The Federal Minister for Transport, Anthony Albanese, has released a draft strategy on developing a national freight network to integrate road, rail, ports and airports.

 

Mr Albanese says such a strategy is overdue, and once it receives public submissions, it will go to Australian Infrastructure Project for funding consideration.

 

The discussion paper provides a case and priorities for a national land freight network strategy, and an indicative list of projects and programs that Infrastructure Australia has already flagged for inclusion in a long term national land freight network plan.

 

It concludes that productivity and competitiveness, which are vital to meet the challenges of the future, are inhibited by constraints to freight.

 

These constraints include a lack of planning for freight activities, a lack of clarity about the capacity for growth, and poor interoperability across infrastructure networks, all of which lead to congestion, low reliability and unexploited opportunities for investment.

 

The identification of a tightly defined national land freight network, including sea ports and airports, would start to address thematic issues such as best use of infrastructure; integration of freight and land use planning; capacity for growth, and responsiveness of infrastructure to demand. It would also facilitate scenario testing and forecasting.

 

Tangible, long term goals for a national land freight network are:

  • improved economic, social and safety outcomes
  • high productivity vehicle capability and access
  • modern operating procedures and application of smart technologies
  • appropriate separation of personal transport and freight
  • infrastructure and operational performance indicators.

It concludes that any strategy needs to consider routes, precincts and terminals that serve the major cities. A strategy that includes long term planning for infrastructure capacity is also more likely to engage stakeholders and promote private investment. Similarly, the creation of a road improvement regime facilitates investments by the freight industry and its customers.

 

The publication of a map or other document, showing interoperability requirements and seamless access for the future efficient use of the network, could be commenced relatively early. By including publication of likely major freight routes and precincts, with reference to relevant jurisdictional planning documents, better integration of freight transport and land use planning would be promoted.

 

It finds that easing any unjustified limits to the interoperable access of high productivity vehicles would have an immediate productivity pay-off, reduce the number of vehicle movements, and have positive impacts on energy consumption, emissions and overall amenity.

 

Two significant questions about such a national land freight network strategy are: How would interfaces be dealt with? and What should happen in the interim, before such a network is established?

 

Interfaces need to be carefully addressed, but should not undermine or delay the provision of a network. While interfaces can give rise to complex issues, there has been some success in dealing with them in other national networks including in transport.

 

Submissions are required by the end of April.

 

The paper is available here