Na­tional freight strat­egy

Fu­ture growth and cur­rent in­vest­ment op­por­tu­ni­ties high­lighted in in­dus­try sub­mis­sions

Australian Transport News - - Contents - WORDS A NJALI B EHL

Fu­ture growth and cur­rent in­vest­ment op­por­tu­ni­ties high­lighted in in­dus­try sub­mis­sions

Aus­tralia has been see­ing un­prece­dented and com­plex chal­lenges ow­ing to an over­all grow­ing freight task. The fed­eral govern­ment says a need to tackle these chal­lenges led to the idea of a freight and sup­ply chain strat­egy with a na­tional fo­cus that stream­lines and in­te­grates the var­i­ous as­pects of transport and lo­gis­tics (T&L) so that the in­dus­try is ca­pa­ble of ef­fi­ciently mov­ing freight do­mes­ti­cally, and to and from the in­ter­na­tional gate­ways.

The fed­eral govern­ment’s in­quiry into the Na­tional Freight and Sup­ply Chain Strat­egy (NFSCS) – a key rec­om­men­da­tion of In­fra­struc­ture Aus­tralia – has at­tracted more than 100 sub­mis­sions from in­dus­try rep­re­sen­ta­tive bod­ies and other stake­hold­ers.

Fed­eral in­fra­struc­ture and transport

min­is­ter Darren Ch­ester said this in­put will be con­sid­ered by the Depart­ment of In­fra­struc­ture and Re­gional Devel­op­ment (DIRD) be­fore it for­mu­lates a na­tional strat­egy next year.

“The strat­egy will en­sure the right pol­icy and reg­u­la­tory set­tings are in place to op­ti­mise long-term in­fra­struc­ture in­vest­ments, boost Aus­tralia’s pros­per­ity, and meet com­mu­nity ex­pec­ta­tions for safety, se­cu­rity, and en­vi­ron­men­tal amenity,” Ch­ester says.

Some of the key rec­om­men­da­tions by road transport in­dus­try bod­ies in­clude is­sues like ve­hi­cle charg­ing sys­tem over­haul, sup­ply chain in­te­gra­tion, in­fra­struc­ture in­vest­ment and growth op­por­tu­ni­ties. The in­dus­try wants govern­ment ac­tion to free up de­liv­ery ful­fil­ment in a so­ci­ety re­liant on it more than ever be­fore.

With more than 75 per cent of non-bulk do­mes­tic freight cur­rently car­ried on roads, road transport in­dus­try rep­re­sen­ta­tive bod­ies are call­ing for more fo­cus on planned in­vest­ments and projects that are able to with­stand the chal­lenges of fu­ture freight vol­ume. Vic­to­rian Transport As­so­ci­a­tion (VTA) CEO Peter An­der­son says the abil­ity of in­fra­struc­ture to be func­tional in the fu­ture en­vi­ron­ments will be key to its suc­cess.

The ship­ping in­dus­try is call­ing for im­proved links be­tween land and ports to un­lock the full po­ten­tial of the freight sec­tor. The sub­mis­sions em­pha­sise ini­tia­tives such as long-term plan­ning of port in­fra­struc­ture, bet­ter vis­i­bil­ity with the use of new tech­nolo­gies and map­ping na­tion­ally sig­nif­i­cant freight routes.

While the use of air freight as a means of transport is on the in­crease, it still makes up a rel­a­tively small part of Aus­tralia’s over­all freight task. At present, it is mainly be­ing used to transport time-sen­si­tive goods.

UR­BAN GROWTH PRESSURES

Lin­fox Aus­tralian and New Zealand CEO An­nett Carey says fore­casts sug­gest road con­ges­tion, par­tic­u­larly in in­ner ur­ban ar­eas, is ex­pected to ag­gra­vate prob­lems un­less proper plan­ning is un­der­taken to re­place decades-old de­liv­ery win­dows with round-the-clock sup­ply chain per­mits. It is one of the seven rec­om­men­da­tions pre­sented by Lin­fox.

