Feasibility Study
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Riverina Highlands Rail Trails Feasibility Study Prepared for Riverina Regional Development Board By June 2006 Riverina Highlands Rail Trails Feasibility Study Riverina Highlands Rail Trails Feasibility Study By June 2006 Transplan Pty Ltd and Mike Halliburton Associates 2 Riverina Highlands Rail Trails Feasibility Study CONTENTS EXECUTIVE SUMMARY 7 FEASIBILITY STATEMENT 16 RECOMMENDATIONS 19 SECTION 1 – INTRODUCTION 20 SECTION 2 – BACKGROUND 21 2.1 HISTORY OF THE WAGGA WAGGA TO TUMBARUMBA LINE 21 2.2 HISTORY OF THE BATLOW TO TUMUT LINE 21 2.3 AN OVERVIEW OF THE CURRENT SITUATION 21 2.4 CURRENT LEASES OF THE CORRIDORS 23 2.5 WHAT IS A RAIL TRAIL? 23 2.6 HOW DO RAIL TRAILS FUNCTION AND OPERATE? 25 2.7 REQUIREMENTS FOR SUCCESSFUL RAIL TRAIL DEVELOPMENT 31 SECTION 3 – THE STUDY APPROACH 33 3.1 SCOPE OF THE PROJECT - THE BRIEF 33 3.2 CONCENTRIC CIRCLES OF COMMUNITY 33 SECTION 4 – THE REGION AND ITS CHARACTERISTICS 35 4.1 WAGGA WAGGA CITY 35 4.2 TUMBARUMBA SHIRE 36 4.3 TUMUT SHIRE 37 4.4 TOURISM 38 4.5 TRAILS AND TOURISM 40 4.6 CONCLUSION 42 SECTION 5 – COMMUNITY CONSULTATION 44 5.1 INTRODUCTION 44 5.2 PREVIOUS CONSULTATION 44 5.3 MARCH 2006 ROUND OF MEETINGS 44 5.4 MAY 2006 ROUND OF MEETINGS 55 5.5 NEWSLETTERS 57 5.6 SUBMISSIONS 57 5.7 COMMENTS ON DRAFT FEASIBILITY STUDY ERROR! BOOKMARK NOT DEFINED. SECTION 6 - DEMAND 61 6.1 POPULATION TRENDS AND DEMOGRAPHICS 61 6.2 RECREATION AND PHYSICAL ACTIVITY TRENDS 61 6.3 PARTICIPATION IN TRAIL-RELATED ACTIVITIES – WHAT IS HAPPENING IN THE REGION 64 Transplan Pty Ltd and Mike Halliburton Associates 3 Riverina Highlands Rail Trails Feasibility Study 6.4 CYCLE TOURISM 66 6.5 SUPPLY GENERATED DEMAND (SPECULATIVE) 67 6.6 CONCLUSION 68 SECTION 7 – BENEFITS OF RAIL TRAILS 69 7.1 SOCIAL AND PHYSICAL HEALTH BENEFITS 69 7.2 ENVIRONMENTAL AND CULTURAL BENEFITS 70 7.3 ECONOMIC BENEFITS 71 7.4 POTENTIAL ECONOMIC BENEFITS IN DETAIL 71 7.5 SUMMARY OF ECONOMIC BENEFITS 76 7.6 LOCAL COMMUTING AND RECREATION BENEFITS 77 SECTION 8 - LANDOWNER ISSUES AND SOLUTIONS 79 8.1 INTRODUCTION 79 8.2 THE ISSUES 79 8.3 LANDHOLDER CONSULTATION - THE NEXT PHASE 90 SECTION 9 - TRAIL DESIGN AND DEVELOPMENT CONSIDERATIONS 91 9.1 GENERAL CONSIDERATIONS 91 9.2 TRAIL WIDTH AND HEIGHT 91 9.3 TRAIL SURFACE MATERIAL 92 9.4 SAFETY CONSIDERATIONS 92 9.5 ROAD CROSSINGS 93 9.6 SIGNAGE 93 9.7 EROSION CONTROL AND WATER CROSSINGS 96 9.8 BRIDGES 97 9.9 TRAIL FURNITURE 99 9.10 TRAIL HEADS AND PARKING 100 9.11 SUITABILITY FOR MULTI-USE 100 9.12 OTHER USERS AND TRAIL ETIQUETTE 101 9.13 CODES OF CONDUCT 102 9.14 HERITAGE ISSUES 103 9.15 ENVIRONMENTAL ISSUES 103 9.15 INTERPRETATION 104 SECTION 10.0 – COST ESTIMATES 108 10.1 WAGGA WAGGA TO TUMBARUMBA RAIL TRAIL 109 10.2 TUMUT TO BATLOW RAIL TRAIL 115 Transplan Pty Ltd and Mike Halliburton Associates 4 Riverina Highlands Rail Trails Feasibility Study SECTION 11 – BUSINESS CASE 119 11.1 INTRODUCTION 119 11.2 POPULATION AND VISITOR INFORMATION – A SUMMARY 119 11.3 PROJECTED USER SCENARIOS - LOCAL RESIDENT USAGE 120 11.4 PROJECTED USER SCENARIOS – DAY-TRIP USAGE 121 11.5 PROJECTED USER SCENARIOS – OVERNIGHT VISITOR USAGE 122 11.6 PROJECTED USER SCENARIOS - SUMMARY 125 11.7 OVERVIEW OF BENEFITS AND COSTS 125 SECTION 12 – FEASIBILITY STATEMENT 130 12.1 THE RECOMMENDATION 130 12.2 FACTORS SUPPORTING THE DECISION 131 SECTION 13 – AN IMPLEMENTATION PROGRAM 133 13.1 WHO SHOULD DRIVE THE PROJECT? 