For the purposes of this study the east-west rail link across Australia was considered in sections: Sydney to Broken Hill, Broken Hill to Port Pirie (including Adelaide to Peterborough and Adelaide to Port Pirie), The Port Pirie Bogie Exchange and Port Pirie to Kalgoorlie.

For each section the study procedure adopted was similar to that used in previous BTE studies with possible upgrading options evaluated in light of the forecast growth in traffic. Upgradings were evaluated from both a commercial and a resource cost point of view.

• Mainline Upgrading–Evaluation of a Range of Options for the Trans Australia Link
  
  report_035.pdf
  (6.97 MB)

When the Commonwealth Government introduced the Tasmanian Freight Equalisation Scheme on 1 July 1976 it directed the Bureau of Transport Economics to recalculate the rates of assistance by December 1977.

This report presents the recommended new rates of assistance calculated on the basis of the freight rates prevailing at the end of December 1977. The method of recalculation was based on that used by the Nimmo Commission although with some modifications.

The new assistance rates were calculated as the difference between the costs of moving a consignment from Tasmania to mainland destinations and the costs of moving a similar consignment on comparable mainland routes.

The production and export of wheat is important for Australia and its storage and transport represents a significant load on domestic resources. This report presents the results of a study of the costs of transporting the wheat harvest from the production areas to the ports in order to meet both domestic and international demand.

• Transportation of the Australian Wheat Harvest
  
  report_038.pdf
  (8.8 MB)

This Report is the last of a series on railway mainline upgrading options and covers the evaluation of options for upgrading the standard gauge link between Kalgoorlie and Perth.

The evaluation of upgrading options differs in this case from those previously reported, in that no capacity constraints are envisaged, but severe and continuing track deterioration has occurred between Koolyanobbing and Kwinana as a result of heavy axle loads in the iron ore and wheat trades. Thus the upgrading requirements in this case are concerned with the use of heavy rail and high standard track rather than the capacity to run more trains.

• Mainline Upgrading–Evaluation of a Range of Options for the Kalgoorlie–Perth Rail Link
  
  report_039.pdf
  (3.33 MB)

In this Report, four parallel investigations were undertaken: road user effects; construction costs and engineering considerations; environmental impact; and social impact.

In examining possible route locations in each corridor the four investigations were progressively carried out in more detail as alternatives were eliminated, until the best alternative became apparent. At this stage road user effects were quantified and a benefit-cost ratio was used to assess the economic warrant for construction of the preferred alternative.

The investigations identified various aspects requiring further and more detailed study during selection of the precise location and the design and the construction stages.

• National Highways Linking Sydney, Melbourne and Canberra Third Report: Canberra Connections, 1979
  
  report_040.pdf
  (3.59 MB)

The uncompleted Sandy Hollow-Maryvale railway in New South Wales has a somewhat chequered history. It was finally begun in 1936 after inquiries stretching back to 1911. Construction was slowed to almost a standstill by World War II, accelerated in the early post war years and then abandoned in 1951 due to a shortage of capital.

Subsequent moves to complete the railway foundered in the face of unfavourable economic assessment.

This report presents the results of an economic benefit-cost analysis of a recent proposal for the completion of the railway against the background of the discovery of massive proven coal reserves along the line.

• Sandy Hollow–Maryvale Railway: Economic Evaluation of Proposed Completion
  
  report_043.pdf
  (4.51 MB)

This Report investigates the structure, market conduct and performance of the domestic long distance freight industry with particular emphasis on the long distance road transport sector and the intermodal competition it faces.

All sectors of the industry appear to be highly competitive. Not only is there competition within the industry, but rail has the potential to capture a significant amount of the long distance freight market from road. The terms of reference as given by the Minister are contained in Appendix 1 of this Report.

• The Long Distance Road Haulage Industry
  
  report_041.pdf
  (6.36 MB)

The scope of the report is broad in as much as it attempts to develop a comprehensive, explicit and detailed analysis of both historical and future road investment for the whole of Australia. The report does not make specific total funding recommendations, nor does it attempt to suggest what should be the future levels of Commonwealth, State and Local Government funding of roads expenditure.

It focuses considerable attention on past patterns of road expenditure and on the economic merit of those expenditures. The sensitivity of the results of the economic analysis to different levels of overall road funding is examined. This examination is particularly directed to assessments of efficient allocations of resources between road categories and States.

Volume 2 is a verbatim publication of comments provided to the BTE for its Report to assist the Commonwealth government in its consideration of grants of financial assistance to the States for roads.

• An Assessment of the Australian Road System Volume 1
  
  report_042_v1.pdf
  (17.52 MB)

• An Assessment of the Australian Road System Volume 2
  
  report_042_v2.pdf
  (19.43 MB)

This Report sets out recommended new rates of assistance to be paid under the Tasmanian Freight Equalisation Scheme on eligible southbound cargoes and on northbound shipments of livestock and timber.

The southbound rates were recalculated to meet a direction issued by the Commonwealth Government when the Freight Equalisation Scheme was first introduced, while the direction to recalculate timber rates arose from recommendations made in the 1978 BTE report giving new northbound TFES rates.

The investigation of northbound livestock rates was initially directed towards determining whether higher rates of assistance should be paid on consignments of stud animals, but during the course of the study the terms of reference were widened to cover all livestock shipments.

This Report was prepared in response to a Ministerial reference relating to the feasibility of the introduction of duty free shopping for inward-bound passengers at Australian international air passenger terminals.

Some of the major conclusions of this report are based on a simple conceptual model of duty-free shops which is described in detail in Appendix 2 of the Report.

• Inwards Duty Free Shopping at Australian International Air Terminals: An Economic Evaluation
  
  report_045.pdf
  (3.39 MB)