The is­sue echoes in sub­mis­sions from the Na­tional Transport Com­mis­sion (NTC), the Aus­tralian Lo­gis­tics Coun­cil (ALC) and Aus­tralian T&L con­sult­ing busi­ness Gilead Lo­gis­tics.

Gilead di­rec­tor Ross De­laney states that “dys­func­tional” ur­ban plan­ning has pushed ware­house and dis­tri­bu­tion fa­cil­i­ties to sub-op­ti­mal lo­ca­tions that are gen­er­ally far­ther

“The ship­ping in­dus­try is call­ing for im­proved links be­tween land and ports to un­lock the full po­ten­tial of the freight sec­tor”

away from ur­ban cen­tres. So far, ur­ban plan­ners have pre­sumed that Aus­tralian ci­ties can be lo­gis­ti­cally sup­ported from the perime­ter with­out giv­ing much thought to the “re­al­ity and lo­gis­ti­cal con­se­quence im­posed by our ur­ban sprawl”, De­laney notes.

As a re­sult, road con­ges­tion in ur­ban area in­creases with more num­ber of small ve­hi­cles trav­el­ling be­tween dis­tant ware­house fa­cil­i­ties and ur­ban cen­tres. Gilead rec­om­mends govern­ments should con­sider lo­gis­ti­cal needs of in­ner ur­ban re­gions while mak­ing ur­ban and freight move­ment plan­ning de­ci­sions.

De­laney also notes the in­crease in the num­ber of small de­liv­ery ve­hi­cles as a re­sult of an ever-in­creas­ing e-com­merce sec­tor. ALC agrees.

E-COM­MERCE

With a grow­ing trend in re­tails and gro­cery sec­tors of­fer­ing con­ve­nient last mile de­liv­ery ser­vices to their cus­tomers, road net­works are ex­pected to get busier than ever.

E-com­merce growth is fu­elling con­sumer ex­pec­ta­tions for faster de­liv­ery time­frames and lower ship­ping costs that re­sult in in­creased ve­hic­u­lar con­ges­tion on roads, ALC notes. “To help ease the pressures on CBD freight de­liv­ery, Aus­tralia could ex­am­ine the tri­alling of ur­ban con­sol­i­da­tion cen­tres,” it sug­gests.

ALC rec­om­mends in­fra­struc­ture in­vest­ments that sup­port freight de­liv­ery in ur­ban cen­tres, par­tic­u­larly the CBDs, such as truck-only lanes that can help im­prove sup­ply chain ef­fi­ciency and de­crease con­ges­tion and emis­sions in high-de­mand en­vi­ron­ments.

Mean­while, NTC notes that the cur­rent pro­vi­sions of the Heavy Ve­hi­cle Na­tional Law (HVNL) in­clud­ing fa­tigue man­age­ment and chain of re­spon­si­bil­ity (COR) re­quire­ments do not cover many of the smaller de­liv­ery ve­hi­cles and their driv­ers – some­thing de­ci­sion-mak­ers should con­sider while de­vel­op­ing the na­tional strat­egy.

ROAD-USER PRIC­ING

In May, fed­eral ur­ban in­fra­struc­ture min­is­ter Paul Fletcher, who is the nom­i­nal ‘min­is­ter for road charg­ing re­form’, re­leased a dis­cus­sion pa­per on op­tions for an in­de­pen­dent price reg­u­la­tor for heavy ve­hi­cle charges. While sev­eral in­dus­try bod­ies sub­mit­ted their feed­back to that dis­cus­sion, many have raised the sub­ject in their na­tional strat­egy sub­mis­sions.