133 13.2 PLANNING STAGES 133 13.3 TRAIL CONSTRUCTION STAGES 139 13.4 STRATEGIES FOR SUCCESS 142 13.5 MOUNTAIN BIKE TOURISM 144 SECTION 14 – FUTURE MANAGEMENT 146 14.1 THE LEGISLATIVE PROCESS IN OTHER JURISDICTIONS 146 14.2 THE LEGISLATIVE AND ADMINISTRATIVE PROCESS IN NSW 146 14.3 MANAGEMENT MODELS 147 SECTION 15 - CORRIDOR MANAGEMENT PLAN 153 15.1 PREPARATION OF A CORRIDOR MANAGEMENT PLAN 153 15.2 WHAT IS IN A CORRIDOR MANAGEMENT PLAN? 153 SECTION 16 – RESOURCES & FUNDING OPPORTUNITIES 160 16.1 INTRODUCTION 160 16.2 COMMONWEALTH GOVERNMENT 161 16.3 NSW GOVERNMENT 164 16.4 COUNCIL GRANTS 165 16.5 CORPORATE SPONSORS 165 16.6 OTHER TRAIL RESOURCING OPPORTUNITIES 166 BIBLIOGRAPHY 168 Transplan Pty Ltd and Mike Halliburton Associates 5 Riverina Highlands Rail Trails Feasibility Study APPENDICES Appendix 1 – The Project Brief Appendix 2 – The Riverina Highlands Rail Trail Committee Appendix 3 – Attendees at Consultation Meetings Appendix 4 – Project Newsletter Appendix 5 – Testimonials from American Law Enforcement Officials Appendix 6 - List of Drawings and Cross Sections 1. Typical Cross Section 2. Typical Cross Section – including horse trail 3. Viewshed Obscured by Planting 4. Typical Scene Through Grazing Land with Relocated Fencing 5. Techniques for Maintaining and Enhancing Security and Privacy of Adjoining Properties 6. Typical Major Road Crossing Treatment 7. Typical Major Road Crossing 8. Typical Minor Road Crossing 9. Typical ‘Chicane’ Arrangement 10. Cavaletti gate system Appendix 7 - List of Plans 1. Wagga Wagga to Ladysmith 2. Ladysmith to Borambola 3. Borambola to Tarcutta 4. Tarcutta to Umbango 5. Umbango to Humula 6. Humula to the Downfall 7. The Downfall to Rosewood 8. Rosewood to Tumbarumba 9. Tumut to Wereboldera 10. Wereboldera to Batlow Transplan Pty Ltd and Mike Halliburton Associates 6 Riverina Highlands Rail Trails Feasibility Study EXECUTIVE SUMMARY The future use of the disused railway lines between Wagga Wagga and Tumbarumba and between Tumut and Batlow has been the subject of considerable discussion over recent years – especially over the proposal to develop recreational trails along the corridors. Most of the Wagga Wagga to Tumbarumba line closed in 1974 and for much of the last 30 years alternative uses have been made of the corridor, including a range of agricultural uses such as grazing and the storage of farm machinery and produce. The Tumut to Batlow line closed in 1984 though for a short time in the late 1980’s and early 1990’s a tourist railway was operating on a section of the line. The railways remain in public ownership, with the Australian Rail Track Corporation Ltd managing the corridors on behalf of Rail Corporation New South Wales (RailCorp). Some farmers have taken out leases to utilise sections of the corridor for the grazing of their cattle or sheep, for the movement of machinery and stock or for the storage of equipment and/or produce. However, some sections of the corridors have been unused and grasses, weeds and bush have grown within the