Scoping Report 31/08/2020

Cive1186 – Introduction to Environmental and Sustainable Systems Engineering

Group Project

Scoping Report

August 2020

Michael Palmer - s3779744

Kyle Solomon - s3850919
Zakee Mohamed Hilmi - s3840487
Ali Adnan Zaki Matar - s3849949
Mohammed Abdullah Alsayed - s3789530

Group Number: 15
‘The Future Movement Group’
Scoping Report 31/08/2020

Executive Summary

The purpose of this report is to address the main issue of road freight & develop
design criteria for possible solutions to the industries sustainable shortcomings.
Road freight in Australia is an industry that we have relied on since late into the 20th
Century. All States & Territories in Australia rely on truck-drivers to move goods and
services to & from locations, a strong position being held by diesel and petrol-
powered vehicles. Diesel & Petrol are efficient sources of energy & is commonly
used for long haul travel as it is economically viable, accessible, & serviceable. Many
intertwining factors that are associated with diesel & petrol long haul freighting
includes; negative impacts on the environment due to large quantities of emissions
of gases & particulate matter, high workplace casualty rate, market holdings, high
employment, government investments, & empty & idle trips. Efficient & sustainable
freighting networks have the potential to integrate into Australia’s current freighting
systems to reduce emissions, produce new employment opportunities, reduce road
freight travel accidents, & increase productivity of freighting before resources of fossil
fuels are exhausted. To support the growing need for all industries to be more
sustainable to combat high rates of climate change, differing solutions that are
currently available were analysed & considered in the approach to make road freight
more sustainable in Australia. Rail freight, electric fuelled light rigid transport, liquified
natural gas fuelled heavy rigid transport, & automated upload programs are at the
forefront in Australia’s future freight, & transport industry & are the main points of
interest that were pursued.
Ultimately, the technologies & systems, in conjunction with each other, may produce
a sustainable road freight industry in Australia as determined by the design
objectives. The scope timeline, based off road freights most predominant & pressing
issue of fossil fuel exhaustion, is set at 20 years, for the purpose of constraining
implementation plan limits & design objectives to have effect by the year of 2040.
Through filtering various design options & pathways gained through the coalesced
available technologies and systems, against in-development designs, a comparison
can be evaluated, & preferred design option progression be undertaken within the
limitations of the scope timeline. Analysis of the environmental & socio-economic
benefits & restrictions that development plans entail will further progress into the
possible outcomes that may be achieved in the near future for Australia’s road freight
industry. Establishment of possible future sustainable freighting systems
implemented into the Australian trucking industry, needs to be concise, & to where
the transition will not compromise the design objectives ability to reach optimal levels
of sustainability and the systems longevity as whole. The issues of inefficiencies and
unsustainable practices within Australia’s current road freighting systems is
recommended by our design team to be targeted for solution, for the benefit of
Australia’s environment, financial wellbeing, and social clarity.
List of Abbreviations

ABS Australian Bureau of Statistics

ALC Australian Logistics Council
BITRE Bureau of Infrastructure, Transport and Regional Economics
CNG Compressed Natural Gas
EV Electric Vehicle
GDP Gross Domestic Product
FCV Hydrogen Fuel Cell Vehicles
LNG Liquified Natural Gas
NHS National Highway System
TKM Tonne kilometre – where one tonne kilometre is equivalent to one tonne
moved one kilometre.
UAV Unmanned Aerial Vehicles
GJ Giga Joules

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Table of Contents
1 Introduction ......................................................................................................... 7
1.1 Context/Scope............................................................................................... 7
1.2 Problem Definition ......................................................................................... 8
2 Design Objectives ............................................................................................... 9
2.1 Minimization of Road Freight Caused Casualties.......................................... 9
2.2 Minimisation of Environmental Impact ......................................................... 10
2.3 Improvement of Economic Growth in The Industry ..................................... 10
2.4 Suitable Transition Procedure ..................................................................... 12
2.5 Longevity ..................................................................................................... 12
3 Available Sustainable Design Concepts............................................................ 13
3.1 Automation .................................................................................................. 13
3.2 Data/Load Sharing ...................................................................................... 15
3.3 Emission friendly fuel sources ..................................................................... 15
4 Case Study – “GreenFox”, Linfox ...................................................................... 16
5 Implementation.................................................................................................. 17
5.1 The Aim ....................................................................................................... 17
5.2 Our Targets ................................................................................................. 18
5.2.1 Employment.......................................................................................... 18
5.2.2 Safety ................................................................................................... 18
5.2.3 Successful Plan Management .............................................................. 19
6 Conclusion ........................................................................................................ 20
7 References ........................................................................................................ 21
8 Appendix ........................................................................................................... 24
Tables
Table 1: Road deaths by jurisdiction (Bureau of Infrastructure and Transport
Research Economics, 2020) ...................................................................................... 9
Table 2: Costs of road congestion and public transport crowding are
forecasted to double from 2016 to 2031 (Infrastructure Australia, 2019).............. 11
Table 3: Candidate technologies for forecasts (Austroads, 2020) ...................... 14