ALC sug­gests an in­de­pen­dent eco­nomic reg­u­la­tor, in as­so­ci­a­tion with the transport in­dus­try, must de­velop a road-pric­ing model for ve­hi­cles. It calls for an in­quiry to de­ter­mine whether the pric­ing ar­range­ments for toll roads should be sub­ject to su­per­vi­sion from an in­de­pen­dent en­tity, such as the Aus­tralian Com­pe­ti­tion and Con­sumer Com­mis­sion (ACCC). The sug­ges­tion has been pre­vi­ously sup­ported by other in­dus­try bod­ies in­clud­ing the Aus­tralian Truck­ing As­so­ci­a­tion, Road Freight New South Wales (RFNSW), the Con­tainer Transport Al­liance of Aus­tralia (CTAA) and VTA.

All want an in­de­pen­dent eco­nomic reg­u­la­tor – ul­ti­mately ACCC – to man­age toll road and land­side port charges for heavy ve­hi­cles.

The ATA, VTA and the Aus­tralian Live­stock and Ru­ral Trans­porters As­so­ci­a­tion (ALRTA) have asked the fed­eral govern­ment to con­sider the im­pact of the cur­rent heavy ve­hi­cle charg­ing regime on the truck­ing sec­tor. They as­sert that the cur­rent sys­tem un­fairly bur­dens the truck­ing in­dus­try, which not only af­fects transport op­er­a­tors’ profit mar­gins but also the in­dus­try’s over­all in­ter­na­tional com­pet­i­tive­ness.

VTA sug­gests transport op­er­a­tors should be el­i­gi­ble for a dis­count on the cur­rent tolling rates “to en­cour­age full us­age of the sys­tem”.

CTAA rec­om­mends a re­formed road pric­ing mech­a­nism based on a mass, dis­tance and lo­ca­tion for­mula to en­sure heavy ve­hi­cles in­volved in haulage across met­ro­pol­i­tan re­gions pay less than un­der the cur­rent pay as you go (PAYGO) sys­tem. Both CTAA and the Aus­tralasian Rail­way As­so­ci­a­tion (ARA) rec­om­mend a sim­i­lar ap­proach of ac­cess pric­ing re­view for rail to “en­cour­age cer­tainty and com­mer­cially vi­able out­comes”.

“The ARA en­dorses an eco­nom­i­cally com­pet­i­tive level play­ing field be­tween rail and road and seeks a mass-dis­tance-lo­ca­tion charg­ing mech­a­nism for heavy ve­hi­cles to be adopted along ma­jor in­ter­state routes, which will al­low road to com­pete equally with rail,” the rail as­so­ci­a­tion sub­mis­sion notes.

ALC rec­om­mends road ac­cess pro­vi­sions of the HVNL must be re­viewed to “iden­tify and en­act im­prove­ments to the sys­tem so as to im­prove con­sis­tency and speed in de­ci­sion mak­ing”.

De­laney sug­gests eq­ui­table fu­ture road us­age charges that take into ac­count lo­gis­ti­cal fac­tors such as lo­ca­tion of dis­tri­bu­tion cen­tres (DC) and need for small or large ve­hi­cles to carry goods

back into the city across road cor­ri­dors that are also used by com­muters. He says govern­ments must con­sider this sup­ply chain re­al­ity when re­view­ing en­vi­ron­men­tal and con­ges­tion claims made by ur­ban by­pass cor­ri­dor users.

NEW TECH­NOLO­GIES

NTC states that the Na­tional Pol­icy Frame­work for Land Transport Tech­nol­ogy: Ac­tion Plan: 2016-2019 out­lines the role that govern­ment in­tends to play in the tech­nol­ogy space, in­clud­ing pro­mot­ing aware­ness and ac­cep­tance of new tech­nolo­gies.

It calls for an in­quiry that con­sid­ers the po­ten­tial ben­e­fits of in­cen­tivis­ing the adop­tion of new tech­nolo­gies such as blockchain to im­prove sup­ply chain ef­fi­ciency. In a pa­per pub­lished last year, Land Transport Reg­u­la­tion 2040: Tech­nol­ogy, trends and other fac­tors of change, NTC had sug­gested that blockchain tech­nol­ogy could help achieve a se­cure and well-con­nected sup­ply chain sys­tem.

