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Future Freight Networks : Yearbook 2012
TABLE 4: Ensuring consistency in regulation Open Access Regimes. Ensure that, wherever practical, all significant new transport infrastructure is subject to an open access regime, and develop improved regulatory processes to reduce the delays and costs to access seekers and access providers. IA has argued the case for open access to infrastructure, and the need for reform to ensure efficiency in the use of resources while recognising the role of pricing to ensure adequate return to owners of such infrastructure (terminals, rail, ports). This is an issue for competition policy, with the most recent case being focused on access by competitors to rail infrastructure in the Pilbara, with BHP/Rio being required to allow other mining companies to use their rail infrastructure. Streamline PPP Approvals. Develop streamlined PPP approval processes to facilitate private investment in transport infrastructure. Greater private sector, including superannuation, investment in transport infrastructure is essential. IA's Infrastructure Financing Working Group will be critical and its recommendations must be translated into better practice by all governments. Community and industry antipathy towards high-value tollroads must be addressed, as this could impede private investment. Uniform Rail Standards. Implement nationally uniform technical, safety and communications standards for rail operations. Adoption of the National Rail Safety Legislation and the creation of the National Rail Safety Regulator should remove regulatory inconsistencies currently faced by rail operators who operate across borders. Road Pricing. Reform road pricing to facilitate the efficient use of road vehicles and appropriate allocation of the freight task between road and rail. The COAG Urban Congestion Review argued the case for trials on road pricing. IA has also supported the use of road pricing to better manage demand for urban road networks. Substantial action is yet to be achieved on this issue. It is an issue that requires a coordinated national approach, and hence needs to be progressed through COAG/SCOTI. High Productivity vehicles. Reduce the regulatory barriers to the introduction of innovative high-productivity vehicles. The Standing Council on Transport and Infrastructure was asked to approve a set of recommendations to simplify the Performance Based Standards (PBS) scheme and to improve the likelihood of network access for PBS vehicles. Road access for Higher Mass Limits vehicles is still unnecessarily limited in some jurisdictions. This may improve with the creation of the National Heavy Vehicles Regulator. Over-dimension vehicles. Adopt nationally consistent and less burdensome regulation to reduce the costs associated with the movement of over-dimension vehicles. Over-dimensional transport is generally only permitted for the movement of large, indivisible items that cannot be broken down and transported within prescriptive dimensional limits. Regulations often vary from jurisdiction to jurisdiction. This is an issue that needs to be addressed by the National Heavy Vehicle Regulator to ensure consistency in interpretation and application of regulations governing access to road networks by these vehicles. Harmonise Fatigue Management. Harmonise legislative processes and regulatory arrangements associated with the implementation of the national fatigue management system. It is difficult to make an assessment of fatigue policy outcomes until the detail of the Heavy Vehicle National Law is available. It is expected that the implementation of the National Road Safety Regulator should lead to more consistent enforcement of fatigue provisions. 80