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 that is a low loader or load platform; but is not a road train, B-double or a vehicle carrying a freight container designed for multi-modal transport.

• Agricultural vehicle other than an agricultural trailer (e.g. harvesters and tractors).

(Agricultural Vehicles or drilling and workover rigs are currently not programmed for the NAAS). For more information refer to the National Heavy Vehicle Regulator's definition of Class 1 vehicles.

We have identified several issues with the current approach to managing 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 20% (670) of our bridges are built to current engineering design standards which have been in place over the past 25 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 road 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 approach to managing access 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 approach to Class 1 vehicle access was established in 1987 and like most states, it was based on allowable mass tables developed using 1970s engineering (before computers). Since this time, the Class 1 heavy vehicle landscape as evolved significantly. Advances in vehicle design, industry preferences, and loading practices have introduced new challenges for managing heavy vehicle access. Demand for the movement of large loads in Queensland continues to grow, particularly in sectors like mining and renewable energy infrastructure. Many of today’s Class 1 vehicles were uncommon or non-existent in the 1980s, and are not operated over bridges as designed, such as in-lane travel instead of centre-line travel. Additionally, some indivisible loads are not truly made indivisible.

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.

There is limited certainty and visibility of access and mass limits, which inhibits industry operators' ability to plan movements with confidence. The department 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 Cranes
• Class 1 load carrying OSOM load platform trailers greater than 59.5 tonnes
• Performance Based Standards (PBS) vehicles.

NAAS is being 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: The Multi-State Class 1 Load Carrying Vehicle Mass Exemption Notice vehicles are not in scope, neither are Class 1 Agricultural Vehicles or drilling and workover rigs.

Yes. Using the NAAS will become the default access pathway (starting point) to obtain access for Class 1 heavy vehicles in Queensland as each vehicle fleet is included. The expectation is that operators make all efforts to gain access under NAAS if possible.

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. Link to ‘Telematics

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 will 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 that have been applied until now. For example, the current practice of allowing access for heavy load platform configurations at 15t per axle based on a table within the department’s Vehicle Limits Manual will no longer be applicable.

Structure and network capacities will determine access levels.

A National Heavy Vehicle Regulator (NHVR) National Automated Access System (NAAS) Class 1 Load Carrying Combination Mass and Dimension Notice 2026 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 are not 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 for both scenarios you meet the special circumstance criteria, you'll be required to apply for a NHVR Permit through the NHVR GO Portal. Each permit application will be individually assessed by TMRs engineering team, with permit conditions and permit duration determined based on the specific access needs and network considerations.

NAAS is a free national online access management system which automates the road and structure assessment function of heavy vehicle access decisions, based on its actual configuration, dimensions and mass under the Heavy Vehicle National Law (HVNL). Instead of relying on multiple manual permit assessments, eligible operators can obtain access decisions and route information through a self-service online portal. 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 free web-based system accessible by anyone. You will not require a username or password, or an account. The web address (URL) will be provided in the NHVR National Automated Access System (NAAS) Class 1 Load Carrying Combination Mass and Dimension Notice 2026 when enacted.

NAAS is the default access pathway (starting point). The expectation is that operators make all efforts to gain access under NAAS before requesting a permit.

You will enter your vehicle combination and load 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 code 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 currently operate at 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 on 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 and provide the mandatory information required for the engineering assessment, 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.

We have consulted extensively with the Australian Local Government Association (ALGA), Local Government Association of Queensland (LGAQ), individual local councils and other road managers including ports to integrate other road manager road and bridge information into the National Automated Access System (NAAS) for first and last mile access, as part of a staged process.

ALGA’s Board of Directors acknowledges the significant benefits the NAAS provides to local councils, endorsing it as the preferred system managing national road access. We also understand the importance of including other road manager networks into the NAAS, as supporting first and last mile access. Their inclusion is essential for industry operators and road managers to fully realise the productivity benefits.

We're taking a staged approach to include these road networks, focusing on road networks that have the highest number of Class 1 Oversize Overmass movements first.

No. If access is not available through the NAAS the sustainable access threshold may have been exceeded or there is a restriction preventing the access level sought under notice. In this case, you'll need to apply for a permit through the National Heavy Vehicle Regulator (NHVR) GO Portal and provide the mandatory information required for the engineering assessment.