corridors. The Wagga Wagga to Tumbarumba line passes through three local government areas: the City of Wagga Wagga (Wagga Wagga to the Downfall Road), the Greater Hume Shire Council (in the area of the Carabost State Forest) and the Tumbarumba Shire Council. A significant area passes through natural and plantation forests, in the area known as The Downfall, and therefore managed by State Forests of NSW. The Tumut to Batlow line is located entirely within the Tumut Shire Council area. The Wagga Wagga to Tumbarumba railway was opened in 1917 (Wagga Wagga to Humula) and 1921 (Humula to Tumbarumba). The Gilmore to Batlow branch line was opened in December 1923. It is understood that at that The Wagga Wagga to Tumbarumba railway line travels time there was considerable through some spectacular country, with magnificent views of discussion and debate over the hills and mountain ranges, creeks and forests. alignment of the railway – particularly the Wagga Wagga to Tumbarumba line. Having a railway close to one’s farm was considered a significant advantage as it meant less distance to have to transport goods, produce and stock. Having a railway station, platform or siding was an even bigger advantage – for the same reasons. Consequently, there was much argument over the precise alignment of the railways, with farmers actually wanting the railways to pass through, and sidings located on, their properties. Close proximity to the line and the sidings increased the value of a farm. Transplan Pty Ltd and Mike Halliburton Associates 7 Riverina Highlands Rail Trails Feasibility Study The winding nature of the Wagga Wagga to Tumbarumba line is said to be a direct outcome of the desire to please as many farmers as possible at that time, as a straight line would have been the most efficient and cheapest construction method (topography notwithstanding). It is understood that both railways were constructed as ‘unfenced lines’ – a situation that is reasonably unique as most railways elsewhere in Australia were fenced to prevent trespass or the straying of stock on to the railway tracks. In some cases Parliament decided to dispense with the obligation to erect fencing on some country lines in NSW. This situation is particularly important to the discussion of whether recreation trails can and should be constructed on the formations of the former railways, as many of the adjoining farms have stock that either freely travel across the corridors on a daily basis, or stock that require separation from people passing by. Some important reminders of the former railways do remain. Classic railway buildings still exist; old signals are still in place and switches are still readily found. The Ladysmith station has been restored to its former glory, and the Tumba Rail group is in the process of resuming a tourist ‘trike’ operation. At Tumut the station and several other buildings remain in place. At other station sites, goods Many relics of the railways exist along both corridors sheds and platforms remain. including various signs, station buildings, platforms and of Along both corridors numerous course the cuttings and embankments – all adding to the bridges, culverts and assorted attraction of the rail trail experience.