated for your unique vehicle combination with roads and bridges displayed as unconditional, conditional, or no access. You can visually use this information to identify a viable route for your journey, and confirm any pilot and escort requirements, special travel conditions over bridges and other important information like time curfews and road closures. This map is your legal access map, and your journey can start.

There may be instances where the mass and dimensions your vehicles operate at under the current regime are not available under NAAS (Notice). For some of our bridges, the current load limits are not sustainable for repeated movements under notice.

If you find a bridge or road, or your preferred route is labelled as no access, then there are 4 options for you to explore:

• Reduce the load mass and amend your combination details.
• Amend your combination details and change your vehicle configuration such as adding additional axles to spread the load across more axles thereby reducing the individual axle masses.
• Plan your journey around access to bridges and roads.
• Apply for a NHVR Permit if these options do not yield a viable route for your journey under notice.

The advantage of the NAAS is that you will be advised of all restricted bridges and roads quickly and you'll be able to explore options to facilitate notice access in real-time within the NAAS.

The current permit application and review processes remain unchanged while we are developing the new vehicle access regime. These permit applications and review processes are governed by the Heavy Vehicle National Law and managed by the National Heavy Vehicle Regulator (NHVR).

When the new access regime is implemented, existing permits will remain valid until their expiry date. However, once a permit expires, it cannot be renewed, as the new regime is not compatible with the previous regime.

Communication material will be provided to explain how to obtain access under the new Class 1 access regime.

Network assurance means certainty provided through information gathering, risk assessment, evaluation and review to ascertain whether safety and legislative obligations are being met.

As a responsible road manager, like all road mangers, we provide access to our bridges and roads based on our risk appetite formed by information of network usage. When assessing heavy vehicles for bridge access we balance transport productivity and asset consumption. We use different assessment load factors based on assumptions of how the vehicle will travel across the bridge. This includes assumptions that the load is indivisible, assessed vehicle mass will not be exceeded, and if we set a travel condition that requires the vehicle to travel down the centre of the bridge or at a slow speed, it will comply.

Confidence of network use and certainty of vehicle and load mass provides us with assurance that risks are being appropriately managed and supports our risk-based engineering calculations. This allows our risk appetite to adjust and for us to offer granulated access for vehicles under notice and provide industry with as much productivity as safety possible.

To ensure we are getting the balance between transport productivity and asset consumption right, the new Class 1 access regime will allow us to achieve assurance of network use through a combination of monitoring tools including mandatory vehicle Telematics Monitoring Application (TMA) and Smart On-board Mass management (Smart OBM), administered by Austroads, (Transport Certification Australia (TCA)).

TMA and Smart OBM are critical tools for the Queensland Government, industry operators and road managers to provide assurance around heavy vehicle access to the road network and adherence with access conditions. TMA records important vehicle positional and speed information, and Smart OBM monitors the mass of a vehicle's axle groups, which can provide valuable insights into vehicle movements and network usage.

We'll also use existing in-road monitoring tools such as Weigh-in-motion devices and classifiers to monitor the mass of a vehicle's axle groups, and Automatic Number Plate Recognition (ANPR) and CCTV cameras to monitor network usage. Monitoring of compliance with notice and permit bridge conditions such as centreline travel and speed restrictions will be achieved through ANPR, bridge cameras and in-bridge strain gauges at key locations.

A focus on assurance of network usage, and certainty and transparency of mass will also provide a level playing field for all industry operators.

Road use data will be vital in the new access regime, for us to facilitate heavy vehicle access in a way that is both safe and sustainable on our network, while balancing the growing demands for Class 1 heavy vehicle movements within the existing constraints of our network and available funding.

We will undertake data and video analytics of the data gathered from monitoring tools. This data, combined with other data sets and engineering risk review, will inform our access and asset management decisions to help us better understand what types of vehicles are moving across our bridges and at what frequency.

This information is important for us to update fatigue modelling of our bridges, and inspection and maintenance frequency. It also enables us to manage our road network to allow sustainable access for all road users. Better visibility and understanding of how our network is used enables us to plan and invest appropriately in the network for all road users.

