Transport Connections Pilot Projects Attachment to Mid-Term Evaluation Report

Department of Human Services Department of Infrastructure Department of Education & Training Department for Victorian Communities

Transport Connections

Mid term evaluation report Transport Connections Pilot Projects Attachment to Mid-Term Evaluation Report

January 2006

Published by the Victorian Government Department of Human Services Melbourne, Victoria

This publication is copyright, no part may be reproduced by any process except in accordance with the provisions of the Copyright Act 1968.

This document may also be downloaded from the Department of Human Services web site at: http://www.dhs.vic.gov.au/vrhss/flexibletransport/index.htm

Authorised by the State Government of Victoria, 555 Collins Street, Melbourne. Printed by Big Print 520 Collins St Melbourne 3000.

Contents

1 Introduction 1

A Case study - Bass Coast Transport Connections 2 A.1 Context in which the project operates 2 A.2 The Bass Coast TCP approach 3 A.3 Outcomes of the Bass Coast TCP project 6 A.4 Background information on the project area 8

B Case Study – Getting Around: a sustainable transport system 13 B.1 Context in which the project operates 13 B.2 The Getting Around TCP approach 13 B.3 Outcomes of the Getting Around TCP project 17 B.4 Background information on the project area 18

C Golden Connections 23 C.1 Context in which the project operates 23 C.2 The Golden Connections TCP approach 24 C.3 Outcomes of the Golden Connections TCP project 29 C.4 Background information on the project area 31

D Case Study – Hume Transport Links 34 D.1 Context in which the project operates 34 D.2 The Hume Links TCP approach 34 D.3 Outcomes of the Hume Links TCP project 38 D.4 Background information on the project area 40

E Case study - Let’s GET Connected Gippsland East Transport Project case study 44 E.1 Let’s GET Connected TCP approach 44 E.2 Outcomes of the Let’s GET Connected Project 47 E.3 Background information on the project area 50

F Case study - Southern Mallee Transport Connections Project 54 F.1 Context in which the project operates 54 F.2 The Southern Mallee TCP approach 55 F.3 Outcomes of Southern Mallee project 62 F.4 Background information of the project area 63

G Case study – Two Rivers Transport Connections 69 G.1 Context in which the project operates 69 G.2 The Two Rivers TCP approach 69 G.3 Outcomes of the project 73 G.4 Background information on the project area 74

H Case study - Valley to City Efficiently 78 H.1 Context in which the project operates 78 H.2 Valley to City Efficiently TCP approach 78 H.3 Outcomes of the Valley to City Efficiently TCP project 81 H.4 Background information on the project area 82

I Case study - Wimmera Transport Connections 87 I.1 Context in which the project operates 87 I.2 The Wimmera Transport Connections approach 87 I.3 Outcomes of the project 92 I.4 Background information on the project area 93

iii

1 Introduction This document provides an overview of the nine Transport Connections Program pilot projects. The case studies provide information on:

• context for the project;

• project approach, including:

- activities undertaken so far;

- future activities;

- project resourcing;

- governance arrangements;

- engaging with stakeholders;

• background information, including:

- project catchment profile; and

- overview of local transport services.

The activities undertaken by the pilot projects have been categorised into:

• Community – those activities that involve community interaction and enable the community to share knowledge and skills that strengthen the community;

• Organisation – those activities that involve establishing networks and partnerships that enable the provision of services; and

• Strategic – working with organisations and/or government agencies to influence decision making processes and/or policy.

A Case study - Bass Coast Transport Connections The Bass Coast Transport Connections project set out to: • ‘create the conditions for transport development that will promote the growth of a healthy, mobile, forward–looking community; • eliminate inefficiencies and maximise the use of existing resources, to develop innovative, additional transport options; • facilitate projects that address the needs of the most disadvantaged groups; • align transport services with the activities of community groups, agencies and community building projects so that transport is integrated into the life of the community and directly responsive to need; • create a Bass Coast Transport Network - made up of all key players and facilitated by a Transport Coordinator - which would implement new projects and set up a Bass Coast Coordinated Transport Information Service; and • ensure succession planning so that, at the conclusion of the funding period, the role of the Transport Coordinator can be shared by members of the Transport Network without loss to the system.’1

The Bass Coast Transport Connections project is a partnership established by Bass Coast Shire Council and the Creatively Connecting Communities Planning Group. The project is auspiced by Bass Coast Shire Council, and the project office and project Coordinator are located in the Shire offices in McBride Street, Wonthaggi.

A.1 Context in which the project operates The Creatively Connecting Communities, a demonstration project, funded by the Office of Community Building within the Department of Victorian Communities, identified and responded to four major issues affecting the Bass Coast Shire. These included employment, education and training, transport, community support systems, and community cohesion or reconnecting the community.

The investigation of each of these issues was undertaken by a Bass Coast Action Network (BCAN). The Transport BCAN, comprising local community and industry representatives, was established to identify transport issues in the Shire, to develop initiatives to address these issues and to implement those initiatives.

The objective of the Transport BCAN was focused on achieving improvements to existing transport that would improve accessibility and mobility around the Bass Coast Shire, through a partnership based approach.

Initiatives of the Transport BCAN included meeting with the Department of Infrastructure, the Latrobe Coordinated Community Transport project and local taxi operators to discuss possible

1 Bass Coast Transport Connections TCP grant application form. April 2003.

improvements to transport services. However, the most important initiative was the application for funding through the Transport Connections Program for the Bass Coast Transport Connections project.

A.2 The Bass Coast TCP approach

A.2.1 Project activities Activities undertaken by the Bass Coast TCP project are summarised in Table 1 (below).

Table 1: Bass Coast TCP activities2 Community level Organisational level Strategic level • Public forums to discuss transport • Establishment of a twice daily • The development of the Bass Coast issues and potential transport summer holiday bus service Transport Connections transport initiatives that may be incorporated between Inverloch and Cowes strategy into the future planning for transport • The Bass Coast Transport • Successful advocacy to V/Line for in Bass Coast Shire Connections project has participated timetable alterations • Development of a timetable in the development of the Gippsland • Successful advocacy with Bass brochure listing all public and Region-wide coordinated booking Coast Community Health Service to private commercial transport service for community transport that VicRoads and Bass Coast Shire for services provided within the Shire should potentially increase the the development of a footpath and the contact details for all of the utilisation and coordination of cross between Grantville and Pioneer Bay providers of transport. Particular regional community and health along the new Bass Highway emphasis was spent on brochure transport journeys development design to ensure the linkages • The Bass Coast Transport • Contributions to Bass Coast Shire between services were shown and it Connections project is managing the was easily understood Council’s Access Action Plan, development of the online booking Public Health Plan and Road Safety • Development of a separate update of tool for the service Strategy to include transport issues V/Line services brochure when • Development and implementation of into the Council’s long-term plans service timetables were amended the walking school bus program in • Submission to the Essential Services • Development of a brochure listing local primary schools, utilising Commission review of Taxi Fares all transport services offered by funding obtained from VicHealth. on behalf of the project to ensure community service organisations One local school has implemented a that regional operating conditions, and the contact details for those cycling school bus program, and particularly as they relate to the organisations. The brochure two other schools are well Multi-Purpose Taxi Program, are describes all the potential progressed to initiate walking reflected in the new Taxi Fares and concessions or allowances available school buses regulations to groups of residents in relation to transport and access • Research projects covering: the transport needs of younger people in the community, preference for V/Line timetabling and feeder services in Corinella / Tenby Point communities, preference for V/Line timetabling and feeder services in Coronet Bay community, preference for V/Line timetabling and routes in Shire coastal communities, and community attitudes to the development of a footpath between Grantville and Pioneer Bay • Development of an accessibility brochure in partnership with the Local Rural Access Project Officer, describing the level of accessibility of bus and taxi services for people with disabilities and locations of disability parking and toilets throughout the Shire • Development of an information brochure, ‘Motorise Scooters – Maintaining your mobility’, for people considering purchasing a motorised scooter

2 Please refer to the introduction of this document for an explanation of the category levels for the activities.

A.2.2 Future initiatives to be undertaken by the Bass Coast TCP In the coming year, the project will continue to operate the Bass Coast Summer Bus Service (if funding is available); undertake discussions with V/Line regarding timetable changes; implement the web-based booking system for the Gippsland Home and Community Care Pilot Transport Strategy; develop transport strategies for the towns of Western Port Bay; and implement the walking school bus at other primary schools. A raft of new initiatives are also planned, including the development of an elderly driver brochure; development of mobility maps; a review of transport requirements of local communities as part of the review of the Bass Coast Community Plan; and preparation of a discussion paper reviewing the impact of the return of the rail service to Lang Lang and Leongatha.

A.2.3 Pilot project resourcing The Bass Coast project’s Grant Application sought $167,480 of funding from the Transport Connections program, with a further $15,000 identified as being provided by local government or agencies. This is set out in Table 2 (below).

Table 2: Bass Coast Transport Connections finances3 Fund Year 1 – Actual Year 2 - Actual Year 3 - Forecast Revenue TCP Grant $55,845 $46,500 $47,200 TCP start-up grant $3,420 - - Other contributions $10,275 $8,750 $5,000 Expenditure Salaries and wages (including $14,640 $31,800 $35,100 on-costs) Other Expenses, including $16,353 $23,400 $24,100 depreciation and GST One-off costs $710 $1,000 $2,000 Brokerage grants dispersed $0 $4,400 $11,500 Surplus/(Deficit) $37,837 ($5,350) ($20,500) Due to the late start of the project, some project activity will occur in a fourth year as program funds are exhausted.

3 The income and expenditure items shown above include the in-kind contribution from the local shire and the Creatively Connection Communities program; and the costs amounts shown above include approximately $3,300 of GST costs that will be repaid through the shire receiving an input credit for GST paid on purchases.

A.2.4 Bass Coast TCP governance arrangements The Bass Coast Transport Connections Project Management Committee (which is the renamed Transport BCAN of the Creatively Connecting Communities program) governs the Bass Coast Transport Connections project. The Committee meets monthly to review project activities and discuss future activities. The Committee includes representatives from Bass Coast Shire Council, Bass Coast Community Health Service – Health Promotion, the Department of Human Services – Disability Services (Gippsland Region), the Department of Infrastructure – Public Transport Division (Gippsland Region), School Agency, and community representatives from Corinella, Phillip Island, Cape Paterson and Wonthaggi.

Members of the Local Learning and Employment Network (LLEN), whose membership includes a local taxi operator and local bus operator, also provide relevant information to the Management Committee.

The Bass Coast Shire Council as auspicing agency does not have a direct governance role in the project (other than through its representation on the Management Committee). The coordinator advised the review team that it had been necessary to ensure that the Bass Coast Transport Connections project was separate from the council, in order for it to have a more effective advocacy role.

