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Australia's electricity prices in 2010 and 2011 remained low (or at the mid-range on a purchasing power parity basis) compared with most other OECD countries, reflecting, inter alia, Australia's abundant and low-cost coal supplies. Nevertheless, over the past five years, they have been rising as a result of network capital expenditure to meet increasing peak demand, environmental policy requirements, the carbon tax, green and renewable energy schemes (e.g. RET, feed-in tariff schemes), as well as a cyclical increase in the replacement of electricity assets in some states, thus resulting in higher average fixed energy costs per user. (...) According to a 2012 OECD survey, enhancing the efficiency of the energy market would boost growth, while preserving the environment; price controls remain an important area of unfinished business in energy reform as electricity tariff caps reduce supply side signals for investment. (...)

(...) Despite the lack of a nationally mandated programme, most Australian jurisdictions operate feed‐in tariff (FiT) schemes, which provide owners of small renewable‐energy systems with guaranteed fixed rates for the sale of electricity fed into the grid (e.g. Victoria). During the review period, several schemes (e.g. ACT FiT scheme, South Australian solar FiT scheme, and Residential Net FiT for Western Australia) were closed to new participants.

In late 2011, the Commonwealth Government released its Strategic Framework for Alternative Transport Fuels that sets out a long-term strategic framework to support the market led development of alternative transport fuels in the context of maintaining liquid fuel security while moving toward a low emission economy. [109] (...)

[109] Alternative transport fuels include biofuels (such as ethanol and biodiesel), gaseous fuels (compressed natural gas, liquefied natural gas and liquefied petroleum gas) and synthetic fuels (coal to liquids, gas to liquids, biomass to liquids and shale to liquids).

(…) Under the 2002 Ethanol Production Grant (EPG) Programme, which in June 2011 was extended until 30 June 2021 with a review after that date, the government subsidy to producers remains equal to the fuel excise of 38.143 cents per litre. This is equivalent to budgetary assistance of $A 108.9 million in 2012/13 ($A 115.3 million in 2011/12, $A 124.7 million in 2010/11), meaning that E10 petrol is effectively excise free for the ethanol component (which is 10%). The Energy Grants (Cleaner Fuels) Scheme also provides 38.143 cents a litre for the domestic use of biodiesel and renewable diesel. According to the 2014 Budget, as of 1 July 2015 the EPG and the Cleaner Fuels Scheme will cease and the excise rate for ethanol and biodiesel will be set at zero. From 1 July 2016 onwards, excise will be progressively phased-in on ethanol and biodiesel over a five year period based on a discounted energy content until it reaches 12.5 cents per liter for ethanol, and 50% of the energy content equivalent tax rate for biodiesel. The excise equivalent customs duty for imported biodiesel will continue to be taxed at the full energy content equivalent tax rate. No comments were provided by the authorities on this matter.

Several general and industry-specific programmes, most of which are discussed in other sections of this report (section 3.4.2 and below), contributed to achieving the programme's objectives during 2012/13. They included: (...) Buy Australian at Home and Abroad [124]; Clean Technology Focus for Supply Chains Program; (...) Clean Business Australia – Green Building Fund; Clean Technology Food and Foundries Investment Program; Clean Technology Investment Program; (...)

[124] The $A 58 million Buy Australian at Home and Abroad initiative assists firms to enhance their competitiveness and link with new business opportunities, particularly on major projects through the following activities: Australian Industry Participation Plans for major Commonwealth Procurement (section 3.2.8); Supplier Advocates; Resources Sector Supplier Advisory Forum and Envoy; Supplier Access to Major Projects (SAMP); and, Clean Technology Focus for Supply Chains (Department of Industry, Innovation, Climate Change, Science, Research and Tertiary Education online information. Viewed at: http://www.innovation.gov.au/INDUSTRY/BUYAUSTRALIANATHOMEANDABROAD/Pages/default.aspx).

Although automotive manufacturing remains heavily, albeit less, assisted, this assistance has not secured the future of motor vehicle production as demonstrated by planned plant closures. In 2012/13, motor vehicles and parts accounted for $A 461.8 million ($A 629.4 million (2011/12), $ A 726.5 million (2009/10)) of budgetary assistance or 28.7% of the amount transferred to manufacturing. It was mainly delivered through the industry-specific components of the New Car Plan for a Greener Future (i.e. the Automotive Transformation Scheme, the Green Car Innovation Fund), and general export support from Tradex. (...) Since November 2008, the $A 5.8 billion New Car Plan for a Greener Future has assisted the industry to prepare for a low-carbon future and to further orientate itself to global markets and supply chains. During the review period, the plan consisted of: $A 1.6 billion in capped, and approximately $A 348 million in uncapped, assistance under the Automotive Transformation Scheme (ATS) from 1 January 2011 to 31 December 2017 (previously scheduled until 2020/21) as a consequence of the decision by the domestic car makers to cease manufacturing by that date ; a $A 500 million Green Car Innovation Fund (GCIF) which was closed to new applications on 27 January 2011 [152]; (...) Although the production support provided by the ATS raised WTO-consistency concerns domestically in the past; the authorities consider that all programmes under the scheme A New Car Plan for a Greener Future are WTO compliant.

[152] The GCIF plan to produce more fuel-efficient cars was closed to new applications after two years of operation as part of Budget saving's measures required, inter alia, to help pay for the rebuilding of infrastructure damaged by the floods in Queensland and Victoria; it used just 38% of its budget. Before that decision, however, (...) Ford was awarded $A 42 million for its EcoBoost engine project.

(…) Used vehicles remain subject to a high/prohibitive compound tariff rate (whose AVE is as much as 215.4%) and Vehicle Import Approval requirements (section 3.2.2.2.1, Table A3.1). [144] (….)

[144] According to the Australian Parliament Hansard records, the rarely applied non-ad valorem component of the duty on imported used cars, introduced in 1991 as an industry protection measure, has benefits for environmental, safety and even consumer concerns. They also mentioned that Australia's balanced approach to used-vehicle imports is less restrictive than economies that prohibit imports of used cars.

The Navigation Act 2012 entered into force on 1 July 2013, replacing previous legislation dating back to 1912. It provides the framework by which the Government may regulate ship and seafarer safety, the shipping aspects of environmental protection and seafarer actions in Australian waters. It gives effect to the maritime conventions to which Australia is a signatory. The Navigation Act together with the Marine Safety (Domestic Commercial Vessel) National Law Act 2012 (see above) allow the AMSA (Australian Maritime Safety Authority) to be the sole regulator of maritime safety (for both domestic and international shipping), consolidating the work of the eight previously existing maritime safety regulators and implementing the above mentioned COAG (Council of Australian Governments) intergovernmental agreement on Commercial Vessel Safety Reform.

State/territory land use controls apply to port development and their adjacent land areas, including road and rail access. Commonwealth port related activities include: environmental assessments on port developments; safety and security matters to detect and deter the unlawful movement of goods and people across the border; and implementing Australia's international maritime obligations as they relate to ports.

As noted by the authorities, priorities for action under current national ports and freight initiatives include the realisation of best practice master plans. Port master planning is considered to be central to increasing productivity, investment confidence and environmental protection.