Mean­while, ALC rec­om­mends govern­ment en­sure in­creased up­take in tech­nol­ogy is not bur­dened by “un­nec­es­sary or out­moded” reg­u­la­tions.

In line with a rec­om­men­da­tion from the Western Aus­tralian Road Transport As­so­ci­a­tion (WARTA), ALC sug­gests the govern­ment must con­sider ways to help small and medium T&L op­er­a­tors adopt global data stan­dards in their sup­ply chains.

“The Aus­tralian Govern­ment should work with in­dus­try to pro­mote the ben­e­fits of adop­tion of global data stan­dards through in­dus­try re­search and aware­ness pro­grams and pro­mo­tion of the value of global data stan­dards in Aus­tralian sup­ply chains,” ALC states.

SUP­PLY CHAIN IN­TE­GRA­TION

VTA CEO Peter An­der­son says a well-con­nected sup­ply chain is the an­swer to a pro­duc­tive in­dus­try. He says the fed­eral govern­ment must ex­am­ine cur­rent reg­u­la­tions in road, rail and ship­ping sec­tors while finding bet­ter ways to im­prove sup­ply chain pro­duc­tiv­ity.

The in­dus­try bod­ies are call­ing for in­stal­la­tion of ad­di­tional heavy-ve­hi­cle clas­si­fi­ca­tions that en­com­pass the in­clu­sion of high-pro­duc­tiv­ity freight ve­hi­cles (HPFV) on toll roads, bridges and other road net­works that cur­rently do not al­low HPFV move­ment.

ATA says it is im­por­tant to con­sider the im­pact of road in­fra­struc­ture gaps, par­tic­u­larly in re­gional and re­mote ar­eas to en­sure the suc­cess of the in­dus­try. ATA’s rec­om­men­da­tion has also re­ceived back­ing from WARTA, which rec­om­mends de­tailed au­dit of road main­te­nance and in­vest­ment pri­or­i­ties.

An­der­son rec­om­mends de­vel­op­ing in­ter­modal con­nec­tion ar­eas, im­prov­ing ac­cess to ports, rail link with all ports, and more em­pha­sis on ad­dress­ing ‘last mile’ is­sues.

On be­half of the ship­ping and con­tainer transport sec­tor, CTAA and Ship­ping Aus­tralia Lim­ited (SAL) are call­ing for im­proved sup­ply chain links. Both CTAA and SAL sug­gest that the na­tional strat­egy should con­sider the im­pact of cur­rent poli­cies on the over­all transport net­work. CTAA di­rec­tors Ger­ard Langes and Neil Cham­bers, and SAL CEO Rod Nairn press for the need of an in­te­grated sup­ply chain net­work that ef­fi­ciently links con­tainer transport with in­ter­modal and road freight sec­tors.

The SAL sub­mis­sion notes a dis­par­ity be­tween cur­rent transport modes, stat­ing the cur­rent sys­tem favours road and rail in­vest­ment over ship­ping. Call­ing it the “most en­vi­ron­men­tally ef­fi­cient, cost ef­fi­cient and safest mode of long haul freight transport”, Nairn says govern­ments must un­der­take more plan­ning and works to sup­port ship­ping. He says in­te­gra­tion of coastal ship­ping in the do­mes­tic sup­ply chain can “dra­mat­i­cally” re­duce transport costs, and points to lack of ef­fort to mea­sure these sav­ings.

SAL rec­om­mends “redi­rect­ing in­fra­struc­ture re­sources com­mit­ted to net­works par­al­lel to the coast­line to cre­ate hy­per-ef­fi­cient and re­silient net­works per­pen­dic­u­lar to the coast”, which will help re­duce freight costs across the sup­ply chain net­work.