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Figures
Figure 1: Energy Intensity Levels During “GreenFox” Program (Linfox, 2014) . 16
Figure 2: Projected future freight task, by major transport mode, 2018–2040
(Bureau of Infrastructure, Transport and Regional Economics, 2019) ..................... 17
Figure 3: Fatality rates by road transport (Department of Infrastructure and
Regional Development, 2016) .................................................................................. 18
Figure 4: Federal Government Investment In Rail (Australian Railway Association,
2014) ........................................................................................................................ 19
Figure 5: Team Gantt Chart ................................................................................... 24
1 Introduction

1.1 Context/Scope
Road freight in Australia is an industry that reaches nearly all sectors in the
economy. It is vastly diverse in commodities and/or sectors including, & not limited to
construction, wholesale trade, animal & live animals & beverage, retail, & machinery
& manufacturing. Road freight accounts for about 35 per cent of total freight in
Australia (Bureau of Infrastructure, Transport and Regional Economics, 2014), with
the majority (30 per cent) of freight tonnages coming from the delivery of crude
construction materials (e.g. sand, gravel & cement) (Bureau of Infrastructure,
Transport and Regional Economics, 2019).
Road freight transport is the dominant transport system for the Australian non-bulk
market, therefor requiring large numbers of workers, businesses & financial inputs in
the sector. In 2015–2016, the ABS recorded that all transport related sectors
accounted for the employment of around one million persons, & contributed $122.3
billion to the Australian economy, accounting for 7.2 per cent of the period’s GDP
(Australian Bureau of Statistics, 2018). This indicates the importance of the transport
& freighting industry and that continued financial evolution needs to be considered in
the approach for sustainable freighting systems.
Alike with all areas of industry within the Australian economy, the freighting sector
coincides with relative changes & implementations of upgrades, reforms & tariffs.
Since the establishment of the NHS in the mid 1970’s, transport & freighting in
Australia has seen a rapid increase, then slowing towards a more linear relationship
with time. It is expected that road freight will grow at a slower rate of around two per
cent per annum after 2012 (Bureau of Infrastructure, Transport and Regional
Economics, 2019). Future growth of the freighting transport & logistic services has
been calculated by government departments (e.g. BITRE) & independent
researchers alike (e.g. IBISWorld), both pointing towards Australia (under median
condition scenarios of GDP growth, population & oil prices) being subject to relatively
slow positive growth per annum, similar to today’s growth figures mentioned
previously. The kilometres truck drivers complete are distributed with a strong bias.
Freighting transport TKM predominantly occurs between Australian State &
Territories capital cities & regional areas, & inside capital cities, as road is the main
route of transport for Australian consumed and/or produced commodities. Almost all
of transport is completed using heavy vehicles that make up 95 per cent of
Australia’s road freight fleet that weigh 4.5 tonnes or more, & only occupy less than
ten per cent of all total road usage (Bureau of Infrastructure, Transport and Regional
Economics, 2014). The dominance of articulated heavy vehicles (Trucks with a
primary mover, towing singular or multiple trailers or containers attached by
turntable) illustrates trends in business & efficiency bias towards these trucks
compared to light rigid vehicles which are vastly outnumbered. Business trends on
preferred or more efficient vehicles is a tying factor to the impact road freight has on
the environment. As climate change rates continue to grow and so does the
awareness for the need to adapt business & everyday concepts, road freight is seen

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to face a big challenge in this transition. In 2012, it was recorded that from Australia’s
total transport emissions, 20 per cent was from trucks, outlining the dissimilarity in
improvement of fuel efficiency in vehicles & the development of alternative energy
vehicles, against the growth of the amount of transport activity (Climate Change
Authority, 2014).
Demand for reform and improvements of the road freighting system is increasing in
Australia. Knowledge of fossil fuel exhaustion, high rates of workplace deaths, slow
economic growth & significant emission levels has led to this problem gaining
momentum & requiring detail defined solutions.

