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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.

Charges incurred at Australian ports (with the exception of private ports) are determined by the ports authorities and any independent ports services providers, with the ACCC (Australian Competition and Consumer Commission) having broad regulatory oversight. Additionally, certain fees related to safety and environmental protection stemming from Australia's participation in international conventions and treaties are collected by the Australian Government. (...)

The 2011-2016 Government Program elected the Trade sector as one of the pillars of the Cabo Verdean economy's growth and competitiveness, with the aim of: a) fighting poverty; b) promoting sustainable development through the promotion of national production and its products' quality; and c) improving the business environment.

The Government has implemented structural reforms whose impacts are reflected from the planning to the implementation of measures that are crucial to enhance the national economy's competitiveness, as well as to contribute to a leap in the country's economic growth and sustainable development at all levels.

The Ministry of Tourism, Investment and Business Development has as its mission to formulate, implement and monitor innovative economic policies to foster sustainable development and Cabo Verde's competitiveness. (...)

(…) Cabo Verde is also a "W52" sponsor, i.e. among the Members advocating modalities in the negotiations on geographical indications and "disclosure" of the origin of genetic resources and traditional knowledge in patent applications.