A.2.5 Engaging with stakeholders The Bass Coast Transport Connections project has consulted extensively with the Bass Coast community. This has been undertaken through:

• research projects that have assessed the requirements in specific communities for specific transport options; and

• public consultation forums to identify transport issues, discuss potential transport initiatives and the development of future planning for transport in Bass Coast Shire.

The project Steering Committee has significant community representation. In addition to representatives from community organisations and the community development unit of the Shire, it includes both transport providers and government agencies.

The project’s annual report also noted that other operators, community service organisations and the general community have had continued association with the project through regular meetings with the Transport Project Facilitator.

A.3 Outcomes of the Bass Coast TCP project The key theme of the Bass Coast Transport Connections project has, to date, been to approach community and public transport in a holistic way, covering both practical initiatives that deliver immediate benefits (for example, the information brochures and the development of the

walking school bus program) and an advocacy role to influence both local and State service planners.

It is important to note the project’s capacity to undertake effective advocacy is assisted by the project’s position as an independent body representing the community; its ability to undertake research to inform and support its advocacy position; and by having a coordinator with a transport planning background, who understands the processes of transport and infrastructure planning and is able to identify the key decision points in the planning and transport implementation processes where advocacy can be effective. The advocacy role has enabled:

• local and regional transport issues to be highlighted;

• these issues to be raised at a statewide level; and

• provided a platform on which solutions and alternatives can be found in response to issues of transport disadvantage from either a regional, statewide or systemic perspective.

It is noted, however, that the capacity alone to advocate is not the reason why the project succeeds in its advocacy activities. The linkages the project developed into the community, and the networks it created between stakeholders, ensured that advocacy activity was evidence based and more likely to succeed.

The contribution of the pilot project to the wider planning process is pro active and targeted generally at ensuring that new services consider the need for, and impact of, transport access in their planning processes.

The project has also developed accessibility maps for local communities, in association with Rural Access, that outline the various transport options that operate throughout the shire that are accessible for people with mobility impairments. It has also developed a brochure, in conjunction with Let’s GET Connected and Rural Access and RoadSafe – South Gippsland, titled ‘Motorised Scooters – Maintaining your mobility’.

The development of transport guides, comprehensive timetables and information on available transport subsidies have been common strategies undertaken by the majority of the pilot projects to date.

The project is also taking an active role in the introduction and piloting of the Gippsland HACC Transport Pilot Strategy that will lead to better efficiency in transporting clients throughout the Gippsland area. Bass Coast undertook the investigation and trialling of the web-based booking system that will be utilised in this strategy.

The Project Coordinator made a number of comments regarding the project, including: • a project of the nature of Bass Coast Transport Connections can easily achieve the small, local, time bound, projects such as developing and implementing brochures or undertaking community activities that provide the information or inputs to advocacy or planning processes; however, more substantial service changes, such as the development of new services, require a longer timeframe for their relative success / value to be assessed:

- The summer bus service is an example of this. In the service’s first year of operation (2004/05), the service failed to meet its revenue and patronage targets. However, the project has decided to continue the service for a second year. It is suggested that, through the second year, familiarity and community knowledge of the service, together with service fine-tuning and the use of alternative promotional approaches, will increase patronage over the 2005/06 summer holidays. It is acknowledged that, if service patronage does increase in the second year of operations, but not meet targets, the project will need to make an assessment as to whether the service should be continued for a third year. This then raises the issue of what length of trial is reasonable to develop and assess such a service and how can it be supported in the context of a project with a finite life; • the influence a project has on regional planning also occurs over the longer term and is not always immediately obvious in outcome terms.

Both agency and transport providers interviewed in the evaluation noted that the project coordinator’s experience and skill sets had been responsible for achieving initiative outcomes.

It was observed that the coordinator’s transport planning background had been invaluable in the advocacy role as it enabled the project to advocate to the correct targets in an effective way, and that the coordinator’s project management skills had been essential in bringing together and delivering a complex initiative (the summer bus). It was perceived that, without this, the project would have had difficulty developing the service.

A.4 Background information on the project area

A.4.1 Project catchment area The Bass Coast Transport Connections project focuses on the needs of the Bass Coast Shire, comprising Phillip Island, the coastal communities between Kilcunda and Inverloch, the hinterlands, and the communities of Western Port Bay. The Shire is located approximately one and a half hours by road to the south east of Melbourne.

The Bass Coast Transport Connections project area incorporates a main transport corridor running north to south (Bass Highway) which continues to Wonthaggi to provide access to coastal communities and Inverloch. A secondary link connects to Phillip Island at Anderson. The principal towns in the project area are Wonthaggi, Cowes, Inverloch and San Remo. See Diagram 1.

Diagram 1: Bass Coast Transport Connections catchment area

The Bass Coast Shire has a permanent resident population of 24,000 people. However, the population is substantially increased by visitor numbers in periods throughout the year with peak visitation (increasing the population to 61,000 people) occurring over the school summer holidays.

Table 3 provides a detailed summary of the demographic profile of the Bass Coast Shire permanent population. The profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

Table 3: Bass Coast Shire demographics.

Bass Coast Shire Victoria Age 0-14 19% 20% 15-24 9% 14% 25-34 10% 15% 35-44 13% 15% 45-54 14% 14% 55-64 13% 9% 65+ 21% 13% Annual household income $1-$10,350 7% 6% $10,350 - $15,600 14% 11% $15,600 - $26,000 30% 23% $26,000 - $36,400 16% 17% $36,400 - $52,000 14% 12% $52,000 - $78,000 11% 13% $78,000 - $104,000 5% 9% $104,000 or more 3% 9% Socio-economic disadvantage index ABS Index of Relative Socio Economic Advantage / Disadvantage 4 (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Department of Health and Aged Care ARIA index 1 to 2 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 8% 10% One motor vehicle 46% 37% Two motor vehicles 35% 38% Three motor vehicles 11% 15% Country of Birth English speaking countries 95% 81% Non-English speaking countries 5% 19% Principal Occupation (>10% of residents) White collar employment 66% 72% Blue collar employment 34% 28%

Principal Industries (percentage of employed) Retail trade 16% Construction 11% Health and community services 11% Agriculture, forestry and fishing 9%

The following points are noted about the Bass Coast community: • like many rural communities, the population of Bass Coast Shire has a greater proportion of older residents than that of the Victorian State average. The higher percentage of older people reflects the drift of younger people post school to metropolitan Melbourne (in common with rural communities across Victoria) and the attraction of Bass Coast to older ‘sea-changers’ and retirees; • the Bass Coast Shire population includes groups or defined geographic areas that suffer high levels of social disadvantage. Average incomes across the Shire are significantly below the State average; however, this figure hides some areas of extremely low income, for example Coronet Bay has the third lowest mean average income in the State; • the Bass Coast Shire population is one of the fastest growing populations in the State. The primary driver behind that population growth is the movement of retirees and ‘sea-changes’ to the coast. This increase in population is dramatically reflected in Wonthaggi where a new supermarket and a household items centre have opened in the last 12 months; and • the Bass Coast Shire population has a very high percentage of residents for whom English is their first language. In other words, compared to other areas of the State, language and cultural barriers are likely to have a very low impact on community transport disadvantage.

A.4.2 Local Transport Services Bass Coast Shire’s public transport services include: • Bus services: - V/Line services linking Melbourne include: - four week day services (three on Saturday) to and from Inverloch via Wonthaggi, - three week day services (one / two (summer) on Saturday) to and from Cowes via Coronet Bay, and - two weekday V/Line connectors between Cowes and Anderson (Bass Highway – Cowes junction); - Local bus services including: - Cowes to Wonthaggi return – a single Wednesday service, - Cowes services to Fountain Gate and Frankston operate weekly and fortnightly respectively, - San Remo to Cowes a single Friday return service, - North Wonthaggi, South Wonthaggi and Cape Patterson double or single Thursday services, - public access to South Wonthaggi secondary and primary school services and the school day service from Wonthaggi to Leongatha secondary school, - twice weekly services from Wonthaggi to Traralgon,

- single weekly services from Inverloch to Wonthaggi, - single weekly services from Inverloch to Leongatha, and - single weekly return service between Cape Patterson and Wonthaggi and Corinella / Coronet Bay and Wonthaggi, where both services are coordinated to the V/Line timetable for connection to Melbourne; and • three overlapping taxi services operate in the Shire, based on Phillip Island, Wonthaggi and the Western Port Bay towns; • community transport, including: - Bass Coast Regional Health, operating from Wonthaggi Hospital, operates a car service using a car owned by the hospital driven by volunteers. The service is provided for clients with urgent medical appointments who do not have any access to alternative transport arrangements. The service users are charged a distance based fee to help cover the costs of the services; - Bass Coast Regional Health has also operated a community bus service for allied health activities. However, this service was recently discontinued due to the bus being involved in an accident and the hospital not having access to, or the funds for, a new vehicle; - Bass Coast Community Health Service operates a service using volunteers’ own cars for both local and long distance trips. The service charges a cost based fee to cover the volunteer’s vehicle costs (but not volunteer time); - community buses are operated by: the Bass Valley Community Group for the older residents of the Western Port Bay towns, and Bass Coast Shire Aged and Family services for HACC residents in Inverloch, Cape Patterson, Corinella, and Coronet Bay. The services provided by both agencies are limited to twice weekly, weekly or six weekly trips to and from Wonthaggi or Cranbourne; - Bass Coast Shire Aged and Family Services also provides a volunteer, fee based car service for residents of Phillip Island for medical appointments; and - the Australian Red Cross provides a car service for clients with urgent medical appointments who do not have any access to alternative transport arrangements. The service users are not charged a fee for use of the service, but donations are accepted.

The majority of trips by community transport are to and from medical appointments or for shopping.

It has been noted by the Bass Coast Transport Connections that the public transport links between the Shire’s three major towns (Wonthaggi, Cowes and Inverloch) are fragmented and, in some cases, no effective linkages exist.

In addition, the level of services available in the Shire, prior to the project, did not respond to the requirements associated with visitors over the summer holidays4, when the Shire population more than doubles.

4 Other than a single additional V/Line weekend service to Cowes.

B Case Study – Getting Around: a sustainable transport system The objective of the Getting Around pilot project is to ‘make more effective use of existing transport resources by identifying in detail the various types and usage patterns as a means to establish a foundation for future developments of transport services and to improve linkages between existing transport options’5.

Central to this objective is to increase the coordination of local transport options around the Melbourne–Bendigo V/Line train, the main corridor extending along the length of the Macedon Ranges and Mount Alexander Shires.

Macedon Ranges Shire auspices the Getting Around pilot project, in partnership with Mount Alexander Shire. The coordinator divides time equally between the offices of the two Shires.