1.2 Problem Definition

Ultimately, the road freight industry in Australia is imperfect, unsustainable and
needs to change to be as progressive as society demands it to be. Greater effort is
required in scoping, problem identifying & problem solving in relation to this issue.
Our role to play in this effort has been collectively decided to produce a design
process in hopes to answer the question – “How might we solve efficiency & safety
issues with Australia’s road freight practices, making it more sustainable?” The main
task of this report is to address this question, with specific relevance to our decided
upon design objectives, determined by research of Australian road freight case
studies, factors, impacts & influences.
2 Design Objectives

2.1 Minimization of Road Freight Caused Casualties

Road safety in Australia has been a major social issue in the 21st century, with
specific focus on reducing fatalities in regional and remote areas of Australia. Road
deaths are seen to be decreasing slowly by an average of around three per cent
over the last five years (refer to Table 1). Though this indicates that Australian road
practices are making differences in casualty rates, improvements are still needed to
be able to make road a sustainable practice. Rail freight is seen to be ‘up to nine
times safer than road freight’ (Australian Railway Association 2020, para. 2) and
‘10% of all road crash fatalities in 2018 involved heavy trucks’ (Budget Direct, 2019,
para. 5). This outlines that the necessity that is road freight, is burdening the safety
of the public & freight employees. The design option selected has been dictated by
the design team that it will not hinder & further current improvements towards safe
road travel.

Table 1: Road deaths by jurisdiction (Bureau of Infrastructure and Transport

Research Economics, 2020)

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2.2 Minimisation of Environmental Impact

Road freight is responsible for emitting a large amount of pollutants & the transport
sector is a significant contributor to air pollution at the local, regional & global levels.
Besides air pollution transport gives rise to other environmental problems such as
the uptake and fragmentation of land, noise pollution, generation of waste, and risk
of accidents. Around the world, road transportation emissions contribute to 24 per
cent of the total emission in 2016 (Wang & Ge, 2019). Transportation is expected to
grow faster than any other sector, which poses a major challenge to all countries
around the world to reduce the amount of their emissions as well as adapting their
climate laws to ensure environmentally friendly transport progresses. Road transport
emissions has risen by 44 per cent over two decades starting from 1990 (Bureau of
Infrastructure, Transport and Regional Economics, 2009).
These environmental disadvantages are prominent & will always heavily on the
sector, but reliance on the road freight industry will continue. The implementation of
the design solution must result in the minimization of the overall environmental
impact for which road freight is guilty of.

2.3 Improvement of Economic Growth in The Industry

Australia contains one of the largest freight network systems in the world, therefore
large challenges pose stresses on the current & future economy. The increasing cost
of fuel prices, exhaustion of fossil fuels, the maintenance of roads & trucks are
issues where new solutions and technologies need to be developed.
21st century consumerism has seen growth since its establishment in Australia and
is expected to continue in growth within our growing ‘gig economy’ which “almost two
thirds of Australians rely on”. (INCLEAN, 2020)
Issues currently being faced is the lack of planning to create proper consigned
warehouses/processing facilities for exported/imported goods with easy to access
links for freight transport at docks, terminals. This causes long unnecessary trips &
extended idle time for heavy and light freight vehicles adding extra costs & burdens
the social & environmental aspects of sustainability. Also, this lack of land planning
causes unnecessary freight handling when facilities are at different locations. Other
issues would be the use of small roads or residential streets which need to be used
when there is not appropriate road freight. Congestion has a large impact on the
freight industry and is quite costly on companies and consumers.
As the freight industry is set to double over the next 20 years most congestion of
freight transport occurs on roads which are shared with passenger and commercial
vehicles (Infrastructure Australia, 2019). With 80-90 per cent of freight being
delivered to city ports and container facilities by road (Infrastructure Australia, 2019),
a high level of congestion is faced by freight coming in and leaving the city.
As shown in Figure 1, Melbourne and Geelong alone incurred around $5 billion in
costs from road congestion in 2016 which is set to almost double by 2031.
These issues indicate the growing need for improvements in Australia’s road
systems and its impacts financially.
Table 2: Costs of road congestion and public transport crowding are
forecasted to double from 2016 to 2031 (Infrastructure Australia, 2019)

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2.4 Suitable Transition Procedure