CTAA con­curs with this view. It rec­om­mends the na­tional strat­egy to find ways to im­prove

“A well-con­nected sup­ply chain is the an­swer to a pro­duc­tive in­dus­try”

con­nec­tiv­ity be­tween ports, in­ter­modal and road freight sec­tors to im­prove the over­all pro­duc­tiv­ity of the Aus­tralian sup­ply chain.

CTAA backs road transport rep­re­sen­ta­tive bod­ies in their call for im­proved ac­cess and per­mit rights for high-pro­duc­tiv­ity freight ve­hi­cles (HPFV). “These ve­hi­cles meet the na­tional Per­for­mance Based Stan­dards (PBS), are In­tel­li­gent Ac­cess Pro­gram (IAP) route com­pli­ant, and are fit­ted with (in­terim) on-board mass mon­i­tor­ing de­vices,” CTAA notes. “In this way, govern­ment has a high de­gree of safety and in­fra­struc­ture pro­tec­tion com­pli­ance as­sur­ance.”

ROAD IN­VEST­MENT

ATA sug­gests fed­eral and state govern­ments should ac­cel­er­ate road in­vest­ment to im­prove the main­te­nance of the ex­ist­ing net­work and pro­tec­tion of cur­rent and fu­ture cor­ri­dors to re­duce the over­all life cy­cle costs of the road net­work. It rec­om­mends that any in­fra­struc­ture in­vest­ment of more than $100 mil­lion must be as­sessed by In­fra­struc­ture Aus­tralia be­fore be­ing ap­proved.

“Govern­ment would play a crit­i­cal role in road funds by set­ting the fund­ing cri­te­ria and net­work ob­jec­tives, and then al­low the in­de­pen­dent and trans­par­ent se­lec­tion of projects,” the ATA sub­mis­sion notes. “Road funds would serve to in­crease com­mu­nity con­fi­dence that charges col­lected for the main­te­nance and im­prove­ment of the road net­work will go to that pur­pose. This re­form would be con­sis­tent with the ap­proach of the Aus­tralian Govern­ment to im­prove the qual­ity of in­fra­struc­ture in­vest­ments by re­quir­ing projects of $100 mil­lion or more to first be as­sessed by In­fra­struc­ture Aus­tralia.”

WARTA has en­dorsed ATA’s view, adding that poor main­te­nance on re­gional roads ends up cost­ing road transport op­er­a­tors “sub­stan­tially” in fleet main­te­nance and op­er­at­ing costs.

ALRTA says the fed­eral govern­ment should com­mit to a ded­i­cated na­tional fund­ing sys­tem for road ser­vice level im­prove­ments in re­gional Aus­tralia. It rec­om­mends:

• “that the Aus­tralian Govern­ment es­tab­lish a na­tional fund of at least $1bil­lion to im­prove the stan­dard of key ru­ral freight and tourism roads

• “that the Aus­tralian Govern­ment de­velop a plan and sus­tain­able fund­ing mech­a­nism for es­tab­lish­ing man­aged road­side live­stock ef­flu­ent dis­posal sites on key live­stock freight routes in Aus­tralia.”

UR­BAN ENCROACHMNT

CTAA calls on the govern­ments to con­sider so­lu­tions to prob­lems as­so­ci­ated with in­creas­ing ur­ban devel­op­ment near ma­jor ports, which ex­erts “sig­nif­i­cant op­er­a­tional and com­mer­cial pres­sure”, and the freight transport sec­tor.

“With the ex­cep­tion of Brisbane, all Aus­tralian ports are land con­strained by sig­nif­i­cant ur­ban en­croach­ment. Whereas his­tor­i­cally, the vast ma­jor­ity of con­tainer lo­gis­tics ac­tiv­ity (e.g. cargo freight sta­tion pack/un­pack, bonded warehousing, empty con­tainer man­age­ment) oc­curred in, or around the Port, to­day these ac­tiv­i­ties are in­creas­ingly oc­cur­ring tens of kilo­me­tres away,” CTAA notes.