B.1 Context in which the project operates Limited strategic transport planning existed in the two Shires prior to the Getting Around pilot project, with Macedon Ranges and Mount Alexander Shire Councils not having worked together closely in the past in relation to transport.

Previous Council initiated transport projects in the Shires had neither time nor resources to adequately plan for existing and future transport development, and limited external resources have been available to date. The approach for the Getting Around pilot project has therefore centred on strategic transport planning for the Macedon Ranges and Mount Alexander Shires.

B.2 The Getting Around TCP approach

B.2.1 Project activities The Getting Around pilot project has focused on strategic transport planning for the Macedon Ranges and Mount Alexander Shires, undertaking transport planning, service mapping, surveys and consultation with local focus groups to determine local transport needs. The rationale for this approach evolved from the failure of previous transport projects in the area due to insufficient planning.

Advocacy has been another important component of the Getting Around pilot project. The current upgrade of the Melbourne-Bendigo train line, as part of the Regional Fast Rail project, has provided the pilot project with the opportunity to advocate to the State government to improve existing services and establish new services.

Activities undertaken by the Getting Around project are described in Table 1.

5 Transport Connections Grant Application, February 2003

Table 1: Getting Around activities6 Community level Organisational level Strategic level • Mapping of existing transport • Establishment of TCP Steering • Submissions to the V/Line 2006 services, and consultation via Committee and two transport Regional Fast Rail timetable on two surveys (user needs and advisory groups behalf of both Shires user priorities) and with local • Facilitation of discussions • Coordinator is a member of the focus groups to determine local between Castlemaine Buses and Public Transport Community transport needs Mount Alexander Home and Consultative Committee and the • Development of two transport Community Care (HACC) TCP school bus and taxi sub- information brochures service on whether the planned committees, and has had containing bus and train extension of Castlemaine involvement in Macedon timetables and contact details Buses’ Chewton-Castlemaine Ranges Shire planning for local taxis, one for each service to Taradale could processes Shire. Around 3,000 brochures service the HACC clients, • Produced papers and in each Shire were distributed to allowing the redirection of the presentations including: residents Wednesday HACC service to - a response to the Bus • Seminars with local social other high-need areas Association of Victoria’s support transport providers in • Discussed with the regional the two Shires Department of Infrastructure report on ‘Improving • Coordinator in the process of (DOI) office proposal to change Public Transport to meet arranging the installation of the Bendigo-Airport bus service community needs: a to allow access for residents additional bus stops with Warrnambool case study’; timetable information along the from towns along the Calder - presentations at PCP Lancefield-Romsey-Sunbury Highway that do not have train bus route, to be followed by stations. DoI rejected the forums on walking and the publicity and distribution of proposal; however, the transport Walk21 conference; need identified in these towns route timetables - presentation on shared will be considered as part of the connecting bus review planned transport to Department for to start in August 2005 Victorian Communities • Established Chewton- (DVC) and other state Castlemaine Dial-A-Ride pilot government bodies in service in June 2005, in partnership with Castlemaine Bendigo; and Taxis - supported the Victorian • Commenced work on the Local Government business case to DoI for a Association’s integrated Gisborne to Gisborne station transport project bus service, including a tour of the area with Macedon Ranges Shire infrastructure officers to identify potential bus stops, and the development of a draft route and timetable for the proposed service

The Chewton-Castlemaine Dial-A-Ride Saturday service is a three-month pilot, operating between 4 June and 3 September 2005. The service is available to all Chewton residents, picking up customers to arrive in Castlemaine by 10.00am and 10.30am and returning to Chewton between 12.30pm and 1.00pm.

6 Please refer to the introduction of this document for an explanation of the category levels for the activities.

The pilot is operating in partnership with Castlemaine Taxis, and will assess the effectiveness and cost implications of the Dial-A-Ride approach.

B.2.2 Future initiatives to be undertaken by the Getting Around TCP The following initiatives are planned for the Getting Around TCP: • resume negotiations with DoI regarding additional bus stops in Campbells Creek, allowing Campbells Creek residents to access the Maryborough-Castlemaine V/Line coach service; • accessibility gap study to identify transport resources that could be used for a wider range of services and to suggest and test with key organisations models that would enable better use of those transport resources; • discussions with community transport providers to identify ways to increase utilisation of existing vehicles; and • development of transport strategies for both Shires.

B.2.3 Pilot project resourcing The Getting Around pilot project will receive $250,472 in funding for the life of the initiative, see Table 2.

Table 2: Breakdown of the funding received for the Getting Around pilot project

Funding Year 1 – Year 2 - Year 3 - Actual Actual7 Forecast

Revenue TCP recurrent grant $76,524 $84,925 $82,773 TCP start-up grant $6,250 - - Macedon Ranges Shire contribution8 $0 $5,000 $6,168 Expenditure Salaries and wages, including employment $31,286 $46,102 $48,000 Corporate overheads, including $1,913 $14,395 $9,198 management, IT and accommodation

Other expenses, including vehicle and $10,533 $19,577 $15,850 mobile phone

7 Figures provided in Annual Report 2004-05 do not include final accounts for late June, which may require some minor changes 8 KPMG were advised that the cost to Macedon Ranges Shire was approximately $5,000 in 2004-05

Funding Year 1 – Year 2 - Year 3 - Actual Actual7 Forecast

One-off costs $4,910 $0 $0

Project costs (pilot initiatives) $3,387 $0 $15,893

Surplus/(Deficit) $30,745 $4,851 ($0)

The coordinator is a part-time position (four days per week) divided between the two Shires. Macedon Ranges receives the funding for the position across the two councils, and there is an unsigned memorandum of understanding with Mount Alexander Shire Council. The coordinator was appointed in October 2003.

The projected surplus from the first two years will be carried forward to allow a full, three-year project or on project needs identified further on into the life of the pilot project.

B.2.4 Getting Around TCP governance arrangements Macedon Ranges Shire Council auspices the Getting Around pilot project and is responsible for human resource and financial management. For direction on Shire specific activities, the coordinator reports to a manager within both Councils.

The steering committee provides advice, feedback and networks to assist the Getting Around project and comprise representatives from: • Mount Alexander Shire Council; • Macedon Ranges Shire Council; • DoI; • Department of Human Services (DHS); • Victorian Taxi Association; • Bus Association of Victoria; and • Getting Around coordinator.

A transport advisory group was established in each Shire to provide advice on specific transport problems, direction on how to consult to identify problems, and direction on the highest priority problems to resolve9. The two transport advisory groups comprise representatives from: • transport providers; • community services; • local business associations; and

9 Getting Around Steering Committee minutes, 28 November 2003

• schools in each Shire.

These groups have met as needed, rather than on a regular basis.

B.2.5 Engaging with stakeholders The coordinator has involved a range of stakeholders from state government departments, local government, transport providers, local community and health organisations, schools and residents in the Getting Around pilot project. Establishing relationships with stakeholders has been a time-consuming process, particularly as the Getting Around project covers two Shires that require the coordinator to develop two sets of relationships within council and in the community.

The project has successfully engaged staff from within the two councils and regional representatives from DoI and DHS. Engaging stakeholders from local organisations and community groups has been slower, with the coordinator reporting that she has received a better response from stakeholders by meeting with them individually, rather than trying to get people together in groups. The coordinator commented that convening the two transport advisory groups has not necessarily been an effective way of achieving things, with poor attendance at some meetings.

The project has also engaged a number of local taxi and bus operators to be involved in the transport advisory groups and in service development, such as the Chewton-Castlemaine Dial- A-Ride service.

B.3 Outcomes of the Getting Around TCP project The service-mapping phase of the project has resulted in the development and distribution of approximately 3,000 transport information brochures in each Shire and has helped to increase community awareness of the existing transport options. The project also conducted two surveys, incorporating a user needs survey, with confirmation of the results via a priorities survey, across the project catchment area.

The service mapping exercise, along with the two surveys and consultations, have informed the development of the two submissions on the draft 2006 V/Line Regional Fast Rail timetable on behalf of each Shire. The final 2006 V/Line Regional Fast Rail timetable will be released later in 2005, which will influence the direction of future service development activities for the Getting Around pilot project. The ‘Getting Around review of connecting services within the project area will now only has helped the Shire apply to Bendigo, again potentially shifting the priorities of the pilot- to advocate to project. V/Line regarding transport services The coordinator has also established relationships with key contacts and timetabling…’ within DoI and the two Shire councils. This has resulted in the coordinator being involved in Macedon Ranges Shire planning Shire representative processes, including transport issues into the development of

guidelines for Developers in Macedon Ranges and strategies for the Council’s Community Services section.

The development and introduction of the Dial-A-Ride pilot service between Chewton and Castlemaine is the first service introduced for the Getting Around pilot project. The pilot is scheduled to run until September 2005 and, if successful, may be repeated between Lancefield/Romsey and Woodend.

The Getting Around project has adopted advocacy and macro-level transport planning as its key approaches for the development of an appropriate and sustainable transport system in the two Shires. This approach is based on a recognition that the re-developed train link between Melbourne and Bendigo will have a fundamental impact upon how, where and when transport services should be delivered. As such, the Getting Around project is atypical in comparison to the other Transport Connections projects.

The adoption of an advocacy and planning approach means that the benefits of the Getting Around project are likely to arise in the longer, rather than the shorter, term and that more operational-based initiatives need to wait for the establishment of the new Regional Fast Rail services and links. The advocacy role has enabled:

• local and regional transport issues to be highlighted;

• these issues to be raised at a statewide level; and

• provided a platform on which solutions and alternatives can be found in response to issues of transport disadvantage from either a regional, statewide or systemic perspective.

B.4 Background information on the project area

B.4.1 Project catchment area The Getting Around pilot project covers the Shires of Macedon Ranges and Mount Alexander (see Diagram 1).

Diagram 1: Getting Around catchment area

Macedon Ranges Shire covers 1747.4 square kilometres and includes the towns of Kyneton, Woodend, Macedon, Mt Macedon, Gisborne, New Gisborne, Riddells Creek, Romsey, Lancefield, Malmsbury and Tylden. The Shire comprises 13,454 households, with a total population of 35,552 in 200110. Macedon Ranges does not have one clear hub, though there are recent indications that a new shopping centre and pool in Gisborne are beginning to make it a destination within the Shire.

Mount Alexander Shire covers 1528.7 square kilometres and includes the towns of Castlemaine, Newstead, Chewton, Maldon, Elphinstone, Taradale and Harcourt. The Shire comprises 7,392 households, with a total population of 16,141 in 200111. Castlemaine is the central hub within the Mount Alexander Shire.

The Calder Highway runs through the middle of the two Shires and is the main transport route into Melbourne and Bendigo, along with the Melbourne–Bendigo V/Line train.