There are over 300 thousand active freight trucks in Australia, and with trucks
costing consistently well over $100,000 it is not reasonable to expect all truck owners
to dispose of their currently used stock and upgrade immediately to more automatic,
and cleaner models (South Australian Freight Council, 2015).Long term financial,
social, and environmental benefits can only be attained after first overcoming short
term financial burdens. The primary methods used globally to quicken transition are
combinations of financial incentives and legislative bans. Any transition plan in
Australia will account for the vast distances that trucks travel, especially with regards
to routes involving Western Australia and the Northern Territory.
An example of what a good design option transition plan would entail, is Singapore.
In 2020, they announced simultaneous incentives for the purchase of any new
electric vehicle, along with a phased-out ban on all gas or diesel vehicles by 2040
(The Strait Times, 2020). Government rebates of up to $20,000 per electric vehicle,
along with aggressively increasing the number electric charging points on the island,
helps to position Singapore as a global leader in the clean road freight industry.
These phase-out plans will be a key deciding factor in the chosen design, and will
weigh heavily on the opportunities for long-lasting success

2.5 Longevity
The road freight industry will continue to exist in Australia in some form for decades
to come. The Australian landscape with multiple primary producers spread across
multiple terrain types prevents rail, sea, and air from removing road freight
completely. Phasing in the correct balance of automated and emission free
technology could allow for the road freight industry to operate sustainably
indefinitely. Decisions made over the course of the next 20 years will lay a
foundation for a new era for road freight. Desired deign options to be implemented
will address previously mentioned issues and reap positive impacts on social,
environmental, & financial aspects of sustainability for many years in the future.
3 Available Sustainable Design Concepts

For all the many challenges facing road freight in Australia, there are just as many or
more concepts and technologies available to address them. Some technologies
(adaptive cruise control) are established and now require higher rates of adoption.
Some technologies (automated data gathering and sharing, FCVs or EVs) are in the
early stages of implementation and require further testing. Some technologies (Fully
Automated Vehicles for all environments) are still at concept stage and require
engineering.
The sections below explore concepts and technologies at each stage and consider
the benefits, risks, and likely resistances of implementing them. The explored
concepts are not intended to be exhaustive but rather are targeted at some of the
primary issues identified earlier in this report, and illustrative of concepts that can be
implemented successfully to significantly increase the sustainability of road freight in
Australia.

3.1 Automation
Safety concerns continue to be at the forefront of issues facing the road freight
industry in Australia. As an industry road freight employs two per cent of our
population (Safe Work Australia, 2015)and yet accounts for over 30 per cent of all
work fatalities (Newman, et al., 2017). This is not only an issue on our highways, as
E-commerce continues to bring freight vehicles to local streets increasing concern
over traffic safety in urban areas (McDonald, et al., 2019). Automation may have the
power to diminish road freight prevalence in urban areas with the uptake of UAVs or
“drones” (Department of Infrastructure and Regional Development, 2017), however
automation also has the power to promote road freight by significantly addressing
safety concerns.
Automation can mean very different things and while drivers will not always be
required, there are many ways that automation can increase safety on the road
between now and that eventual goal. The stages of automation have been given 5
categories by Austroads, as shown in Table 2.
Austroads notes that there has been relatively slow uptake of A1 automation so far
for heavy vehicles. 77 per cent of car sales are for models with auto-emergency
braking, across heavy vehicles this figure drops to six per cent. While this is not
encouraging, there is optimism that the benefits of automation become increasingly
pronounced as progression continues down the table. At the point where highly
automated driving on motorways is viable, it opens the ability for drivers to perform
other tasks while in the cabin, at least for parts of the journey (Austroads, 2020). This
will open the industry up to not only safety enhancements, but also very tangible
upswings in productivity, and drive a market-led transition.

