In 2004/05 rail carried 183 billion tonne-km of the total land freight task (53%) with the road system hauling 169 billion tonne-km. Rail carries the majority of bulk freight (iron ore, coal, minerals and grain). Trucks move about 80% of domestic non-bulk freight and dominate every major inter-capital route except the Eastern States – Perth and Adelaide - Darwin corridors.

Since 1972 there has been a steady decline in the use of rail between Eastern States capital cities from 39% to a projected 6.5% by 2020 if current trends and transport policies continue. This reflects:

• poor public policies on transport;
• inappropriate industry structures; a history of poor rail industry performance due to the lack of infrastructure investment resulting in poor service quality including uncompetitive transit times and reliability; 
• deregulation of domestic markets and other micro-economic reform and specific transport sector reforms;
• a substantial increase in larger road vehicles resulting from (Endnote 1) :
  • reviews of road limits;
  • new national heavy vehicle standards including increases in concessional mass limits;
  • relaxed availability of permits for B-doubles and road trains.
• increased specialisation in production and changed supply chain operations involving (Endnote 2):
  • changed warehousing and national distribution of products; and
  • increased use of just-in-time stock management systems involving door-to-door delivery and more intensive transport.

Modernisation of the rail industry began in the 1990s and now  the majority of rail freight companies are profitable and are either privately owned or government owned corporations. This increased productivity by over $2 billion and infrastructure investment allowed the introduction of:

• longer trains and higher axle load limits;
• more efficient use of tracks including investment in longer passing loops and longer sidings in terminals; and
• continuing improvements to signalling systems and installation of concrete sleepers allowing higher speeds and shorter gaps between trains.

Research commissioned by the Australian Rail Track Corporation (ARTC) in 2008 shows that rail is now generally cheaper than truck for non-bulk general freight on inter-capital corridors. For many years rail has been competitive with road on price on a  terminal-to-terminal basis but the ARTC research shows that rail is now cheaper than road on a door-to-door basis on all but one corridor (Endnote 3).

Transport contributes 14% of Australia’s total greenhouse gas emissions and is one of the fastest growing sectors of greenhouse gas emissions. As rail transport has significant environmental advantages over road transport, increased use of rail transport in Australia can assist Australia reduce environmental impacts.

In February 2008 two significant announcements signalled changes in Federal and State government relations:

• Australia’s Transport Ministers agreed to support a national approach to transport policy to allow Australia’s transport systems to be planned and operated as an integrated network to meet the needs of its users: and
• Infrastructure Australia was formed to co-ordinate the provision of infrastructure for the transport, energy, water and telecommunications sectors.

The size and type of road truck used for domestic freight has changed significantly in Australia.

In the 1970s Canada originated the B-double concept with a maximum allowable length of 23 metres. This concept was introduced into Australia in the 1980s and new national  heavy vehicle standards in the 1990s led to increases in concessional mass limits and relaxation of the availability of permits for B-doubles and road trains. B-double trucks now operate at almost 30 metres long carrying more than 50 tonnes of freight. The number of B-double trucks has increased by 267% to 9,564 vehicles since 2000 and they have benefited significantly from higher road spending, particularly improved access around ports, urban arterials and grain silos.

B-triple trucks, up to 36.5 metres long, have also been allowed to operate in some States and Territories. In February 2006, as part of national road transport reform, the Council of Australian Governments (COAG) agreed to identify a suitable road network to ‘improve the safety and efficiency of freight transport’. The Australian Transport Council (ATC) endorsed a limited B-triple network to operate from 1 July 2007 based on existing road train routes.

The National Transport Commission (NTC) is working with industry and governments to identify an extended B-triple network. However, it is acknowledged by the NTC that over time extensions to the B-triple network may be conditional on planning and funding to improve road infrastructure which could include road widening, town bypasses, overtaking opportunities, intersection improvements, upgraded rest areas and trailer breaking areas. The extra length and weight of B-triples increases braking distances and adds time to turning and changing lanes.

With a gross mass of 82.5 tonnes, B-triples have the potential to carry 14% more freight than the B-double or do the work of 5 semi-trailers. However, it is important to remember that one Melbourne-Sydney freight train takes 150 trucks off the road, saving 45,000 litres of fuel and produces 44 tonnes less greenhouse gas emissions.

The Australian Trucking Association is pressing for the introduction of B-triples on the Melbourne-Adelaide, Sydney and Brisbane (via the Newell highway) corridors (Endnote 4). The type of goods most likely carried over these routes by B-triples could equally be carried by rail with lower greenhouse gas emissions. (When passing a B-triple on the highway remember it is the equivalent length of six motor cars or one Boeing 737-300 series commercial aircraft).

Heavy Vehicle Charges