The quality of journey that the Australians must enjoy on 2030-40 depends upon the ability to provide reliable, accessible and fast transport networks. The transport is one of the most important business sectors of Australia. The tourism department of it alone brings profit about thirty two billion dollars per year. The transport of Australia has always received backup from the increase in amount of consumption despite the natural disasters and economic challenges world-wide (Hinkley et al. 2015).
A “sustaining, innovating and regenerating” of nation indicates a various range of challenges. It also provides the relevant recommendations to solve the obstacles as a part of building such a desired nation. Australia’s population will increase significantly in the next two decades. Besides this, there should be traffic congestions, changes in climate and public health that would rise as a concern for government and communities. Moreover, the economic conditions are going to evolve. Hence, the transport system shall be playing a major role in meeting the challenges. As a result of this, the identifications of the problems, planning and working theory frameworks are needed to resolve the issues (Cope et al. 2016).
The future scenarios regarding the growth of population and its impact are discussed here. Further, theory framework on finance and funding is developed supporting the discussions on the scenarios.
For attaining a sustainable position within 2030, the government shall encourage tourism experiences of high quality. This must also include the indigenous tourism. The government will limit tax and the red tape. It will restrict other regulatory burdens that the industries face. Effective and coordinated market campaigns will be undertaken to drive demand. There will be many industries that will drive tourism demands. The government will work along with such industries to back up the overall development of the infrastructure of tourism. In order to achieve the vision of smooth transportation and tourism for the people, some scenarios are there to be indicated. This includes growth of population and its impact on transport and tourism (Osbaldiston, Picken and Duffy 2015).
It is estimated that within 2030, about five millions of people will add to the net population of Australia. The age distribution will also change considerably. This will exert significant impact on the sustainability of tourism including:
Within 2030 the change in demographics shall play a major part in the planning for transport. Australia has also been facing an increase in ageing population. As a result of this the social inclusion and supporting mobility will become an important responsibility for the public transport. It is estimated that the number of senior citizens will grow twice in the next decades. The accessible and inexpensive transport will enable the senior ones to indulge in broader communities. They will also be provided with better access of medical care. Thus the giving of developed private transport for them is crucial for the health of the country’s at-risk citizens. The senior people have higher aversion to interchange even though it decreases the travelling times. They value amenity and comfort over Frequency And Amenability. Besides this, clear planning for tour at healthy environment and other friendly services like wheelchair will be required. All these factors shall increase to accommodate the shift in demography going to happen on 2030-40 (Lin, Chen and Cheng 2014).
Australia is at first position in sharing the highest number of private cars in the world. Some of the cars are also invested for tourism purposes. Most of these private cars are running on fossil fuels. Despite this, there is an increasing need for smaller vehicles. The awareness for energy efficiency and conservation will also increase. This indicates that the sum total of the fuel consumption will be rising. A modal shift from the usage of private car to the public transportation is needed to create (Dowling and Kent 2015). This will be one of the major efficient determinants to decrease the soaring emission of carbon within 2030-40. The population growth indicates that the number of vehicles on the roads will grow unless other measures are taken. Thus sustainable modes like cycling and walking will be encouraged. Smarter travelling patterns involve sharing of vehicles, going trough small trips and going long distances by breaking journey. This will also marginally decrease the emissions per transport. This may not combat the increase in emission caused due to the growing fleet (Vila, Darcy and González 2015).
For tourism and other purpose, heavy rail shares the highest mode for the trips via public transport. The ability for reduction of the emission by rail will be limited. This will be achieved by the reliance on the coal fired generation of electricity. The change in sustainable generation for the power stations is not in the control of the operators of public transports. However, the capacity to reduce the extra reliance over the coal-fires electricity through light and heavy rails must be encouraged (Becken 2016).
In the urban areas, the role of public transport has no other alternatives. A typical travel through bus will remove about hundred cars from the road. Similarly a train can also eradicate thousands of them. The changing demographics of employment and the increase in flexible practices of jobs create an impact on how people shall travel. The changing priorities like shared child duties and the rise of the telecommunicating will also affect the demand of transport. The women will be seen more active in the workforce. More people will be going for part-time jobs and tour at different places. These shall also create their impacts. The decision of the Australian government to price the carbon emissions from the financial year is an important leap in driving the sustainable decisions of the consumer. In the future this must be related by some complimentary methods. This shall be providing a price incentive to the consumers in choosing the public transport. Again, transport is the highest consumer for oil. The increase in growth for the demand of domestic oil and decrease in its production will increase Australia’s oil imports (Xia et al. 2015).
The spending on the infrastructure of land transport in Australia is been less as needed. This has led in losing the productivity gaining, lower improvement in environment, high road toll with higher exclusion in society. The government has highlighted this problem. This had been done on the context of rise in demand on the revenue from various sectors such as transport (Mistilis, Buhalis and Gretzel 2014). The rising infrastructure of transport needs increase in funding. The principles for the funding and finance framework will be:
There should be adequate support for the overall aim on enhancing the mobility of every user of the transport and tourist system.
On a sustainable base, the national investment requirements shall be met by creating enough funding.
The users and the direct beneficiaries shall bear the total expense of their usage up to the highest extent. However, this may be impossible in certain cases. In such cases, the cross-subsidization should be fully transparent, intentional and created to achieve certain aims. These aims are equity goals, any more compelling purposes and network goals.
The investment on the transport system shall be encouraged.
Incorporation of equality considerations should be done. These equalities must include generational equality, equality across the income groups and the equality on geography.
The wider public policy aims shall be supported. These include protection of environment and independence of energy (McIntosh, Trubka and Newman 2015).