Implementing the NAAS into Queensland aligns with key Heavy Vehicle National Law safety and productivity reforms.

It was agreed in August 2022, by all State Infrastructure and Transport Ministers to develop a National Automated Access System (NAAS) for heavy vehicles to reduce permits obtained through the National Heavy Vehicle Regulator (NHVR) by 50% within 3 years and by 90% within 5 years.

In July 2023, all Transport Ministers through the Infrastructure and Transport Senior Officials' Committee (ITSOC) agreed the National Automated Access System for heavy vehicles would be based on the Tasmanian Heavy Vehicle Access System and informed by the current HVAMS version 3.0 implementation projects underway in Tasmania, Queensland and New South Wales at the time.

Access by Period permit and Single Trip permit will be replaced by access via a dynamic Notice via the National Automated Access System (NAAS) or a NHVR Permit.

Most Period Permit vehicles and some of the single trip permit vehicles will move to access through NAAS.

We have displayed the NAAS Notice row above larger than the NHVR Permit box, as we expect a larger amount of access being provided through the NAAS via Notice than a NHVR Permit.

Yes. Under the new access regime, all Class 1 vehicle access conditions will be displayed in the National Automated Access System (NAAS) and the Conditions of Operations Database (CoOD) will be progressively transitioned to the NAAS.

The current entries in the CoOD will be validated, and its contents consumed by NAAS. When vehicle details are entered into the NAAS, a map will be produced for that individual vehicle to show roads and bridges available for that vehicle along with details of all relevant access conditions required and restrictions.

Conditions will be specific to vehicle configuration inputs such as pilot-escort arrangements, along with other more general conditions such as curfew times and road closures. Before starting a journey, you'll be able to see all routes with any conditions or restrictions and choose the best route available.

Road managers will maintain access conditions of operation within the NAAS as part of the new access regime.

Yes. Under the new access regime, road and structure and network capacities will determine access levels for specific Class 1 heavy vehicle configurations and loading options.

This is a move away from the prescriptive one-size-fits-all mass and dimension limits we apply in the current access regime. The Vehicle Limits Manual will no longer apply and be deactivated.

To understand the worth of the new regime, we commissioned an external economist to complete an economic analysis of the proposed new Class 1 heavy vehicle access regime implemented across all state-controlled and local government roads in Queensland for low loader and load platform combinations.

The analysis considered the financial and economic costs, and the associated benefits of the new regime compared to the existing permit-based framework with engineering assessment enacted to manage risk. Industry costs and benefits were based on information provided by the Load Carrying Vehicles Industry Working Group members.

The analysis concluded a benefit cost ratio of 8.62 low scenario and 36.78 high scenario over a 20-year period.

By far the greatest benefit to industry is the avoided time delays from not needing a permit to move. This of course flows on to less lost jobs and an even playing field. Access under the National Automated Access System (NAAS) is immediate and saves about $844.8m for a low case scenario or up to $4037.9m for a high case scenario over a 20-year period.

The dynamic notice provides on-demand access and certainty which enables operators to be able to plan vehicle and load combinations, and routes instantly within the system. These efficiencies and operational flexibility provide significant savings in the order of between $126.7m and $504.7m over a 20-year period.

There will be no costs for industry users or road managers to use or access to the NAAS. Permit administration costs to the National Heavy Vehicle Regulator (NHVR) will remain unchanged. Therefore, the other major industry benefit is in administration savings through the majority of industry operators not needing to apply and pay for permits to move. This is estimated at $33.7m for a low case scenario or up to $49.4m for a high case scenario over a 20-year period.

Road managers also benefit through saving resources not processing permits and by having the ability to make strategic asset management insights and investment based on known network usage.

Many road managers have pre-approvals in place with the NHVR that may be transitioned into the NAAS. Also, road and bridge information is available through assessment of routes and structures using pre-existing data or through assessments made at no cost to councils through programs like the Strategic Local Government Asset Assessment Project. This data may also be transitioned into the NAAS. However, if further information about their road network needs to be collected for inclusion in the NAAS, there may be internal costs to the road manager.

