GrainGrowers has launched its National Grain Freight Strategy

With most domestic grain and an increasing proportion of export grain transported by road, a well-maintained national road system is required. Elements required over the short-term include the development of state-based grain freight strategies; increased funding to direct funding mechanisms such as the Roads to Recovery Program; funding to critical grain freight routes under the Infrastructure Investment Program; and elevating the National Freight and Supply Chain Strategy’s governance structures to a National Cabinet priority to increase resourcing and accountability.

While Heavy Vehicle National Law was intended to encourage improvements in the roads transport sector, the adoption of High Productivity Freight Vehicles (HPFV) through the Performance Based Standard scheme is constrained by poor regulation and lengthy permit requirements. Short-term actions include a greater streamlining of HPFV regulations; improvements to safety and reduced red tape for HPFVs including crossing rail lines; and increased sharing of resources to local councils to determine road access decisions.

The practical ability of HPFVs to operate is impeded by bridge infrastructure nearing the end of its useful life, with many councils unable to afford bridge replacement and imposing bridge load limits to protect assets. Immediate action is required to identify and fund bridge upgrades on high volume freight routes to increase “whole of route” freight capacity; and targeted funding for cross border bridges to increase load capacity and interstate freight movements.

Increasing rail grain freight is a viable way to not only reduce carbon emissions, but also efficiently transport grain long distances from growing regions to port. Unfortunately, a localised rail network undermines the interoperability of the network reducing overall freight efficiency and increasing costs. Urgent work required includes targeted funding to upgrade critical rail freight corridors; the harmonisation of rolling stock access agreements across Rail Infrastructure Managers; an audit of infrastructure standards to identify opportunities for standardisation and expansion; and co-funding for industry to upgrade rail sidings and loading capacity.

Increasing rail grain freight is a viable way to not only reduce carbon emissions, but also efficiently transport grain long distances from growing regions to port. Unfortunately, a localised rail network undermines the interoperability of the network reducing overall freight efficiency and increasing costs. Urgent work required includes targeted funding to upgrade critical rail freight corridors; the harmonisation of rolling stock access agreements across Rail Infrastructure Managers; an audit of infrastructure standards to identify opportunities for standardisation and expansion; and co-funding for industry to upgrade rail sidings and loading capacity.

As a hard to abate industry, a nationally coordinated and staged transition is required, to implement a fundamental shift to Australian grain freight. With the commercialisation of low emission road and rail technologies still in its infancy, targeted government support is required to establish low emission pathways for grain freight. Immediate steps required include: the implementation of a National Transport and Infrastructure Net Zero Roadmap and Action Plan; ensuring decarbonisation is included in the National Freight and Supply Chain Strategy; developing a National Modal Shift Scheme to encourage increased grain rail freight; and explore opportunities for domestic production of canola-based biofuels for use in existing machinery to reduce emissions.