These guidelines are useful for the funding and pricing reform of Australian transport and tourism. The “Committee for Melbourne” has differentiated the funding of infrastructure from that of financing. According to them the “funding” determine the entity that finally pays the infrastructure (Hancock and Nuttman 2014). The financing, on the other hand, defines the payment mode up front. The committee identifies the primary sources for funding as:
The present fiscal scenario of Australia cannot depend much on the first point. This increases the highlight over the rest two sources. The last two sources posses the arguments for fairness and efficiency towards their favor. It has been recognized early that the expenditure, funding and pricing of transport shall be connected more closely. The “user pays” principle shall underpin the pricing if effective outcomes are needed (Windsor 2015).
Currently the highlighting on the accommodating land utility and planning of transport has widened the focus of “user pays” than the “beneficiary pays”. The concentration on the tasks that the different “value capture” methods play helps in funding of the transport infrastructure. The “beneficiary-pays” method claims that it is not necessary that the users are the only one to gain from the improvements (Ahmad 2014).
The “Australia’s Future Tax system” has recommended that the government shall consider the pricing of “user pays”. This is to be done by the network-wide pricing of variable congestion and visible revenue uses. Charging on accelerated rolling-out of the “mass-distance-location” shall be done on heavy vehicles. The users of transport shall be confronted by the meeting of social costs by the travel choice. It should be done till there is any other better policy reasons to do otherwise. However, the road users are unable to meet the complete social costs for their choices. There has been an increasing space between the sum of costs of road use both internal and external (Bell and Hindmoor 2014). This suggests an urgent requirement to reform the road price. The road pricing systems to be incorporated are:
Conclusion:
The current financial event of the world has led the government of Australia and others globally to review the revenue bases. It also includes forwarding of budgets, debt levels and spending programs. Australia will be in a sound economic situation. It is already a free and forward thinking country. It will be readily accepting new products and challenges. It will take up innovative processes ahead of many other nations. This will provide a firm and confident basis for committed and strong governments. This will be necessary to make the required funding reform decisions on transport. These are required to pay the cost for growing infrastructure of transport capacity on future. Australia can also lead in reform of real transport and tourism. This reform should maintain the government funding priorities. This would also further avoid loss in investment momentum. This will be continuing for the sustainable growth of the population. Despite this, the pressing on by investing on essential capacity of transport will lead the government support new approaches. This shall increase Australia’s infrastructure of funding bases. Various policy choices are described in the report that the government will be considering. This will significantly increase new revenues. The capacity of government will also rise to maintain the investment on both the social and economic infrastructure throughout the nation.
References:
Ahmad, E., 2014. Public Finance Underpinnings for Infrastructure Financing in Developing Countries. Paper for the G, 24.
Becken, S., 2016. Peak Oil: a hidden issue? Social representations of professional tourism perspectives. Journal of Sustainable Tourism, 24(1), pp.31-51.
Bell, S. and Hindmoor, A., 2014. The structural power of business and the power of ideas: The strange case of the Australian mining tax. New Political Economy, 19(3), pp.470-486.
Cope, R.C., Ross, J.V., Wittmann, T.A., Prowse, T.A. and Cassey, P., 2016. Integrative analysis of the physical transport network into Australia. PloS one, 11(2), p.e0148831.
Forsyth, P., Dwyer, L., Spurr, R. and Pham, T., 2014. The impacts of Australia’s departure tax: Tourism versus the economy?. Tourism Management, 40, pp.126-136.
Hancock, L. and Nuttman, S., 2014. Engaging higher education institutions in the challenge of sustainability: sustainable transport as a catalyst for action. Journal of cleaner production, 62, pp.62-71.
HINKLEY, J.T., McNAUGHTON, R.K., John, D., LIPINSKI, W. and LOVEGROVE, K.M., 2015. Current and Future Status of Solar Fuel Technologies in Australia. J. Jpn. Inst. Energy, 94(3).
Lin, W.I., Chen, M.L. and Cheng, J.C., 2014. The promotion of active aging in Taiwan. Ageing International, 39(2), pp.81-96.
Mistilis, N., Buhalis, D. and Gretzel, U., 2014. Future eDestination marketing: perspective of an Australian tourism stakeholder network. Journal of Travel Research, 53(6), pp.778-790.
Osbaldiston, N., Picken, F. and Duffy, M., 2015. Characteristics and future intentions of second homeowners: a case study from Eastern Victoria, Australia. Journal of Policy Research in Tourism, Leisure and Events, 7(1), pp.62-76.
Ozebus.businesscatalyst.com. (2017). Cite a Website – Cite This For Me. [online] Available at: https://ozebus.businesscatalyst.com/LiteratureRetrieve.aspx?ID=93786 [Accessed 14 Mar. 2017].
Vila, T.D., Darcy, S. and González, E.A., 2015. Competing for the disability tourism market–a comparative exploration of the factors of accessible tourism competitiveness in Spain and Australia. Tourism Management, 47, pp.261-272.
Windsor, J., Searle, J., Hanney, R., Chapman, A., Grigg, M., Choong, P., Mackay, A., Smithers, B.M., Churchill, J.A., Carney, S. and Smith, J.A., 2015. Building a sustainable clinical academic workforce to meet the future healthcare needs of Australia and New Zealand: report from the first summit meeting. Internal medicine journal, 45(9), pp.965-971.
Xia, T., Nitschke, M., Zhang, Y., Shah, P., Crabb, S. and Hansen, A., 2015. Traffic-related air pollution and health co-benefits of alternative transport in Adelaide, South Australia. Environment international, 74, pp.281-290.
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