Transport models have been used for several decades now, both for research, and as an analytical tool to assist planners and decision-makers. As the complexity of traffic and environmental problems in our cities has increased, policy makers have come to depend on models to an even greater extent. The immense increase in available computing power over the last decade has abetted this dependence. Customised software has simplified even the most complex mathematics to such an extent that modelling is no longer the preserve of a select few 'rocket scientists'. If asked, however, many policy analysts and decision-makers would probably admit to a lack of understanding of the models on the results of which they rely. Billions of dollars in resources are expended annually in Australia despite a lack of full understanding of the basis on which decisions are made. To assist both researchers and decision-makers, Dr William (Weiguo) Lu has dissected the major models that have been used to analyse urban transport tasks. This Working Paper therefore represents something of a 'scene-setter' for further work. While a purely non-technical approach is not feasible, he has sought to provide an intuitive exposition of the basic concepts involved, relying on a minimum of mathematical expression.

• Urban Transport Models: A Review
  
  wp_039.pdf
  (1.59 MB)

This report presents the results of a Bureau of Transport Economics project on the regional impact of ports. It includes a general framework for undertaking port impact studies in Australia and a case study that applies the framework to the Port of Fremantle, Western Australia. By measuring both direct and flow-on effects, the case study estimated that the Port of Fremantle was responsible for 0.8% of all employment in Western Australia, with a value added contribution of 0.9% to Western Australia's Gross State Product.

• Regional Impact of Ports
  
  report_101.pdf
  (558.39 KB)

Natural disasters affect every State and Territory in Australia. Good information on the costs of natural disasters is required to assess the effectiveness of expenditure on disaster mitigation. This study focuses on national economic costs, using data from the Emergency Management Australia (EMA) database, over the period 1967 to 1999.

• Economic Costs of Natural Disasters in Australia
  
  report_103.pdf
  (2.06 MB)

This paper presents the results of a Bureau of Transport Economics study of the regional impact of the Port of Mackay located on the central coast of Queensland. The port is an important component of the transport chain for sugar and agriculture. By measuring both direct and flow-on effects, the study estimated that the port was responsible for 1.0% of all employment in the region, with a value added contribution of 0.9%.

• Regional Impact of the Port of Mackay
  
  wp_046.pdf
  (818.25 KB)

This report presents the economic impact of the Port of Gladstone on the Fitzroy region in Queensland. At the time of writing, Gladstone Port was the fourth largest in Australia. By measuring both direct and flow-on effects, the study estimated that the port was responsible for 2.3% of all employment in the region, with a value added contribution of 3.0%.

• Regional Impact of the Port of Gladstone
  
  wp_047.pdf
  (698.41 KB)

The agriculture-based Atherton Tablelands region of Far North Queensland experienced major change after the deregulation of the tobacco industry, and more recently, the dairy industry. The area was previously stable and relatively prosperous, but coping with continual change, unfamiliar market systems and the move to operating professional farm businesses, had caused some levels of distress. This working paper provides a social and economic overview of the region, an assessment of factors affecting the region and a brief discussion of economic development possibilities which might increase the economic resilience of the region.

• Atherton Tablelands Regional Analysis
  
  wp_043.pdf
  (1.17 MB)

Tamworth NSW experiences frequent flooding, especially in the industrial area of Taminda. The flood in November 2000 provided an opportunity to estimate the cost savings that would have occurred in Taminda if there had been a levee to protect the area. As part of a wider study by the Bureau of Transport Economics to investigate the benefits of flood mitigation, the effectiveness of the central business district (CBD) levee in preventing flood damage was also part of this study.

• Flood Damage in Tamworth: Costs of the November 2000 Flood
  
  wp_048.pdf
  (1.7 MB)

This is the third publication contributing to the regional theme of natural disaster research identified in the BTRE's research program. The research examines the benefits of flood mitigation activities through case studies. It captures much of the available Australian information on the costs, benefits and performance of flood mitigation works and measures.

• Benefits of flood mitigation in Australia
  
  report_106.pdf
  (1.02 MB)

The Warren Centre's Community Values Study identified traffic congestion as the main traffic and transport concern for Warringah region residents (51 per cent of those surveyed, compared with 42 per cent for Sydney). The closer to the city, the greater the congestion, although Forest Way, in the northern part of the peninsula, is also significantly congested. The slowest car speeds are on Spit and Military roads (average of 21 kilometres per hour, five to eight kilometres per hour slower than inner routes through Chatswood and Willoughby). At weekends particularly, the Spit Bridge, which opens regularly for boat traffic, is a major congestion point. Secondly, public transport was the focus of 29 per cent of the Warren Centre's survey respondents in the Warringah region, 17 per cent identifying lack of adequate public transport (compared with 12 per cent for Sydney) and 12 per cent indicating the reliability of public transport as their main concern (compared with 11 per cent for Sydney). With no rail service in the region, Warringah region residents have fewer public transport options available to them than many other parts of Sydney. 'East-west' bus services are more limited than 'north-south' services. Bus services also are not independent of congestion on the road system, although bus priority arrangements secure a travel time advantage for bus passengers relative to car passengers over the same route. Thirdly, the Spit Bridge and Roseville Bridge routes each pass through dense residential inner areas. Conflicts between through and local traffic, which include 'rat-running' through residential streets during peak periods, have adverse consequences for the local transport environment and residential amenity. On the Spit route, where traffic is heaviest, with six traffic lanes to accommodate and less than optimal lane widths, safety is an issue with insufficient space for a Jersey (crash) barrier on the winding Spit Hill. There are also kerbside markings at Spit Junction in the northbound direction, advising pedestrians that large vehicles may 'jump the kerb'.

• Improving Transport on the Warringah Peninsula: Issues And Options
  
  wp_053.pdf
  (2.33 MB)

Regional public transport plays an important role in meeting the needs of Australians living in regional and remote areas for access to essential services and for mobility. This paper provides information on long-distance regional public transport services in Australia, and includes a snapshot of all such services across Australia in 2000–01 and the level of demand and characteristics of regional passenger travel in 1999–2000. The report also provides projections of likely future long-term trends in regional passenger travel. A companion paper, Regional public transport in Australia: Economic regulation and assistance measures (Working Paper 54), provides information on the regulatory arrangements and assistance measures relating to regional public transport.

• Regional Public Transport In Australia: Long-Distance Services, Trends And Projections
  
  wp_051.pdf
  (3.28 MB)