The federal government has made a major announcement on the future engine emissions standards of Australian heavy vehicles. But what does the industry think of this decision?
Earlier this week, the future of Australia’s transport industry shifted. Built on decades of diesel-powered heavy vehicles, the federal government’s decision to make Euro VI emissions standard from November 1, 2024, signalled a shift towards a zero-emissions future.
The tighter noxious emissions standards for new trucks and buses aim to save lives and prevent toxic air pollution.
From November 2024, the new emissions standard will be phased in over a 12-month period. By late 2025, the government will enforce that all new trucks and buses in Australia will follow the cleaner engine emissions rules.
What does the transport industry think of this change?
With a history in traditional diesel trucks, many heavy vehicles in Australia emit dangerous pollution into the atmosphere. That doesn’t necessarily mean the industry will be receptive to the change.
Zero-emissions policy expert at the Australian Trucking Association (ATA) Sam Marks says the timing for this decision is appropriate.
“It’s an important outcome for the industry and for the broader community,” Marks told ATN. “The decision is fairly close to the position that the ATA says it held. It also recognises the need for productivity benefits, which is a boost.
“The timing lines up with the dates that we put forward to the government. It’s an important step to reduce noxious emissions around the community, which the industry has a good record in doing.”
Marks says there have been substantial reductions on emissions made in the past 30 years in the Australian transport industry, despite the kilometres driven nationally having increased by more than 80 per cent.
He says this latest change allows the industry to remain at the forefront of environmental standards.
The ATA zero-emissions policy expert says many operators shouldn’t be worried about the change, as the rules only apply to new trucks purchased after the selected date in 2024.
“We have to make it clear that this ruling doesn’t impact trucks on the road today,” Marks says. “This means there’ll be more certainty going forward about what operators will buy when it comes to requirements.
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“It’s important to have the transition time, as it takes time for manufacturers to change supply chains and make decisions that will show results in the future.”
Marks says the ATA is fairly comfortable with the timelines provided by the government. He says it has advocated for the 2024 and 2025 implementation dates announced by the federal government, giving the industry time to adapt to the standards that will come into effect.
A welcome change
Similarly, the National Heavy Vehicle Regulator (NHVR) is positive about the introduction of the stricter emissions standards.
NHVR director of vehicle safety and performance Peter Austin says the NHVR welcomes the announcement to accelerate the uptake of cleaner heavy vehicles.
“The Australian Design Rule (ADR) changes will not only recognise the Euro VI standards but also equivalent standards in place in the US and Japan,” Austin told ATN. “Euro VI emission components have a longer service life and these vehicles produce lower levels of hydrocarbon, NOx and particulate emissions, delivering improvements in the health of our communities.
“NHVR supports the adoption of Euro VI, not only for its environmental benefits but the potential safety improvements it can deliver.”
It’s not just the industry bodies who support the move.
Marks says the NHVR issued a survey to the industry that showed that Euro VI vehicles typically featured six advanced safety technologies, including autonomous emergency braking, lane departure warning and stability control.
Euro VI has other challenges
Although the Euro VI announcement has been received positively by many in the industry, there’s more work to do to satisfy everyone.
The National Road Transport Association (NatRoad) called on the federal government earlier this week to provide incentives and other financial assistance so operators can easily adopt to the change.
“We just can’t ignore the increased costs of adopting Euro VI for heavy vehicle operators who are already under severe financial strain,” NatRoad CEO Warren Clark says. “It’s up to the government to cut stamp duty and registration charges to compensate for that or owners won’t be able to make the switch from older trucks.”
Alongside the financial incentives suggested, transport bodies also want to see productivity benefits included in the announcement.
The ATA, through Marks, says it wants to see mass limits and width limits amended before the Euro VI mandated change occurs.
With Euro VI trucks being slightly heavier, Marks says the rules must be changed so that productivity penalties aren’t enforced for those transitioning their new trucks.
“It would be good to see governments including the mass limit and width limit changes in a broader package of work,” Marks says. “We need the wider width limits and mass limits for both trucks and trailers to see benefits in productivity without penalties being applied.”
Austin says: “The NHVR is working to assist the National Transport Commission to progress a mass concession that offsets the increase in mass limits for Euro VI vehicles.”
“Moving to cleaner and safer vehicles should not come at a productivity cost for the industry.”
If these financial and productivity benefits can be amended, the industry agrees the Euro VI transmission should be a positive cornerstone for the Australian industry.
Marks says the changes are similar to what the ATA and other bodies submitted earlier in the year. If all goes to plan, Australia’s transport sector could be becoming safer and healthier without any major disruptions.
“What we’re seeing is part of a broader package of work that needs to happen to remove barriers to zero-emissions vehicles,” Marks says. “If it all happens, then this decision is a good step in the right direction for our industry.”