The NSW long term transport plan needs to enable greater road freight productivity to boost jobs, living standards and economic growth. Improving truck productivity will improve safety outcomes, reduce fuel use and lower environmental impacts. It also reduces the number of trucks, reducing congestion, noise, and lowering impacts and damage to road pavements.
The Australian Government’s national infrastructure data collection and dissemination plan needs to enable productivity growth, such as delivering evidence based road funding decisions and not undermining productivity by imposing additional regulatory costs.
The Australian Government should retain and improve the Federal Interstate Registration Scheme (FIRS) to boost productivity for interstate supply chains.
FIRS commenced operation in 1987 and operates as a voluntary alternative to state and territory based registration schemes, for heavy vehicles weighing more than 4.5 tonnes that are solely involved in interstate trade or commerce, including rigid trucks, prime movers, trailers and buses.
The ATA’s submission to the NHVR advocates that allowing a one hour personal use exemption for fatigue regulated heavy vehicles is an opportunity to promote quality rest, encourage compliance and advance safety outcomes.
Improved productivity and consistency should be the priority for the review and redesign of the national notices for road trains and B-doubles.
This is the focus of joint submissions to the National Heavy Vehicle Regulator (NHVR) by the Australian Trucking Association (ATA) and the Australian Livestock and Rural Transporters Association (ALRTA).
The trucking industry is an Australian success story. Australian trucking operators have pioneered modern, safer, and more productive vehicle designs. Road trains in the outback, B-doubles on our major freight networks, and high productivity vehicle combinations on specific routes are critical to Australian supply chains, with only 10 to 15 per cent of the freight task considered to be contestable across both rail and road.
Governments must not impose additional regulatory burdens on businesses seeking to use highly automated vehicles. The ATA’s submission to the NTC on assuring automated vehicle safety voices strong opposition to any regulatory model that threatens trucking businesses or impedes continued innovation.
The Australian Competition and Consumer Commission should ultimately take over regulating toll road and landside port charges, the ATA’s submission on the independent price regulation of heavy vehicle charges says.
The ATA argues that the current policy guiding the positive assessment of infrastructure investments (over $100 million) by Infrastructure Australia must be legislated. Current governance, taxation and institutional arrangements for the provision and funding of roads in Australia is simply not sustainable.
Vehicles with conditional automation, where an automated driving system drives the vehicle for a sustained period of time but the human driver is ultimately required to maintain proper control of the vehicle, are not yet ready to be approved for use on Australian roads.