NAAS is the default access pathway (starting point). The expectation is that operators make all efforts to reconfigure their load, route, or vehicle to gain access under NAAS if possible. If the National Automated Access System (NAAS) does not yield a viable route for your journey under Notice or your vehicle does not comply with the NAAS entry criteria, and it is a special circumstance, you'll need to apply for a NHVR Permit and individual engineering assessment.

You apply for a permit through the National Heavy Vehicle Regulator (NHVR) GO Portal the same as the current process.

To inform TMRs engineering assessment and to meet obligations under the Professional Engineering Act you'll need to also provide evidence for each of the following:

• Verify all options to operate under the NAAS have been explored
• there are no viable alternative vehicles/combinations available
• the mass/dimension of the load cannot be reduced any further.
• there is no viable network in the NAAS available - provide a generated NAAS vehicle code and route code to demonstrate attempted routing
• Verify the vehicle and load mass details
• Verify the transport task duration and required number of trips
• Demonstrate a special circumstance exists.
• For vehicles that require mandatory telematics from 1 July 2028, verify that the prime mover is enrolled in the Queensland OSOM Load Carrying Vehicle Monitoring Scheme and has fully operational telematics devices installed.

Special circumstances for consideration are:

• Access via the NAAS is not possible due to one or more of the following:
  • No eligible vehicle combination exists in NAAS; or
  • Vehicle and load is unable to meet NAAS Vehicle Eligibility questions; or
  • Vehicle is unable to meet NAAS vehicle parameters, not considering load related parameters; or
  • Network constraints exist (eg road dimension and/or structural limitations) and no alternative route exists, and no alternative vehicle option is available to transport the load, and the mass/dimension of the load cannot be reduced any further.
• No alternative vehicle or loading option is available to transport the item on the road network
• The mass/dimension of the load cannot be reduced any further
• An emergency exists, and this transport task is in direct response to the emergency.
• The transport task forms part of a ‘Coordinated’ or ‘Prescribed’ project, as declared by the Coordinator-General and the Minister for State Development, Infrastructure and Planning.

Bridges and roads on the requested route will be assessed by TMR engineers for your vehicle combination. Assessment timings will be in accordance with National Heavy Vehicle Law consent timeframes.

Access will be provided based on engineering merit. If access is acceptable, TMR will approve the requested route with individualised travel conditions listed on the permit and a permit duration based on the specific access need and network considerations. TMR will no longer be consenting to blanket 12-month permits.

The current permit application and review processes remain unchanged while NAAS is being developed. These permit applications and review processes are governed by the Heavy Vehicle National Law and managed by the National Heavy Vehicle Regulator (NHVR).

The current permit application and review processes for Class 1 heavy vehicles, governed by the Heavy Vehicle National Law and managed by the National Heavy Vehicle Regulator (NHVR), will remain unchanged during the transition to NAAS.

As we countdown to the implementation of the NAAS and new low loader access approach, we are introducing a staged approach to permit durations for new and renewed low loader permits issued before go-live in November 2026. This will help support a smooth transition to the new arrangements and help operators transition to the NAAS when it becomes available.

New and renewed low loader permits issued before go-live will be granted shorter periods based on when they are approved:

• up to 24 August 2026 will be provided a 12-month permit duration
• between 24 August 2026 – 30 September 2026 will be provided a 9-month duration
• between 1 October 2026 – 15 November 2026 will be provided a 6-month duration

Importantly, these changes will only apply to new and renewed low loader permits issued before NAAS and the new low loader access approach goes live. Existing low loader permits will not be affected.

When NAAS is implemented, existing permits will be reviewed to determine whether:

• the vehicle is now eligible to operate under the NAAS Notice and the permit is no longer needed; or
• the vehicle is not eligible to operate under the NAAS Notice and updated access conditions will need to be included in the permit as the reference to the Conditions of Operations Database will no longer be valid.

When NAAS is implemented, existing permits will be reviewed to determine whether:

• the vehicle is now eligible to operate under the NAAS Notice and the permit is no longer needed; or
• the vehicle is not eligible to operate under the NAAS Notice and updated access conditions will need to be included in the permit as the reference to the Conditions of Operations Database will no longer be valid.

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 managers, 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, 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 department, 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 (WIM) devices, vehicle classifiers, Automatic Number Plate Recognition (ANPR), and CCTV cameras to monitor network usage and support assurance activities associated with access to the state controlled road network.