The costs to fit Telematics Monitoring Application (TMA) and Smart On-board Mass management (Smart OBM) will depend on the supplier, the size of industry operators' vehicle fleet and whether telematics is already fitted or not to their Class 1 vehicles. The approximate cost to fit TMA and Smart OBM is estimated to be $6,990 for each prime mover, $4,650 for each dolly and $11,990 for each trailer. It is expected these initial costs and ongoing yearly service costs of TMA and Smart OBM will be offset by improved industry assurance and the estimated reduction in required permits.

The cost benefit analysis found that for most Class 1 operators the upfront cost associated with the proposed regime would be balanced by savings in permits and other costs within the first 12 months.

We have collaborated with Austroads, formerly Transport Certification Australia (TCA), to embed certified Telematics Monitoring Application (TMA) into the new Class 1 heavy vehicle access regime alongside Smart On-board Mass management (Smart OBM).

Load Platform combinations with trailers made up of modules with steerable, load sharing axles, with 5 or more axles will require TMA and Smart OBM

Low Loader combinations with trailers with a loading deck no more than 1m above the ground, with up to 5 axles will require TMA and Smart OBM

Special Purpose Vehicles (SPVs) starting with mobile cranes will require TMA

Travel on the state-controlled network under the NAAS or permit will be available only for those vehicles fitted with the required TMA and Smart OBM (when mandated).

12 months’ notice will be provided for industry operators to fit certified telematic equipment to OSOM load carrying vehicles.

We recognise that certified Smart OBM systems are not yet available for hydraulic suspension systems. Once they become available, industry operators will be given adequate time to install the Smart OBM systems.

We are continuing to consult with Austroads and certified service providers of TMA and Smart OBM. More information will be provided when available.

Agreed telematics data will be supplied to Austroads and the Queensland Government for assurance, asset and access management, and investment purposes. From 2024, the National Heavy Vehicle Regulator (NHVR) has been responsible for all enforcement in Queensland, not the Queensland Government.

Under the NHVRs Chain of Responsibility, industry operators are obligated to provide a safe working environment for everyone involved in the supply chain. Smart OBM can help industry operators meet these obligations by providing an exact measurement of the gross vehicle mass in real-time.

We have collaborated with Austroads, formerly Transport Certification Australia (TCA), to embed certified Telematics Monitoring Application (TMA) into the new Class 1 heavy vehicle access regime alongside Smart On-board Mass management (Smart OBM). Austroads is a national organisation that provides assurance services relating to transport technologies and data to enable improved public purpose outcomes from road transport.

Visit the TCA website for a list of current certified service providers of telematics.

Talk to your current service provider and refer them to Austroads, formerly Transport Certification Australia (TCA), to discuss how they can become a certified service provider.

Visit the TCA website for more information.

Class 1 low loaders greater than 59.5 tonnes, will be the first vehicle fleet to transition to the new Class 1 access regime. They will require Telematics Monitoring Application (TMA) to be fitted to operate in the new access regime under our mandatory Telematic Policy. We will provide 12 months’ notice for industry operators to fit certified telematic equipment to low loader vehicles.

Class 1 load platforms greater than 59.5 tonnes, will require Telematics Monitoring Application (TMA) to be fitted to operate in the new access regime under our mandatory Telematic Policy. We will provide 12 months’ notice for industry operators to fit certified telematic equipment to load platform vehicles. Commencement date will be communicated, when determined. We recognise that certified Smart OnBoard Mass (OBM) systems are not yet available for hydraulic suspension systems. Once they become available, industry operators will be given adequate time to install the Smart (OBM) systems.

Class 1 Special Purpose Vehicles (SPV) mobile cranes, currently operate under the mandatory Telematics Policy and the Intelligent Access Program (IAP). It is intended to transition these vehicles from IAP to TMA with a new mandatory Telematics Policy prior to the new regime. The existing IAP equipment will seamlessly transition to TMA. Class 1 SPVs, including mobile cranes, will not require Smart OBM.

We are continuing to consult with Austroads and certified service providers of TMA and Smart OBM. More information will be provided when available.

We are committed to working with service and equipment providers as well as transport operators to provide adequate time to implement the required telematics devices.

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If you have any questions, email [email protected].