Melbourne (including Tullamarine, the CBD, Sunbury and suburbs between) and Bendigo are the principal destinations for residents to access employment, education, health and social services.

There are marked differences in the geography and demographics between the two Shires. Table 3 provides a detailed summary of the demographic profile of the Macedon Ranges and

10 Australian Bureau of Statistics 2001 Census 11 Australian Bureau of Statistics 2001 Census

Mount Alexander communities. This profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

The following points about the demographic profile of Macedon Ranges are noted: • Macedon Ranges has a high proportion of children under 15 years, relative to the State average; • the Shire has a very low level of socio-economic disadvantage; • annual household income and home ownership (both fully or part-owned) levels in the Shire are high compared to the State average; and • there are high levels of motor vehicle ownership, particularly in the two or three motor vehicle categories, partly reflecting the lack of inter-town transport options. • In comparison, the following points about the demographic profile of Mount Alexander are noted: • there is a low proportion of people in the 15-24 and 25-34 age ranges relative to the State average, and there is a significant ageing population, like many rural populations in Victoria; • Mount Alexander is in the mid range of the socio-economic disadvantage index; and • the Shire has a high proportion of residents living in fully owned homes, relative to the State average.

Table 3: Macedon Ranges and Mount Alexander demographics Macedon Mount Victoria Ranges Alexander

Age 0-14 25% 21% 20% 15-24 12% 10% 14% 25-34 11% 10% 15% 35-44 17% 15% 15% 45-54 16% 16% 14% 55-64 9% 11% 9% 65+ 9% 17% 13% Annual household income $1-$10,350 4% 8% 6% $10,350 - $15,600 7% 13% 11% $15,600 - $26,000 15% 26% 23% $26,000 - $36,400 13% 15% 17% $36,400 - $52,000 17% 15% 12% $52,000 - $78,000 21% 13% 13% $78,000 - $104,000 14% 5% 9% $104,000 or more 10% 3% 9% Socio-economic disadvantage index ABS Index of Relative Socio Economic Advantage / 9 5 Disadvantage (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Department of Health and Aged Care ARIA index 1 1 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 5% 8% 10% One motor vehicle 27% 39% 37% Two motor vehicles 45% 36% 38% Three motor vehicles 24% 17% 15% Country of Birth English speaking countries 95% 97% 81% Non-English speaking countries 5% 3% 19%

Principal Occupation (>10% of residents) White collar employment 70% 64% 72% Blue collar employment 30% 36% 28%

Principal Industries (percentage of employed) Manufacturing 14% 20% Retail trade 13% 15% Health and community services 9% 13% Education 9% 8% Property and business services 9% 6%

B.4.2 Local transport services In addition to the Calder Highway, the Melbourne–Bendigo V/Line train is a major transport corridor extending along the length of the Macedon Ranges and Mount Alexander Shires, linking seven of the towns in Macedon Ranges and Castlemaine in Mouth Alexander. Several morning services arrive in Melbourne before 9.00am; however, there have been no morning

services arriving in Bendigo before 10.30am, making it difficult for people travelling to Bendigo for study or employment.

V/Line coaches and several private bus companies operate services in the two Shires; however, services can be infrequent, running only once daily or weekly. There is also a lack of connecting bus services between towns and their respective V/Line train station, e.g. Gisborne- Gisborne station and Kyneton-Kyneton station, and a lack of bus services scheduled to meet train services, e.g. Bendigo buses that meet with trains at Bendigo.

The two Shire Councils and several community agencies, including Macedon Ranges Health Service and Cobaw Community Health Service, provide community transport for frail, older people or people with disabilities and their carers.

Castlemaine Taxis service operates in Mount Alexander Shire, with several companies operating across the Macedon Shire, including the Kyneton, Woodend, Sunranges, Romsey, Wallan and Kilmore District Taxi Services.

C Golden Connections The Golden Connections Transport Connections Project set out to12: • improve access to transport opportunities, specifically targeting the transport disadvantaged such as frail older people, people with disabilities and young people living in Golden Plains Shire; • increase community transport opportunities for people living in isolated townships in Golden Plains Shire; and • develop partnerships with local Golden Plains communities to ensure the effective delivery of the Golden Connections Service.

Golden Plains Shire auspices the Golden Connections Project, with the Coordinator located in the Shire offices in Bannockburn.

C.1 Context in which the project operates Significant community consultation and planning with individual towns was conducted as part of the Shire’s Community Development program, which commenced in 2000. The community plans developed through this program identified and prioritised the needs and goals of each town in the Shire, with the majority of towns identifying a lack of community transport as a critical issue. Each town selected a community Coordinator to lead the implementation of their community plan.

In addition, several planning documents identified the need to review transport options in Golden Plains Shire including the Recreation Strategy (2000), Corporate and Business Plan 2002 -2006, Youth Development Plan 2002-2004 and the Environment Implementation Plan.

The Shire published a Community Transport Discussion Paper in February 2003, outlining two proposed services to improve community transport outcomes for frail older people, people with disabilities, young people and people living in remote townships. The proposed transport model outlined in the Community Transport Discussion Paper has provided the base for the Golden Connections pilot project, including:

• program-based services - provide transport for frail older people and people with disabilities to the Shire’s Planned Activity and Senior Citizens Groups, and for young people to participate in the Shire’s Youth Services Program; and

• linking services – provide transport for people living in remote townships, including:

- Dial-A-Ride transport service;

- regular transport routes to larger towns and regional cities; and

- general hire of vehicles to support community groups across the Shire.

12 Golden Connections Annual Report 2003-04

C.2 The Golden Connections TCP approach

C.2.1 Project activities Activities undertaken by the Golden Connections project are summarised in Table 1.

Table 1: Golden Connections activities13 Community level Organisational level Strategic level • Establishment of links with the • Establishment of a community • Participation in G21 public major bus companies and taxi transport reference group transport forum (as part of the services operating in Golden • Development of a G21 Geelong Regional Strategic Plains Shire comprehensive policy and Plan) • Development and distribution of procedure manual for the approximately 2,000 brochures operation of the pilot project ‘Places to go and no way to get • Recruitment and training of 25 there?’ which listed all transport volunteer drivers, including nine services available in Golden community Coordinators Plains • Establishment of transport • Development and distribution of services, including door-to-door brochures promoting the four community car service, Dial-A- elements of the Golden Ride booked bus service, Connections project. These community buses and buses brochures are currently being available for group hire updated to appeal to a broader section of the community • Preparation of regular articles for the quarterly Golden Plains Gazette, arrangement of advertisements and editorials in the weekly local newspaper, the Golden Plains Miner • Speaking at senior citizens groups, planned activities groups and community Coordinators’ meetings about the project and what it offers the community

The Golden Connections pilot project is based on Golden Plains’ Community Transport Discussion Paper, and includes four elements: • door-to-door community car service operating across the Shire, providing transport throughout the Shire and to Geelong, Ballarat and Melbourne for medical and social purposes; • community buses providing services to identified community and social events, including planned activity groups and excursions. Several workers at the Shire, including the Aged and Disability services officer, Youth Officer and the Health Promotions officer, have used the community bus to transport clients to organised activities such as FReeZa drug and

13 Please refer to the introduction of this document for an explanation of the category levels for the activities.

alcohol-free youth events, summer daytrips to Lorne, and planned excursions and activity groups for senior citizens; • community buses available for group hire, with hire rates based on the distance travelled from the pick-up depot including petrol costs. Volunteer drivers are available upon request or a self-drive system is utilised. Brokerage funding is available for qualifying recreational and social groups to hire vehicles from Budget and Gold Bus at municipal rates. This is utilised when demand has exceeded the availability and capacity of the Shire vehicles. These rates are subsidised by Golden Plains Shire, with minimal costs being passed on to the user groups. Ten of the volunteer drivers have suitable licenses for these vehicles if required; • the Dial-A-Ride booked bus service from Rokewood to Ballarat commenced in early 2004, operating on Tuesday and Thursday. The service operated for a short time to a bus schedule, collecting people from their door; however, the service has ceased to operate due to lack of demand; and • service usage data for the Golden Connections’ transport services is shown in Figures 1 and 2, combining the number of client trips across the four elements of the project.

Figure 1: Service usage data for 2003-0414

Client Trips in 2003-04 250

200

150

100

50 Number of client trips 0 Jul- Aug- Sep- Oct- Nov - Dec- Jan- Feb- Mar - Apr- May - Jun- 03 03 03 03 03 03 04 04 04 04 04 04 Month

14 Data provided by Golden Connections Coordinator. Note: client trips counted as individual trips rather than a return service.

Figure 2: Service usage data for 2004-055

Client Trips in 2004-05 500 450 400 350 300 250 200 150 100 50

Number of client trips 0 Jul- Aug- Sep- Oct- Nov Dec Jan- Feb- Mar - Apr- May - Jun- 04 04 04 04 04 04 05 05 05 05 05 05 Month

Twenty-five volunteers have donated their time to operate the Golden Connections transport services. See Figure 3.

Figure 3: Volunteer hours donated in 2003-04 and 2004-0515

Volunteer hours donated in 2004-05 450 400 350 300 250 200 150 100 50 0 Number of volunteer hours of volunteer Number Jul-04 Jun-04 Oct-04 Jan-05 Jun-05 Feb-04 Mar-04 Apr-04 Nov 04 Dec 04 Feb-05 Mar-05 Apr-05 Sep-04 May-04 Aug-04 May-05 Month

The Shire owns several vehicles which have been used throughout the project, including: • coordinator’s station wagon (purchased with $28,453 in TCP funding); • seven-seat van;

15 Volunteer hours donated data provided by Golden Connections Coordinator.

• twelve-seat bus; and • eighteen seat bus with wheel chair access hoist and safety devices.

The Shire is currently reviewing its fleet of vehicles and proposes to replace the 18-seat bus and seven-seat vehicle, with three 12-seat transit vehicles expected to come on-line at the end of September 2005. As well as providing greater flexibility (the new buses are accessible), the purchase of the vehicles means Golden Connections will have access to vehicles at the northern, central and southern parts of the shire. This will facilitate a more efficient response to meeting peoples’ transport needs.

C.2.2 Future initiatives to be undertaken by the Golden Connections TCP In the coming months, the project will seek to consolidate its current initiatives and: • advocate to Government and tap into public transport planning networks in order to provide a better public transport system for Golden Plains Shire; • maintain links with the Aged and Disability services officer, Youth Officer and the Health Promotions officer within the Shire; • commence a marketing campaign in order to ensure utilisation by local people of the available options and feel comfortable using the transport services; • investigate and trial Community Connected Bus Stops in a number of small towns in the Shire to support the development of community hubs, beginning with a pilot in Dereel; and • undertake further investigation of a school bus transfer station for Geelong.