The na­tional strat­egy should sup­port im­proved “ur­ban plan­ning, freight land use buffer­ing and freight cor­ri­dor pro­tec­tion” to al­low peace­ful co­ex­is­tence of ef­fi­cient sup­ply chains and com­mu­ni­ties.

RAIL TO PORTS

ALC sug­gests govern­ments at all lev­els must take mea­sures to en­sure im­proved rail ac­cess to ma­jor ports. It calls for “greater govern­ment fo­cus and in­vest­ment in the use of port shut­tle/ short-haul rail in­fra­struc­ture as a means to im­prove sup­ply chain ef­fi­ciency and re­duce con­ges­tion. Govern­ments should sup­port ac­cel­er­ated in­vest­ment plans for in­ter­modal ter­mi­nals, in­clud­ing work to­wards in­te­grat­ing freight rail and lo­gis­tics freight hubs.”

Mean­while, ARA is push­ing for a na­tional frame­work for cor­ri­dor pro­tec­tion. It is ask­ing the rel­e­vant govern­ments to: • pre­pare agreed, ro­bust plans • pre­pare fea­si­bil­ity stud­ies on the cor­ri­dors

aris­ing from those plans

“With the ex­cep­tion of Brisbane, all Aus­tralian ports are land con­strained by signicant ur­ban en­croach­ment”

• es­tab­lish joint fund­ing and gov­er­nance ar­range­ments to pro­tect and cap­ture the value in these cor­ri­dors. ARA says states and ter­ri­to­ries should have ded­i­cated freight and pas­sen­ger lines to help rail op­er­a­tors im­prove ser­vice, re­li­a­bil­ity and price of­fer­ing. It also rec­om­mends the need for more plan­ning and in­vest­ment on ex­ist­ing net­works with an aim to re­move con­ges­tion, re­duce op­er­a­tional costs and im­prove safety.

ROAD VS OTHER TRANSPORT SEC­TORS

SAL points to the “reg­u­la­tory fail­ure” of the govern­ment and the as­sess­ment of in­fra­struc­ture in­vest­ment projects (IIPs) that sup­port road and rail freight transport sec­tors over ship­ping.

The sub­mis­sion notes that the cur­rent sys­tem sub­sidises land freight transport sec­tor and uses tax­payer dol­lars to fund new projects and main­te­nance of ex­ist­ing in­fra­struc­ture at the ex­pense of lo­cal busi­nesses.

“As a so­ci­ety, Aus­tralia can­not af­ford to con­tinue to sub­sidise the land freight transport sec­tor and con­tinue to be de­nied ac­cess to such an abun­dant re­source as coastal ship­ping. Not only does it com­mit tax­pay­ers to the fund­ing of tens of bil­lions of dol­lars in in­fra­struc­ture con­struc­tion and main­te­nance an­nu­ally, it de­nies cost sav­ings to do­mes­tic busi­nesses and re­moves the step­ping stone re­quired for them to be­come ex­porters and more pros­per­ous,” Nairn states.

While ARA’s sub­mis­sion re­flects a sim­i­lar view to SAL, al­beit for rail. The sub­mis­sion is call­ing for a com­pet­i­tively neu­tral pol­icy ap­proach be­tween the dif­fer­ent modes of transport.

“Do­mes­tic rail freight mar­kets should op­er­ate as far as pos­si­ble on a level foot­ing with other modal choices by cre­at­ing an en­vi­ron­ment where there is an eq­ui­table and com­pa­ra­ble reg­u­la­tory en­vi­ron­ment and/or com­pet­i­tive neu­tral­ity be­tween com­pet­ing modes of transport,” it sug­gests.

FU­TURE CON­SID­ER­A­TIONS

The sub­mis­sions rec­om­mend plan­ning com­mit­tees to con­sider the ben­e­fits of ef­fi­cient sup­ply chain move­ment and cre­ate im­proved links be­tween freight gen­er­a­tion points and sig­nif­i­cant transport in­fra­struc­ture such as rail, port and air­ports. The rec­om­menda- tions are call­ing for greater fo­cus on the devel­op­ment of prac­ti­cal and ef­fec­tive so­lu­tions to re­solve cur­rent in­ef­fi­cien­cies in the sys­tems.