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Table 3: Candidate technologies for forecasts (Austroads, 2020)

Title Brief

A1 Active Safety Systems Vehicles equipped with multiple Active Safety

Systems that provide driver support (such as Auto
Emergency Braking also known as AEB, lane
keeping assistance and adaptive cruise control)

A2 Highly Automated Vehicles capable of operating without a driver

driving (motorways) available to take over control on motorway
segments, but not for full door to door journeys

A3 Low Speed Highly Vehicles capable of operating without a driver on a

Automated shuttles very limited Operational Design Domain (ODD)
(such as low speed “shuttles”)

A4 Highly Automated Vehicles capable of operating without a driver on a

Driving high proportion of full door to door urban journeys,
(urban/motorways) as well as on urban and higher volume rural
motorways

A5 Highly Automated Vehicles capable of operating without a driver on

Driving (rural) rural roads as well as motorways

A6 Highly Automated Vehicles capable of operating everywhere and in all

Driving (All) conditions without a driver
3.2 Data/Load Sharing
For the road freight industry is to be more efficient, data must be shared more freely
than it currently is. Data sharing already plays a role in route planning in Australia
with accident reporting allowing for changes to be made to schedules and high traffic
zones potentially avoided. Increasing levels of data sharing, as in the Austrian pilot
study whereby corporate electronic data is automatically transferred to national
statistical institutions will only increase efficiency further (Fürst, et al., 2019). The
Australian government has already launched a discussion paper exploring the
benefits of government access to vehicle generated data looking at costs, benefits,
issues, and barriers of access (National Transport Comission, 2020). With
established data sharing available, there is stronger potential for load sharing with
could dramatically increase the number of TKMs of trucks.

3.3 Emission friendly fuel sources

There are 6 primary fuel options currently available for the road freight industry,
Petrol, Diesel, CNG, EV, FCV, and biodiesel. Of these fuel sources, Australia
currently has no listed policy for a future ban on the sale of types of vehicle based on
fuel consumption. Globally, the picture looks very different. Many European countries
have committed to phasing out diesel-based vehicles by 2030. In 2017 Canada
announced that by 2040 no new vehicles could have any emissions of any kind
(Government of Canada, 2020). Whether or not Australia is a global leader with
regards to legislating emission reducing fuels, the market is changing. The primary
emerging technologies replacing the phased-out petrol/diesel options are FCVs, and
EVs.

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4 Case Study – “GreenFox”, Linfox

Linfox launched a program known as “GreenFox” with the main goal to reduce
current carbon emissions. Linfox is the largest privately owned trucking company in
the world spanning across 10 countries, over 19,000 employees & nearly 5,000
vehicles under their name (Linfox, 2014). By incorporating the “One planet
framework” Linfox set out to establish set goals which would achieve varying results.
One of them being to reduce their carbon emission by half by 2015 compared to their
2007’s carbon emission record (Linfox, 2014).

Concentrated processes followed:

• Conducting audits on their electricity usage & to install sensor-controlled
energy efficient lighting systems in their warehouses
• Implementing carbon footprint modelling software which allowed them to see
which routes could reduce their carbon emissions for their supply chains.
• Implementing a driver training program which taught their drivers the most
fuel-efficient way of driving which in turn leads to cost cutting. (Linfox, 2014)

These initiatives that were carried out showed great success. As much as a 36 per
cent reduction in carbon emissions was seen by 2009 (Linfox, 2014), only two years
after the program had started, majority of this stemming from proper driver training &
retrofitting of warehouses. These massive changes were achieved predominantly by
many minor changes within the company which lead to large successful outcomes in
long-term. Supply chain improvements, vehicle optimisation, new tyre technologies,
aerodynamic vehicle design & electrical efficiency are other initiatives carried out by
Linfox to lighten their carbon footprint. The improvements made towards a more
sustainable system has led to an energy consumption level that was half of what it
was at the start of the eight year program (Linfox, 2014). Energy consumption levels
in 2007 (the start of the program) was 25GJ per 1000km which dramatically
decreased to 12.5GJ per 1000km in 2015 (refer to figure 1), reaching the set goal.
Linfox reported that most of their carbon reduction came from ‘improved use of
operator equipment’ & minimal energy usage (Linfox, 2014). The trucking company
has also made efforts to research alternative fuel solutions such as biofuels & LNG
for implementation into their business scope.
Ultimately, the operations Linfox utilized to reduce carbon emissions have shown
great advancements towards a more sustainable road freight industry through its
vast extent of energy consumption analysis & problem solving.

Figure 1: Energy Intensity Levels During “GreenFox”

Program (Linfox, 2014)
5 Implementation

5.1 The Aim

The aim of this part of the report is to consider the freight transport industry in
Australia and what can be done to meet a more sustainable approach to it from
tactical to strategic. To implement possible solutions, we need to first understand the
cases and study all possible factors that can be considered. The future is mostly
unknown but planning and implementing requires predictions of impending
conditions and needs.
The overall outcome of the implementation of the chosen design option, is the
completion of our design objectives while also meeting future freight demand.
Projected future freight task, particularly road freight, is seen to grow linearly, with a
strong correlation with the variables of population & crude oil prices (refer to Figure
2).