C.2.3 Pilot project resourcing The Golden Connections pilot project will receive $194,840 in funding from the TCP program for the life of the initiative. Details are provided in Table 2 (below). The Coordinator is a part- time position (20 hours per week) and reports to the Human Service Manager, Golden Plains Shire.

Table 2: Breakdown of the funding received for the Golden Connections pilot project

Fund Year 1 – Actual Year 2 - Actual Year 3 - Forecast Revenue TCP recurrent grant $47,603 $55,002 $65,640 TCP start-up grant $36,450 - - Golden Plains Shire $16,820 $8,960 $37,710 contribution Golden Connections customer $9,391 $8,087 $14,000 contributions Expenditure Salaries and wages, including $25,164 $28,415 $30,400 employment on-costs

Fund Year 1 – Actual Year 2 - Actual Year 3 - Forecast Corporate overheads, including $0 $11,530 $27,440 management, IT and accommodation Other expenses, including $19,533 $26,633 $32,370 depreciation community transport One-off costs16 $66,567 $0 $0 Transport hire / Brokerage $0 $5,471 $8000 grants dispersed Surplus/(Deficit) $0 $0 $0

C.2.4 Golden Connections TCP governance arrangements Golden Plains Shire auspice the Golden Connections project, with the Coordinator reporting to the Human Service Manager, Golden Plains Shire. Overseeing the pilot project is the Steering Committee comprised of Golden Plains Shire Officers, including: • Director, Community Services; • Manager, Human Services; • Economic Development Officer; • Team Leader, Community Development; • Aged and Disability Services Coordinator; • Community Recreation Officer; and • Golden Connections Coordinator.

The community transport reference group provides direction and advice and comprises the following representatives: • Councillor, Golden Plains Shire; • Manager, Human Services, Golden Plains Shire; • Team Leader, Community Development, Golden Plains Shire; • Economic Development Officer, Golden Plains Shire; • Golden Connections Coordinator, Golden Plains Shire; • Chief Executive Officer, Hesse Rural Health; • Department of Infrastructure bus Coordinator; • Proprietor, Gold Bus Ballarat;

16 TCP start-up grant ($36,450) used to purchase Coordinator’s station wagon, mobile telephone, computer and office equipment.

• Proprietor, Coaches R Us; • Proprietor, Bannockburn Taxi Company; • Chairman, Ballarat Taxi Cooperative; • School Bus Coordinator, Geelong; • School Bus Coordinator, Ballarat; • Community Representative, South; • Community Representative, Central; and • Community Representative, North.

The community transport reference group meets quarterly and has met on five occasions throughout the project.

C.2.5 Engagement with stakeholders The management and officers of Golden Plains Shire have given significant support to the Golden Connections pilot project. In particular, the Aged and Disability services officer, Youth Officer and the Health Promotions officer have enabled contact with the defined target group and have used the community bus to transport their clients to organised activities.

The Coordinator has spoken to a diverse range of community representatives at senior citizens groups, planned activities groups and community Coordinators meetings. Nine community Coordinators, with well-established links within their communities as a result of the Shire’s Community Development program, have since become volunteer drivers for the pilot project. The involvement of the community Coordinators has enabled contact with the wider community to feedback views from the community, and to promote the services provided by the Golden Connections project.

The Coordinator has engaged school bus Coordinators working in Geelong and Ballarat and community representatives to be involved in reference group meetings. The majority of private transport providers operating in Golden Plains Shire have been approached and engaged in the pilot project, with several transport providers supporting and attending the community transport reference group meetings. However, some private transport providers operating in Golden Plains have questioned the purchase of additional vehicles for community transport by the Shire, when existing vehicles available throughout the Shire are not fully utilised.

C.3 Outcomes of the Golden Connections TCP project The ability of the Golden Connections pilot project to establish their transport services as quickly as they have can be attributed to preliminary work completed by Golden Plains Shire prior to the commencement of the pilot. This preliminary work, which provided a base from which the Golden Connections pilot project could build, included:

• significant community consultation and planning; • a demonstrated and articulated commitment by the Shire to ‘the planned activities enhance transport options across Golden Plains Shire. This arranged by the Shire commitment is outlined in several strategic planning would be limited documents and the Shires’ transport plan; and without the transport services provided by • established linkages and partnerships within the community Golden Connections….’ that the Golden Connections project was able to leverage to ensure stakeholder commitment for the project. Council officer

In addition, the project has engaged key workers within the Shire who are responsible for working with the defined target group, such as the aged and disability worker, the youth co-ordinator and the health promotion worker. These people have championed the project within the communities they represent and throughout the project area. The Golden Connections pilot project has been most successful where there is a defined reason to use the available vehicles, such as transport to medical appointments within the Shire and in Geelong and Melbourne, and transport to an organised activity or specific event, such as Planned Activity Groups and youth events.

The project has successfully recruited 25 volunteer drivers, including nine community Coordinators. The volunteer drivers also market and champion the program within their local community. Many of the volunteers belong to other community service groups, including the CFA, Community Halls, Neighbourhood Watch, local sports teams, and Emergency Response Teams (CERT).

Brochures to promote the services were developed, and are currently being updated, to appeal to a broader section of the community. However, the Coordinator has found that the most effective form of promotion has been through informal word-of-mouth support by clients and volunteer drivers.

Another project within the Shire has been built around the Golden Connections TCP. The Community Connected Bus Stops program will provide health and wellbeing activities based around a community’s central school bus stop. Commencing in September 2005, a breakfast is to be conducted once a month for schoolchildren in the Dereel area. Parents, bus drivers and children will be attending, and students of the community will cook the breakfast (and a lunch box) for them. The breakfast club aims to increase social interaction and inclusiveness and assist with building community capacity, enabling school students leaving the Shire for educational needs to re-connect with their peers and social groups from previous years. This program is already underway, on a smaller scale, in the Rokewood area where it is conducted by the Hesse Rural Health Service.

The Golden Connections TCP has worked well towards meeting its objectives to improving access to, and increasing transport opportunities for, the defined target groups utilising the current community/shire services. However, some commercial transport operators noted that whilst they are willing to work with pilot project to establish some extra services (i.e. a Friday night service between Geelong and Ballarat making stops through the shire) the pilot project has not advanced these options. Other flexible solutions, for instance the use of taxi’s as a cheap

alternative to maintaining and running vehicles, to assist in the transport of residents have not been considered.

Partnerships with local Golden Plains communities have occurred through the involvement of nine community Coordinators as volunteer drivers, and community representatives participating on the community transport reference group.

C.4 Background information on the project area

C.4.1 Project catchment area The Golden Connections project covers the Golden Plains Shire, which includes the small towns of Bannockburn, Inverleigh, Teesdale, Shelford, Meredith, Rokewood, Corindhap, Dereel, Enfield, Cape Clear, Linton, Scarsdale, Smythesdale and Haddon.

Diagram 1: Golden Connections catchment area

Golden Plains Shire is located between the regional cities of Geelong and Ballarat, and covers 2703.5 square kilometres. Several highways pass through the Shire, including the Hamilton, Midland and Glenelg Highways. The Shire comprises 4,754 households, with a total population of 14,279 in 200117, dispersed across a few towns and numerous small townships.

Table 3 provides a detailed summary of the demographic profile of the Golden Plains community. This profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

17 Australian Bureau of Statistics 2001 Census

The following points about the demographic profile of Golden Plains are noted: • the proportion of young people under 15 years was higher than the profile for Victoria, which is significant for a rural area; • annual income and home ownership levels in Golden Plains are high compared to State averages; • the Shire is highly accessible from Ballarat and Geelong; and • motor vehicle ownership in the Shire is high, with the majority of households owning two motor vehicles and only 2% not owning a vehicle, an outcome of a lack of transport options.

Table 3: Golden Plains Shire demographics Golden Plains Victoria Shire Age 0-14 25% 20% 15-24 12% 14% 25-34 12% 15% 35-44 17% 15% 45-54 16% 14% 55-64 10% 9% 65+ 8% 13% Annual household income $1-$10,350 4% 6% $10,350 - $15,600 7% 11% $15,600 - $26,000 19% 23% $26,000 - $36,400 16% 17% $36,400 - $52,000 19% 12% $52,000 - $78,000 21% 13% $78,000 - $104,000 10% 9% $104,000 or more 6% 9% Socio-economic disadvantage index ABS Index of Relative Socio Economic Advantage / Disadvantage 6 (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Department of Health and Aged Care ARIA index 1 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 2% 10% One motor vehicle 23% 37% Two motor vehicles 45% 38% Three motor vehicles 29% 15% Country of Birth English speaking countries 96% 81% Non-English speaking countries 4% 19%

Principal Occupation (>10% of residents) White collar employment 62% 72% Blue collar employment 38% 28%

Principal Industries (percentage of employed) Manufacturing 18% Retail trade 14% Agriculture, forestry and fishing 12% Health and community services 11%

C.4.2 Local transport services Public transport services in Golden Plains Shire travel along the main highways at the eastern and northern edges of the Shire and include18: • Bendigo – Geelong V/Line coach service, operating along the Midland Highway via Meredith, Lethbridge, Bannockburn and Gheringhap (one round trip Monday-Friday); • Ballarat – Geelong V/Line coach service, operating along the Midland Highway via Meredith, Lethbridge, Bannockburn and Gheringhap (three services Monday-Saturday, two services Sunday); and • Ballarat – Warrnambool V/Line coach service, operating along the Glenelg Highway via Haddon, Smythesdale, Scarsdale and Linton (one service Monday-Friday).

V/Line coach services to Geelong link into V/Line rail services to Melbourne. However, V/Line coach services to both Geelong and Ballarat primarily run at non-commuter times, even though the majority of employed people in the Shire travel to Geelong or Ballarat for their employment. There are no passenger rail services operating within the Shire, with the Geelong – Ballarat rail line used for freight services only.

McHarry's of Geelong, a private bus company, operate an Inverleigh - Geelong service via the Hamilton Highway and Fyansford, departing Inverleigh Hall at 9:30am and returning at 2:15pm. This service operates on Fridays only.

Extensive school bus services operate within Golden Plains Shire. As there are no secondary schools within the Shire, the majority of students travel by bus to Geelong or Ballarat for school. Twenty-five different secondary school bus runs operate within the Shire to schools in the Geelong and Ballarat regions; in addition, there are bus services to transport primary school students to schools within the Shire.

Prior to the commencement of the Transport Connections Program, Golden Plains Shire owned two community buses available for hire by community groups and residents, located in Bannockburn and Linton.

18 www.victrip.com.au

D Case Study – Hume Transport Links The Hume Transport Links (HTL) project is aiming to ‘create a community transport model within the City of Hume that is well coordinated and creates links with, and between, existing and future community, private and public transport for the benefit of residents who are transport disadvantaged’19.