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, 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 will help improve our understanding of fatigue of our bridges, and guide the 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 (NAAS) 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.

All Class 1 vehicle access conditions will be displayed in the National Automated Access System (NAAS) and in individual permits, and the department’s Conditions of Operations Database (CoOD) will be eventually deactivted.

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.

If it is not possible to get access under a Notice (NAAS) and it is a special circumstance, a permit is applied for, each permit consent request will be individually assessed. Access will be provided based on engineering merit, with permit conditions listed on the permit (not in the Conditions of Operations Database) and permit duration based on the specific access needs and network considerations.

Yes. Road and structure and network capacities will determine access levels. This is a move away from the prescriptive one-size-fits-all mass and dimension limits currently being applied. The department’s Vehicle Limits Manual will no longer be applicable.

Access through the National Automated Access System (NAAS) will be determined on individual structural and network capacity and the load induced by the specific vehicle configuration. This will provide road managers with greater certainty of where Class 1 heavy vehicles can travel on their road network and any conditions. It will also help them in better understanding and managing their networks.

There is no cost for the road manager to access the NAAS. In cases where the road manager has pre-approvals in place with the National Heavy Vehicle Regulator (NHVR), these can be transitioned into the NAAS. There may be costs to generate their road network information so it can be entered into the NAAS if it's not already available from the National Heavy Vehicle Regulator (NHVR) GO Portal or other sources such as the Strategic Local Government Asset Assessment Project (SLGAAP).

The NAAS will reduce the need for the road manager to manually approve permits through the NHVR GO Portal because we expect in approximately 80% of cases industry operators will not need to apply for access via a permit. There will be substantial administrative savings and reduction in work loads for the road manager.

With telematics a condition of access via the NAAS, road managers will have access to Class 1 heavy vehicle movement information which is currently not available. This will give road managers visibility of these movements across their networks for the first time and provide an opportunity to move from scheduled maintenance to predictive maintenance, and to have the ability to make strategic asset management insights and investment based on known network usage.

Additionally, it will provide road managers in Queensland a pathway to be part of the National Automated Access System (NAAS).

We have consulted with the Australian Local Government Association (ALGA), the Local Government Association of Queensland (LGAQ), individual local councils and ports, and other road managers to help us understand how we can accommodate the requirements of other road managers and have taken a staged approach to work with road managers in integrating their road data into the National Automated Access System (NAAS), focusing on local road networks that have the highest number of Class 1 Oversize Overmass movements first (based on permit history).

Where road managers have existing access pre-approvals in place with the National Heavy Vehicle Regulator, or data from the Strategic Local Government Asset Assessment Project, TMR will work with road managers to transition this information into NAAS.

If we haven't already consulted with you, we invite you to contact us directly by email at [email protected].

To understand the benefits, we commissioned an external economist to complete an economic analysis of implementation 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 compared to the Department of Transport and Main Roads 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) alongside Smart On-board Mass management (Smart OBM).

The Class 1 heavy vehicles displayed in Table 1 will require telematics to use the NAAS.

Travel under the NAAS Notice will be available only for those vehicles fitted with the required TMA and Smart OBM (when mandated).

At least 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 department for assurance, asset and access management, and investment purposes.

From 2024, the National Heavy Vehicle Regulator (NHVR) is responsible for all enforcement in Queensland.

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) alongside Smart On-board Mass management (Smart OBM) into NAAS. 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 NAAS. They will require Telematics Monitoring Application (TMA) to be fitted to operate in the NAAS under our mandatory Telematic Policy.

Low Loader operators will be able to enrol in the Queensland OSOM Load Carrying Vehicle Scheme from when NAAS is live and have until 30 June 2028 to be enrolled with fully operational telematics devices installed. 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.

Class 1 load platforms greater than 59.5 tonnes, will require Telematics Monitoring Application (TMA) to be fitted to use the NAAS. Again, we will provide at least 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 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 mobile cranes, currently operate under the department’s mandatory Telematics Policy and are in the process of transitioning from Intelligent Access Program (IAP) to the Telematics Monitoring Application (TMA). Mobile cranes, will not require Smart OBM. Find out more here: Intelligent Access Program to Telematics Monitoring Application transition (Department of Transport and Main Roads).

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.

You can regularly check the heavy vehicle page or email us if you have any questions via [email protected].