Figure 2: Projected future freight task, by major transport mode,

2018–2040 (Bureau of Infrastructure, Transport and Regional
Economics, 2019)

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5.2 Our Targets

For the implementation of the chosen design to be successful, the main problems
that arise from changes need to be addressed. As the selected design will
predominantly focus on the environmental impact through the technological
advancements, the responsibility to achieve optimal levels of long-lasting social &
financial impacts falls heavily on the implementation of the design.

5.2.1 Employment
Road freight employs a vast amount of people all around Australia (as previously
stated in Chapter 1 of this report), & therefore requires a plan of transition for people
to cope with new technologies, new systems, upskill or transition into another
industry sector. A plan that does not account for the employment of current & future
employment will not be sustainable & a viable option, as it would not coincide with
our design criteria.

5.2.2 Safety
As defined in the design objectives, the implemented design will need to be socially
considerate, more specifically, reduce fatalities in the freight industry. Road freight is
a burdening industry on health services & costs, to where the implementation of a
more expensive system initially would be more beneficial to the economy in the long
run. The implementation of the design should not compromise current trends of
declining fatality rates on the road (refer to Figure 3).

Figure 3: Fatality rates by road transport (Department of

Infrastructure and Regional Development, 2016)
5.2.3 Successful Plan Management
Management of the plan’s progression, associated variables, security, &
documentation is key to the success of any program or technology implementation.
The governing body of the program & the affected key stakeholders need constant
updates to be able to gain concise information about the progress & current effects
of the program.
This becomes especially important for government inclusion into the program. Road
freight received around four times the federal government investment than rail freight
in 2014-15 (refer to Figure 3), yet completing only half the TKM of rail in 2015-16
(Bureau of Infrastructure, Transport and Regional Economics, 2019). This indicates
that road freight is not financially efficient & any plan that is to be replicated
throughout Australia will need to withhold successful management systems to
change these trends to efficient & sustainable ones.
A system that does not meet guidelines of management through a lack of monitoring,
support/resourcing, security, & scheduling will not meet acceptance criteria & will not
likely be selected for approval for application and/or replication.

Figure 4: Federal Government Investment In Rail

(Australian Railway Association, 2014)

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6 Conclusion

The goal of the report developed by the design team was to research, analyse, &
theorise the issues & possible solutions to the problem selected, unsustainable road
freight in Australia, regarding its scope & characteristics. The foundations of
research & chosen design objectives in the report allowed future development to be
undertaken in suitability of design options. ‘The Future Movement’ team has
successfully provided a variety of design options that cater to the design criteria of
minimization of fatalities in the industry, minimization of environmental impacts,
financially backed to cope with Australia’s growing population & economic demand,
suitable to fit into Australia’s freight sector, & is likely to lead to long-term positive
repercussions. By addressing the social burdens, the freighting industry may see
declining number of fatalities on Australian roads caused by freighting activities, & in
term reduce financial strains on businesses & the health sector. This focus would
also lead to a lessening in negative stigma directed towards the safety of road
freight. Utilizing the data gathered, further research into how positive the impacts on
the environment each design option may incur can be achieved readily. Financial
considerations were accounted for in the ideation phase of the team’s selection
process to try & increase economic stability in a growth declining industry. In
conjunction with the other design goals, a focus on whether the researched design
options could be suitable for Australia & its freighting needs. The sustainability of
design option would also be heavily influenced by the longevity of the positive results
that would occur from its implementation. The team’s concerns of exhaustion of
fossil fuel and climate impacts would be the forefront of the driving factors of behind
the sustainable longevity of the chosen design.
The next phase of development will be the further analysis & choosing of design
options with team scoring based off the design criteria. The highest-ranking designs
may be decided to be executed in singularity or cooperatively with other options to
achieve the optimal results. Decisions of hypothetical applications of the final
solution would occur, set to a smaller, individual plan that would not hinder our
sustainability goals, & eventually be replicated throughout Australia.
Ultimately, the main objective of achieving an in-depth scope of the social,
environmental & financial factors changing the present and future road freight in
Australia to a sustainable industry was accomplished. Our personal expectations of
success were met through the conceptualization and analysis of the solutions
present in the document.
7 References

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23
Scoping Report 31/08/2020

8 Appendix

Figure 5: Team Gantt Chart