The HTL pilot project is auspiced by LINK Community Transport Incorporated (a not-for-profit community transport provider in the Department of Human Services (DHS) North and West region of metropolitan Melbourne) in partnership with the Brotherhood of St Laurence, Craigieburn. The project coordinator is placed in the offices of LINK Community Transport, Broadmeadows (four days per week20) and Brotherhood of St Laurence, Craigieburn (one day per week).

D.1 Context in which the project operates Prior to the commencement of the project, there was little communication between local community service organisations regarding transport disadvantage. Since the advent of the project, the focus of transport planning has started to shift from a strict focus on road based infrastructure and public transport.

D.2 The Hume Links TCP approach

D.2.1 Project activities The objects of the HTL project include: • increasing coordination and integration of transport resources and services within Hume City; • maximising the use of publicly-funded vehicles; • facilitating increased access to transport services for transport disadvantaged residents of Hume City; • mapping, documenting and raising awareness regarding existing transport services and service gaps; • working together with public and private transport providers to review and improve transport provision for residents of Craigieburn and Roxburgh Park; • operating within a community development approach with the communities of Craigieburn and Roxburgh Park to ensure that residents are empowered and involved within the project; • recruiting, training and coordinating a team of volunteer drivers and transport assistants for the community transport services within the region;

19 Hume Transport Links Grant Application, February 2003 20 From August 2005, the coordinator will be two days per week at the Broadmeadows offices.

• extending the scope and usage of the Vehicle Seeker website to incorporate listings and bookings for community transport resources within Hume City; • establishing a Municipal Community Transport Planning Group to advise and assist with the implementation of improved transport services for Hume City; and • maintaining ongoing liaison with other community transport providers locally and interstate, including other Transport Connections projects within Victoria.

The activities that have been undertaken to date by the HTL project are summarised in Table 1 (below).

Table 1: Hume Transport Links initiatives21 Community level Organisational level Strategic level • Meetings with a range of local • Establishment of TCP Steering • Provided input to the stakeholders, including public Committee Department of Infrastructure transport providers, local • Development of several (DoI) contractor responsible for community transport operators, proposals to improve local the design of the Craigieburn schools/ TAFE, Hume City transport options, including the train station using insights Council, community groups and Supplemental Transport gained from the transport survey residents System, the Community • Produced a draft response to the • Identification of existing Transport Mutual Obligation Bus Association of Victoria’s transport options and resources Scheme and the ConnectaBus report on ‘Improving Public • Conducting surveys and focus • Recruitment and training of four Transport to meet community groups with local residents and volunteer drivers for the needs: a Warrnambool case students from Craigieburn ConnectaBus pilot study’ and a draft discussion paper on the future of Secondary School, to gain • Meetings with organisations community transport, and information about gaps in using volunteer or paid bus presented to the TCP existing services and local needs drivers (excluding private bus coordinators forum • Good news stories about the companies) in an effort to project appeared in several local coordinate the use of volunteers • Produced a Discussion Paper papers, including the Hume- and integrate training and which recommended Moreland Leader, Bridgewater recruitment processes alternatives for use of Developer Funds for Hume City News and Hume-Moreland PCP • Discussions were held which Council, Lensworth and Delfin. newsletter sought to establish a community The Discussion Paper placed the vehicle pooling system to issue of unused developer funds maximise the use of individual on the agenda for Hume City vehicles with local agencies Council, and the expenditure of these funds is now in the planning phases with the council and the two developers

The Supplemental Transport System (STS) proposal sought to provide a link between Craigieburn and Roxburgh Park and to train stations, shopping centres and hospitals in Epping and Broadmeadows. The proposal put forward to Hume City Council included the purchase of a vehicle and establishing an STS coordinator position (two days per week) to coordinate paid and volunteer drivers and telephone bookings.

21 Please refer to the introduction of this document for an explanation of the category levels for the activities.

The STS proposal recommended that operating costs be sourced from developer contributions for community transport. The Council rejected this on the grounds that any developer funds were for investment in capital infrastructure and for use only in Craigieburn. Hume City Council has noted that, if access to the funds was forthcoming, they may be used for a broader base than community transport, with options including public transport, kindergartens, roads and infrastructure.

The Community Transport Mutual Obligation Scheme (CoTMOS) proposed to train unemployed people to become community transport drivers for participating community transport providers and the proposed STS. After discussions with local community organisations and the Commonwealth Department of Employment and Workplace Relations (DEWR), the proposal was abandoned due to an inability to meet DEWR supervision requirements for work-for-the-dole participants.

Following on from the STS and CoTMOS proposals, the HTL pilot project has developed the ConnectaBus pilot service. The ConnectaBus service will provide a service similar to the proposed STS, using existing community and government vehicles. The membership-based service will be open to all residents in Craigieburn and Roxburgh Park, but is aimed primarily at young people, elderly, people from culturally and linguistically diverse backgrounds, people who are economically disadvantaged, people with a disability and those without their own transport. Service users will be asked for a donation to recover marginal costs (up to a maximum of $3).

The pilot service is set to commence in September 2005, with vehicles provided by Kangan Batman TAFE, Anglicare Broadmeadows, Link Community Transport, Hume City Council and Craigieburn Sporting Club. With the recruitment and training of volunteer drivers now completed, the current focus is on the launch and marketing of the new service with a $3,000 grant obtained from the DHS Home and Community Care (HACC) program.

D.2.2 Future initiatives to be undertaken by the Hume Links TCP In the coming 12 months, the following initiatives will be undertaken: • establishment of the ConnectaBus pilot service. HTL intends to pilot the service over a six- month period to allow adequate establishment time, and if successful, expand the service by involving additional local organisations; • re-establishment of dialogue with transport operators to improve public transport services and establish linkages with the ConnectaBus service; • undertake joint recruitment and training of volunteer drivers across all local community transport organisations; • hold a transport forum with local stakeholders; • develop the Hume City vehicle seeker website. To date, Infoxchange have provided a quote;

• finalise the response to the Bus Association of Victoria’s report on ‘Improving Public Transport to meet community needs: a Warrnambool case study’ and discussion paper on the future of community transport; and • investigate vehicle-sharing arrangements.

D.2.3 Pilot project resourcing The HTL pilot project received $278,160 in funding for the life of the initiative. See Table 2 (below).

Table 2: Breakdown of the funding received for the HTL pilot project

Fund Year 1 – Actual Year 2 - Actual Year 3 - Forecast Revenue

TCP recurrent grant $80,000 $85,080 $85,080 TCP start-up grant $28,000 - - Other contributions22 $100 $3,700 $19,350 Expenditure Salaries and wages, $31,760 $48,598 $31,320 employment on-costs Corporate overheads, including $6,000 $8,500 $5,000 accommodation Other expenses, including $7,527 $8,204 $20,510 vehicle and mobile phone One-off costs23 $28,000 $0 $0 Brokerage grants dispersed $0 $0 $2,700 Surplus/(Deficit) $34,813 $23,478 $44,900

The HTL coordinator was appointed to the full-time position in October 2003, reporting to the Executive Director, LINK Community Transport. From August 2005, the role of the coordinator will be reduced to 0.6 EFT, with surplus funds from the first three years, allowing the pilot to continue through to June 2007.

D.2.4 Hume Links TCP governance arrangements The HTL coordinator reports to the Executive Director, LINK Community Transport, and provides monthly reports to both LINK and the Brotherhood of St Laurence Craigieburn.

22 Other contributions includes contributions from DHS North-Western HACC Program, interest received, in-kind contributions from local companies and contributions to be secured once the ConnectaBus service is operational (from local government, LINK Community Transport, passenger donations, income from brokerage activities). 23 TCP start-up grant of $28,000 used to purchase the coordinator’s vehicle, mobile telephone and office furniture.

The Municipal Community Transport Group forms the project’s Steering Committee and includes representatives from: • LINK Community Transport; • Brotherhood of St Laurence Craigieburn; • Hume City Council; • Hume Whittlesea Local Learning and Employment Network; • DHS; and • local residents.

D.2.5 Engaging with stakeholders The coordinator has had difficulty in engaging stakeholders in the HTL pilot project and maintaining numbers at Steering Committee meetings over the life of the project.

Hume City Council’s HACC community transport coordinator and a representative from the strategic development unit have been the primary participants from Hume City Council.

The project has established good relations with local organisations, including Isik College, St Mary’s Coptic College, Kangan Batman TAFE, Anglicare, Craigieburn Sporting Club and Broadmeadows Disability Services. Several have offered the use of their vehicles for the forthcoming ConnectaBus service, whereas others were willing to be involved but unable to provide their vehicles at convenient times.

D.3 Outcomes of the Hume Links TCP project Significant time has been spent on establishing relationships with local community transport operators, schools/ TAFE, Hume City Council, community groups and residents. The members of the Steering Committee, particularly representatives from the Brotherhood of St Laurence, have assisted the coordinator in establishing contacts within the local community. This relationship building has been critical to the success of the project and has resulted in several local organisations allowing HTL to use their vehicles for the forthcoming ConnectaBus service.

A further positive outcome for the project has been the successful recruitment and training of four volunteer drivers for the ConnectaBus service. The project has also obtained sponsorship from local businesses, including McDonalds, Reading Cinemas, Hoyts Cinemas and two local shopping centres. Sponsors will provide vouchers as prizes for people using the ConnectaBus service. This initiative represents a unique approach within Transport Connections, given the project has sought to implement a large-scale project, which is likely to be sustainable, if the participation of local businesses continues.

The HTL pilot project has also highlighted the existence of provisions within the local structure plan for contributions from Lensworth and Delfin for community transport in Craigieburn. Although the council has advised that any further discussions regarding the funds will not

involve HTL, the project has made this issue public and resulted in Hume City Council initiating negotiations with Lensworth and Delfin.

In addition, Hume City Council is involved in a local transport project with the Salvation Army, introducing the new ‘Got Stuck Bus’ service to provide transport for teenagers in Craigieburn and Roxburgh Park on Friday, Saturday and Sunday evenings. HTL has discussed with the Salvation Army the possibility of merging the two services into one entity, as there are significant overlaps with the proposed ConnectaBus service. The Salvation Army has rejected this proposal, claiming they would lose autonomy for their services. However, the Salvation Army have agreed to cooperate as fas as possible with HTL and to co-launch the ConnectaBus and Got Stuck Bus services at an event which has been planned for October 2005, with the local MP officially launching the services for the community and the media.

