Transcript Document

BUREAUto
OF TRANSPORT
& REGIONAL
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title
ECONOMICS-TRANSPORT
style COLLOQUIUM 05
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Future Opportunities and Challenges Facing the Road
Freight Industry
Chris Althaus
CEO Australian Trucking Association
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Land Freight Transport Sector
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• Around 3.4% GDP in 2002/03
• Second level
•
•
• Third level
• Fourth level
Freight
task increases at 1.2 – 1.3
• Fifth
level
times
GDP
growth
Road freight task set to double - by
2020 ( 1549 to 3000 million tonnes)
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Road
Freight
vs title
GDP
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• Second level
Index 2000 = 100
250
200
150
• Third level
Actual
Projected
• Fourth level
• Fifth level
GDP
Road Freight
100
50
0
1970
1975
1980
1985
1990
1995
2000
2005
Research and analysis in the Commonwealth
Department of Transport and Regional Services
2010
2015
2020
National
loads
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style
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350
• Second level
billion tonne-kms
300
250
Actual
Projected
• Third level
200
150
• Fourth level
• Fifth level
Air
Sea
Rail
Road
100
50
0
1970
1975
1980
1985
1990
1995
2000
2005
2010
Research and analysis in the Commonwealth
Department of Transport and Regional Services
2015
2020
KeytoDrivers
for thetitle
Future
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•• Second
Road level
infrastructure investment
• Third level regulatory reform
• Balanced
•
• Key Business
trends
•
• Intermodal relationships
• Labour supply
Fourth level
Fifth level
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Infrastructure
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• Australia
810,052
of roads and
44,262level
of rail track..thus (often)…road is the
• Second
only
option
• Third
level
• Australia’s
truck fleet travels around 12,505
• Fourth level
•
•
million •km
Fifthand
level transports some 1549 million
tonnes of freight per year
Road transport sector accounts for 75-80%
of land freight
“Trucking carries the Australian economy”
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to editInfrastructure
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• ATAto supports
an integrated
• Click
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text styles national
transport
• Second
levelplan incorporating freight transport
for both road and rail
•corridors
Third level
• ATA• Fourth
welcomed
AusLink with its increase in
level
•
• Fifth
funding
forlevel
a comprehensive land transport
plan
Focus on a national network of road freight
corridors must be a priority that will add to
the efficiency of freight transport in the future
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•• Second
ATA’s level
major concerns are Australian
•
•
Government
• Third level now not fully funding
national
• Fourth highways
level
• Fifth level
The need
for increased investment in
roads to fast track key corridor projects
Unacceptable timeline for duplication of
Hume Highway not until 2012 or Pacific
Highway only by 2016
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• AusLink
targets
state
• Second
levelmix
finance
•
•
and private
•Private
Third level
funding of non-toll road
• Fourth level
projects
is limited - leaving this key
• Fifth level
responsibility with governments
Overhaul of infrastructure funding is
central to domestic economic growth
and international competitiveness
Regulatory
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Safety/Environment/Productivity
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Trucking
a heavily
regulated industry:
• Second
levelhours
- Driving
• Third level
- Compliance
• Fourth level & Enforcement
• Fifth&levelfuel standards
- Engine
- Vehicle dimensions
- Payload mass
Regulatory
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Safety/Environment/Productivity
• However,
must provide
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regulatory settings that allow industry to
• Second
level
remain efficient
•
Third level
• Transport
efficiency supports economic
• Fourth level
•
•
performance
• Fifth level/ growth
Loss of balance in regulation typically
undermines efficiency
Regulation must keep up with technology eg
Mass Limits
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•
Whilst our industry is
Second level
perceived by some as
Third level
big, fast & dangerous,
Fourthinlevel
little interest shown
facts.
Fifth level
Graph shows a significant
reduction in fatalities
involving heavy vehicles
over past 15 years
•
•
•
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Equivalency of Standards
•
ADR 70
Euro 1
•
'91
'98
'04
'07
PM
•
0.4
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0.35
ADR 70
Second
level
EPA ‘91
0.3
Third level
0.25
• Fourth level
0.2
• Fifth level
0.15
ADR 80/00
ADR 80/01
EPA ‘00
EPA ‘04
0.1
ADR 80/00
Euro 3
0.05
ADR 80/01 E-4
0
EPA 2010
EPA 2007i
Jap 2005 LT Euro 5
0
Transient test levels
1
2
3
4
NOx
5
6
7
8
Business
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MasterTrends
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•• Second
Risinglevel
fuel costs
• Third levelstructure changes
• Industry
•
• Role of• technology
• Customer needs - Just in Time
• Compliance & Enforcement Fourth level
Fifth level
•
accountability
Taxes and charges
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Intermodal Relationships
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•• Second
Links between
trucks, trains, ports and
level
airports
• Third levelmust improve
•
• Specialisation
will increase given
• for efficiency gains
demand
• Viable efficiency gains will depend on
Fourth level
Fifth level
•
infrastructure/regulatory mix
Governments must play role to ensure
balance
Labour
Supply
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• Focus
onMaster
recruitment
and retention
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• Enhance the image and profile of the
• Second
level
transport industry for attractive job
•
•
•opportunities
Third level
and career paths.
• Fourth level
Develop
and
support
an
effective
training
•
Fifth level
culture within the industry.
Review and improve existing training
structures to promote easier access to the
industry.
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Charges
• Trucking
pay
a current road user
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chargelevel
of 20c per litre (part of diesel excise)
• Second
• Operators
• Third levelalso pay registration charges
•
•
based
on level
vehicle Gross Vehicle Mass
• Fourth
Fifth level that in 1998, heavy vehicles
BTRE •showed
paid $1393 million & costs attributable were
$1280 million ie 110% over recovery
Heavy vehicle charges are currently being
reviewed by the NTC
Conclusion
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• ATAtowants
a productive
and safe road
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network
• Second
level
• Road
efficiency and road safety for
• Thirdtransport
level
•
•
all users
on standard of road
• Fourth depends
level
network
and
progressive regulation
• Fifth
level
Given Australia’s demand for freight
movement our road network needs increased
investment
Progressive and flexible regulation must go
hand in hand with better roads
Australian
Trucking
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Association
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“To level
unite and represent
• Second
• Third
level
a professional and safe
• Fourth level
• Fifth level Trucking Industry”
Australian
Thank You