Lin­fox has wel­comed govern­ment sup­port for “big ticket” in­fra­struc­ture items such as the Mel­bourne to Brisbane In­land Rail project and the Greater Western Syd­ney Air­port at Badgery’s Creek. “These are projects of na­tional sig­nif­i­cance that have to one ex­tent or an­other en­joyed bi­par­ti­san and cross-ju­ris­dic­tional sup­port at var­i­ous stages over sev­eral decades,” Carey states.

Apart from in­vest­ment, govern­ment must also con­sider fac­tors such as labour, in­fra­struc­ture ac­cess and fu­ture growth op­por­tu­ni­ties while de­vel­op­ing spe­cific sup­ply chains, VTA rec­om­mends.

While fresh op­por­tu­ni­ties will arise from the devel­op­ment of new in­fra­struc­ture, the abil­ity of that in­fra­struc­ture to be func­tional in the fu­ture en­vi­ron­ment will be key, he says.

“For ex­am­ple, the in­tro­duc­tion of the In­land Rail sys­tem should not just be lim­ited to Brisbane and Mel­bourne, but also be a part of a larger per­spec­tive that takes in the con­nec­tion of all cap­i­tal ci­ties by an open sys­tem linked to in­ter­modal satel­lite hubs,” An­der­son says.

“It is just not the sup­ply chain ef­fi­cien­cies that large-scale in­fra­struc­ture de­vel­op­ments bring to the in­dus­try but also the in­di­rect value to all of the mar­kets and in­dus­try sec­tors that are re­liant on the ef­fi­ciency of these net­works.”

ALC sug­gests the fed­eral govern­ment to set up a ded­i­cated Freight Strat­egy and Plan­ning Di­vi­sion within the DIRD. It is call­ing for spe­cial fo­cus on transport cor­ri­dor pro­tec­tion that al­lows ef­fi­cient freight move­ment in the fu­ture. It asks de­ci­sion mak­ers to sup­port the “preser­va­tion of po­ten­tial in­ter­modal ter­mi­nal sites, and en­sure proper plan­ning for fu­ture road and rail con­nec­tions”.

WARTA ex­ec­u­tive di­rec­tor Cam Dumesny says the NFSCS must be de­vel­oped with a clear un­der­stand­ing of the het­ero­ge­neous na­ture of Aus­tralian T&L in­dus­try. Apart from na­tion­ally-sig­nif­i­cant as­pects, de­ci­sion-mak­ers must also fac­tor in the “unique dif­fer­ences to grow re­gional and re­mote Aus­tralia at a pace com­men­su­rate with global de­mands. The im­per­a­tive of na­tional reg­u­la­tion must be pro­duc­tive and safe fa­cil­i­ta­tion of trade, not na­tional reg­u­la­tion in and of it­self.”

Be­low: Min­is­ter Darren Ch­ester says the feed­back re­ceived will feed into the devel­op­ment of a com­pre­hen­sive na­tional strat­egy

Op­po­site top and bot­tom: Min­is­ter Paul Fletcher has sought feed­back on the in­de­pen­dent price reg­u­la­tion for heavy ve­hi­cle charges; ALC MD Michael Kil­gar­iff has long sup­ported the need to de­velop a Na­tional Freight and Sup­ply Chain Strat­egy

Above: VTA CEO Peter An­der­son says all in­fra­struc­ture in­vest­ments must con­sider fu­ture growth and chal­lenges

Above: CTAA di­rec­tor Neil Cham­bers says ur­ban en­croach­ment around ports is a ma­jor ob­sta­cle in ef­fi­cient freight move­ment

Op­po­site: WARTA ex­ec­u­tive of­fi­cer Cam Dumesny says na­tional strat­egy should weigh in re­gional and ru­ral transport needs

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