The initial task of identifying existing transport options and accessing information about the level and pattern of community transport service usage proved difficult, with local agencies reluctant to provide information relating to their community transport vehicles. Northern Bus Lines and Broadmeadows Bus Service declined to be involved with the HTL pilot project, citing commercial constraints, with one noting that Hume Transport links has had no impact in the areas of coordination, planning and accessibility to local transport for residents in the catchment area. A proposal to provide a route service from Craigieburn to Broadmeadows via Craigieburn station and Roxburgh Park by the two bus operators has been developed independent of the HTL project. The proposal has received in-principle support from DoI and is waiting on funding approval from Department of Treasury and Finance (DTF).

D.4 Background information on the project area Project catchment area

The Hume Transport Links (HTL) project covers the suburbs of Craigieburn and Roxburgh Park, located within Hume City Council, see Diagram 1.

Diagram 1: Hume Transport Links catchment area

Hume City covers an area of 503 square kilometres, on the northern fringe of metropolitan Melbourne. The Hume Highway runs along the eastern border of Hume City and is the main transport route into Melbourne, in addition to the V/Line train line at Craigieburn.

The current population of the City of Hume is 154,473, based on the Council’s population estimates at 30 June 200524. The Shire estimates that Craigieburn currently comprises 6,341 households, with a total population of 20,925. In comparison, Roxburgh Park currently comprises 4,778 households, with a total population of 15,767. Both are rapidly growing areas, with significant growth expected to continue in future years.

24 The population estimates of Hume City Council are based on the number of households on the Council Rate database (excluding motels, nursing homes, and occupied vacant land and caravan parks) by suburb, multiplied by the average household size for each suburb and Hume City, derived from the ABS 2001 Census.

Table 3 provides a detailed summary of the demographic profile of the Craigieburn and Roxburgh Park communities. This profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

The following points about the demographic profile of Craigieburn and Roxburgh Park are noted: • Craigieburn and Roxburgh Park have a young population, with a high proportion of young people under 15 years and in the 25-34 age range; • the majority of residents are homeowners with mortgages; • income levels in the two areas are high, compared to the State average; • both areas are highly accessible; and • motor vehicle ownership in the area is high, with 50% of households owning two vehicles.

Table 3: Hume Transport Connections Project demographics

Craigieburn / Victoria Roxburgh Park Age 0-14 31% 20% 15-24 13% 14% 25-34 20% 15% 35-44 19% 15% 45-54 10% 14% 55-64 5% 9% 65+ 3% 13% Annual household income $1-$10,350 2% 6% $10,350 - $15,600 3% 11% $15,600 - $26,000 12% 23% $26,000 - $36,400 13% 17% $36,400 - $52,000 23% 12% $52,000 - $78,000 29% 13% $78,000 - $104,000 14% 9% $104,000 or more 5% 9% Socio-economic disadvantage index ABS Index of Relative Socio Economic Advantage / Disadvantage Hume City = 5 (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Department of Health and Aged Care ARIA index 1 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 3% 10% One motor vehicle 32% 37% Two motor vehicles 50% 38% Three motor vehicles 15% 15% Country of Birth English speaking countries 78% 81% Non-English speaking countries 22% 19% Principal Occupation (>10% of residents) White collar employment 56% 72% Blue collar employment 44% 28%

D.4.1 Local transport services A range of public and community transport services operate in Craigieburn and Roxburgh Park.

Craigieburn is serviced by the following public transport25: • Melbourne – Albury V/Line train, operating Monday-Sunday (limited weekend service); • Broadmeadows Bus Service route service to Broadmeadows via Craigieburn V/Line station, Upfield and Broadmeadows train stations, operating Monday-Saturday (50 minutes one- way); and • late-night weekend NightRider bus from Melbourne. • Roxburgh Park is serviced by two route services26: • Northern Bus Lines route service to Broadmeadows via Meadow Heights, operating Monday-Saturday (40 minutes one-way); and • Northern Bus Lines route service to Oak Park train station via Coolaroo, Broadmeadows train station and Glenroy, operating Monday-Saturday (40 minutes one-way).

The route services operating in Craigieburn and Roxburgh Park do not overlap, with approximately one kilometre between the Craigieburn-Broadmeadows and Roxburgh Park- Broadmeadows services. Route services do not operate after 9pm Monday-Friday, after 6pm on Saturday or on Sundays.

Several organisations provide community transport in Craigieburn and Roxburgh Park, primarily for HACC clients. Other organisations, such as local schools, TAFE and sports clubs, provide transport services for their own communities.

Residents have expressed difficulty in accessing other local areas adjacent to Hume City, particularly Broadmeadows and Epping, with route services to Broadmeadows taking 40-50 minutes for journeys that would take 15-20 minutes by car and no direct service to Epping. Residents also commented that taxi services are limited, with taxi companies reluctant to take fares to or from Craigieburn and Roxburgh Park.

Public transport options for the two suburbs will improve with the completion of the Craigieburn Rail Project, currently in the construction phase and due for completion in 2006. The project involves the extension of the electrified rail line to Craigieburn, an upgrade to the Craigieburn train station and a new station at Roxburgh Park, both with transport interchange facilities.

25 www.victrip.com.au 26 www.victrip.com.au

E Case study - Let’s GET Connected Gippsland East Transport Project case study The Let’s GET Connected Project has set out to:

Develop a clearer understanding of community transport needs in Wellington Shire Council and East Gippsland Shire engage with local communities within a capacity building framework, support and strengthen working relationships between working groups and local councils; trial projects using existing support resources; facilitate the development of a range of transport projects; develop an action research model (for evaluation and planning future project directions); and practice good project governance.27

The project developed in partnership between Wellington and East Gippsland Shire is auspiced by the Wellington Shire Council. Partnership Agreements between the two Shires and Steering Committee provides the basis for collaborative planning, management and delivery of the project. It aims to establish effective and cooperative working relationships between all parties to the Agreement, with the common goal of addressing the access and mobility needs of the communities of Wellington and East Gippsland Shire.

Employing two Project Officers (part-time) ensures that each Shire has a dedicated resource, and teamwork between the two Project Officers enhances both mutual support and the sharing of information, mapping tools, project development and implementation processes. Local ‘ownership’ of the project is significantly enhanced by having a Project Officer based within each unique LGA. Furthermore, this model fosters cooperation between the two Shires and the shared benefits and learnings.

E.1 Let’s GET Connected TCP approach

E.1.1 Project activities The Let’s GET Connected Project comprises a range of transport initiatives that operate across Gippsland East, with some initiatives across the whole Gippsland region. Activities undertaken by the Let’s GET Connected Project are summarised in Table 1 (below).

27 Annual Report 03/04 and Project Plan Update 04/05. Let’s GET Connected East Gippsland Transport Connections Project, June 2004.

Table 1: Let’s GET Connected activities28 Community level Organisational level Strategic level • Established working groups and • Sourced funding for the • In partnership with Gippsland reference groups to ensure that Gippsland HACC Transport East Local Learning and local and issue specific needs Pilot Strategy. Development of Employment Network are recognised in initiative a Gippsland Region wide (GELLEN) and regional development and delivery. This project (with Bass Coast TCP Department of Education and includes establishing working and Gippsland Region DHS) to Training achieved access to groups for each Shire based on coordinate health transport spare seating capacity on school specific communities or groups services and client use of buses for East Gippsland TAFE of communities (for example HACC funded agencies’ and other post school students. Golden Beach /Seaspray), vehicles for the transit of clients Also trialling general public V/Line, Disability Access across and beyond the Region access to school buses in remote Transport Working Group, • Sourced funding for Walking areas across East Gippsland youth working group, and Riding School Bus • Provided input to local transport Wellington Reference Group, programs for East Gippsland planning strategies (for example HACC Transport Pilot Strategy Primary schools municipal public health plans, Steering Committee, regional • Successfully applied for shire council strategic plans, and local School Bus Working enhancements to the Loch Sport and PCP health plans) Groups and Transport Provider bus route, incorporating an extra • Transport advocacy, including Networks bus, more bus stops, more submissions to the Victorian • Undertook extensive responsive timetable, and use of Competition and Efficiency consultations conducted with a low floor bus Commission inquiry into transport operators, service • Sourced funding from VicRoads Regulatory Barriers to Regional providers, community groups, and Councils for the Economic Development, the and communities to identify development of an older ESC taxi fare review, advocacy community needs drivers’ resource kit, on behalf disadvantaged people • Conducted transport audit of the encompassing information on: and the Multi Purpose Taxi project area (covering public, car safety, alternate transport Program subsidy, contributed to community and private options, transition from driver the work and provided case transport) to non-driver, medical studies for MAPT investigation • Developed local transport information, mobility maps, and into Flexible and Innovative directories: Gippslanders electric scooters – nearing final Transport Services Issues Paper, Travelling Together Booklet draft and publication input into the TCP Working Groups and the SEATS - South (with Gippsland International • Sourced funding and currently East Australian Transport Day of People with a Disability project managing the Buchan Strategy (IDPD) Steering Committee and Bus N Freight Demonstration Rural Access), and Transport model for Victoria • Established Let’s GET Options brochures Connected Steering Committee • Worked with Dargo community and the Memorandum of • Developed Lets GET Connected to establish ownership and Understanding between Steering Newsletter. operation of a community bus Committee members • Maintained community (in coordination with the Best consultations to continue Start Project). Provided strategic discussion of evolving transport advice to primary school to get attitudes and response to relevant accreditation for the changing services or needs for management of the bus services

E.1.2 Future initiatives to be undertaken by the Let’s GET Connected TCP The future initiatives of the Let’s GET Connected Project include continuing to implement the Gippsland HACC29 Transport Pilot Strategy, the development of the Buchan Bus “n” Freight and Loch Sport demonstration projects, increasing access for communities to the school bus networks, and the implementation of the Dargo Community Bus.

28 Please refer to the introductory paragraph of this document for an explanation of the category levels for the activities. 29 Home and Community Care

The Project Coordinators will also continue to: • advocate and develop proposals for enhanced services in Lakes Entrance, Omeo to Bright, Mallacoota to Genoa, Swifts Creek, inter town services, Bairnsdale Regional Hospital/Red Cross Volunteer Driver Program, Vline Red Cross support in Melbourne and participate in Rural Access’ Community Awareness Video Project for people with disabilities; • advocate for more flexible transport services for rural and remote Victoria; • provide input into local, regional and statewide planning; and • update transport information, produce localised older driver information booklet and township transport profiles.

The Let’s GET Connected Project is continuing to build an evidence base to support different approaches to transport planning and service delivery, which is currently outside the capacity of existing policy and regulatory frameworks.

E.1.3 Pilot project resourcing The Let’s GET Connected Project received $425,735 in funding for the life of the initiative. Details are provided in Table 2 (below). The surplus from 2003-04 and 2004-05 will be available for expenditure in the final year of the project. Under the original forecast, the bulk of these funds represent unspent brokerage funds.

Table 2: Breakdown of funding received by pilot-project30 Fund Year 1 – Actual Year 2 - Actual Year 3 - Forecast Revenue

TCP recurrent grant $125,000 $128,250 $131,585 TCP start-up grant $40,900 - - Other contributions $0 $0 $0 Expenditure Salaries and wages, $64,028 $77,851 $90,946 employment on-costs Corporate overheads, including $2,902 $3,720 $2,500 accommodation Other expenses, including $10,969 $24,099 $99,945 vehicle and mobile telephone One-off costs31 $48,775 - - Brokerage grants dispersed - - - Surplus/(Deficit) $39,226 $22,580 ($61,806)

E.1.4 Let’s GET Connected governance arrangements The Let’s GET Connected Project is coordinated by two Transport Project Coordinators based in each Shire and governed by a Steering Committee, comprising the following members:

30 These accounts represent a consolidated set of financials for Wellington and East Gippsland components of the project. 31 One-off costs included the purchase of a motor vehicle

• Regional representatives of regional Government Departments or programs: - Department of Human Services, Department of Infrastructure, Department of Education and Training, Department of Victorian Communities, Department of Veteran Affairs, Gippsland East Local Learning Network and East Gippsland Community Building Demonstration Project – Youth CAAB. • Local Government: - Wellington Shire Council, East Gippsland Shire Council; • Local transport stakeholders: - Ramahyuck District Aboriginal Corporation, East Gippsland TAFE, Kilmany Uniting Care (and Best Start), Gippsland & East Gippsland Aboriginal Cooperative; - Central Gippsland Health Service, Gippsland Lakes Community Health, Latrobe Community Health Services; and • Transport providers: - Bus Association (Gippsland), V/Line Station Master Sale /Bairnsdale, Taxi Association (Gippsland) and VicRoads.

E.1.5 Engaging with stakeholders The Steering Committee meets bi-monthly. The role of the Let’s GET Connected (Gippsland East Transport) Project Steering Committee is to:

• Oversee the strategic planning process for the project, bringing to this process local expertise and knowledge • Act as advisors and advocates to Local and State Government • Support and monitor strategic planning and achievement of objectives • Provide support, advice and direction for project staff • Reflect a diversity of knowledge, experience and involvement in addressing regional transport issues

Furthermore, the Steering Committee32 was established to assist the creation of partnerships between stakeholders and engage stakeholders in the development of local and sustainable solutions to transport disadvantage.

The local reference groups and working parties ensure that the project is informed about local or community specific issues and provides support and guidance to the Transport Project Coordinators in identifying and progressing priority projects.

E.2 Outcomes of the Let’s GET Connected Project The Let’s GET Connected Project has already provided real gains for transport disadvantaged communities in the project area. One of the key successes of the Let’s GET Connected Project

32 The Let’s GET Connected Steering Committee members have signed a Partnership Agreement committing to the governance of the project.

has been the ability to develop and facilitate the necessary relationships and partnerships to identify solutions to transport disadvantage in Gippsland East.

The Let’s GET Connected Transport Project has been able to facilitate discussion, bring key stakeholders together and successfully negotiate agreement with Gippsland Region Department of Education and Training to trial access to the school bus networks across Gippsland East. A strong partnership has been formed with not only the Department of Education but also Department Of Infrastructure, the Gippsland East Local Learning and Employment Network, Local School Principals, School Focussed Youth Services, Private Schools, Gippsland TAFE and Registered Training Organisations.

Additionally, Let’s GET Connected Project has now moved toward trialling post school student access on non-government school buses, as well as trialling general community access on government school buses in two of the remotest areas in East Gippsland.

Benefits from the initiatives include better utilisation of existing resources, increasing access to government-funded services for young people keeping them connected to the communities in which they live; and enabling transport options for community members who have been transport disadvantaged.

It also demonstrates the ability of the project and stakeholders to advocate on behalf of their populations, build the relationships required to undertake projects comprising multiple stakeholders and assist in the development of policies and procedures.

Other initiatives, such as the Dargo community bus, Buchan Bus “n” Freight and the Loch Sport bus, again demonstrate the capacity for a project such as Let’s GET Connected to research community need, advocate a case for a transport solution and to bring together networks of individuals / stakeholders. The Project Coordinators report that early indications suggest these transport initiatives will provide a boost to transport disadvantaged across these communities. It is noted that the degree to which community need is serviced will emerge in the longer term, evidenced by service utilisation. However, providing these services is a success in itself due to the requirements of overcoming any regulatory barriers or funding issues.

In addition, the project has been successful in creating the social infrastructure / networks that:

• enable community needs to be considered in local and regional strategic planning. The working groups, reference groups and steering committee structures have created and established a direct linkage between individual communities / groups of transport disadvantaged and the organisations responsible for transport related planning, i.e. local Government, State Government and local health networks in plans such as the Municipal Health Plans, Urban Design Frameworks, Footpath and Bicycle Plans, East Gippsland Communities for Children Plan, Shire Council Plans, Community Health Plans and the South East Australian Transport Strategy. The contribution of the project to the wider planning process is proactive and targeted at ensuring that new services consider the need for, and impact of, transport access in their planning processes;

• enable advocacy for particular transport solutions, for example the successful lobbying for the use of school buses by TAFE and post school students and the establishment of the Loch Sport bus, Buchan Bus “n” Freight services, regional taxi review and health transport coordination;

• can attract project investment by sourcing additional funding; to date, the project has been able to source $90,000 in funding for projects; and

• can value add to other program areas across Local and State Government (for example, Best Start, Rural Access, Primary Care Partnerships, Department of Infrastructure, Health Services, VicRoads).

The project is also undertaking an extensive audit of available “TCP is important as it transport resources throughout the catchment area. By provides the knowledge base identifying all existing transport resources, the project is in a about transport needs that good position to continue to develop appropriate solutions to is required for Best Start to transport disadvantage. make decisions about where and how it assists Gippsland The Let’s GET Connected Steering Committee stated to the Communities” evaluation team that auspicing the project within the community development / community building units of the Best Start Facilitating Shires ensured that the project had ‘the capacity to have a partner broad view of a range of diverse issues across the community… [this]… provides opportunities for the development of strategic, integrated planning approaches that consider the complexity of transport issues, infrastructure and regulations’33.

The Steering Committee’s concerns related more to the benefit of having a local based model rather than a regional / centralised based model, and hence having the capacity to respond to a range of diverse rural, remote and isolated communities. Being based within Local Government has proven beneficial due to the ability to link directly with local communities. .

The Project Coordinators observed that a joint local government partnership has enabled the project to address common issues and reduce potential duplication. This observation recognises that the Let’s GET Connected Project focus covers more than purely local issues, and a joint council approach has positive advantages for wider area advocacy issues and transport solutions.

The project has been successful in identifying and raising issues relating to transport disadvantage from the community perspective. Some of the social benefits of the project include:

• linking local and isolated communities to their major service centres;

• assisting young people to continue their education (with the associated benefits of keeping young people in the community); and

• providing access to transport options that were non-existent for particular groups in the project area.

33 Letter from Let’s GET Connected Steering Committee to KPMG, 20 June 2005.

E.3 Background information on the project area

E.3.1 Project catchment area Wellington Shire and East Gippsland Shire are two of Victoria’s largest local government areas (10,989 and 20,931 square kilometres respectively). The Shires are located on Victoria’s south east coast, extending from Mallacoota, on the New South Wales border in the east, to Yarram in the south and extending to the Victorian Alps in the north, see Diagram 1.

Diagram 1: Let’s GET Gippsland Connected catchment: Wellington and East Gippsland Shires

The transport infrastructure of the two Shires is dominated by the east – west axis of the Princes Highway that provides the main coastal route between Melbourne and Southern New South Wales. The principal towns of the two Shires are located on or adjacent to that axis: Sale and Maffra in Wellington Shire, and Bairnsdale, Lakes Entrance, Orbost and Mallacoota in East Gippsland. Smaller townships and settlements are located across the Shires off that axis.

The populations of Wellington and East Gippsland Shires are approximately 39,000 and 38,000 respectively34. As a result of the Shires’ larger sizes, this means that the Shires’ population density, particularly that of East Gippsland, is significantly lower than the State’s average population density.

Table 3 provides a detailed summary of the demographic profile of the population of Wellington and East Gippsland. The profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

34 2001 Census, Australian Bureau of Statistics.

Table 3: Wellington and East Gippsland Shire’s demographics

Wellington Sh. Victoria East Gipps. Sh. Age 0-14 22% 20% 15-24 12% 14% 25-34 11% 15% 35-44 14% 15% 45-54 15% 14% 55-64 11% 9% 65+ 16% 13% Annual household income $1-$10,350 6% 6% $10,350 - $15,600 12% 11% $15,600 - $26,000 26% 23% $26,000 - $36,400 16% 17% $36,400 - $52,000 16% 12% $52,000 - $78,000 14% 13% $78,000 - $104,000 6% 9% $104,000 or more 4% 9% Socio-economic disadvantage index Wellington Sh.: 7

ABS Index of Relative Socio Economic Advantage / Disadvantage East Gipps Sh.: 4 (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Well. Sh.: 1 to 3

Department of Health and Aged Care ARIA index East Gipps: 2 to 4 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 8% 10% One motor vehicle 40% 37% Two motor vehicles 38% 38% Three motor vehicles 15% 15% Country of Birth English speaking countries 95% 81% Non-English speaking countries 5% 19% Principal Occupation (>10% of residents) White collar employment 67% 72% Blue collar employment 33% 28% Principal Industries (percentage of employed) Retail trade 16% Agriculture, forestry and fishing 15% Health and community services 11% Manufacturing 9%

The following points are noted about the Shires’ population profile and geographic characteristics: • the Shires’ populations have a significantly higher proportion of residents aged 45 years or more, and significantly lower proportion of residents aged 15 to 44 years of age. This has a significant impact on the level of older persons’ access to shops and essential services, as a result of lower rates of mobility (either in terms of disability or inability to drive) and lower rates of family support to provide assistance. This issue will become more acute as the population of Gippsland East ages;

• employment rates across the two Shires are significantly less than that of the State average. In the 2001 census, 39 percent of residents in the Shires identified themselves as having an occupation or industry. This compares to the State average of 45 percent. These figures have possibly worsened since the 2001 Census due to further closures in the forestry and logging industry, in East Gippsland particularly; • the difference in employment rate is likely to be a principle driver behind local household incomes being lower than the State averages; • the Shires’ larger sizes and distance from central (essential) services (for example, hospitals) mean that residents face longer journeys to access services and hence higher transport costs – whilst having lower levels of income to pay for that transport; • lower population density and a larger catchment increases the public costs of providing transport services and hence provides a disincentive for the provision of affordable public transport; • the joint Shires’ profile hides the fact that the East Gippsland Shire residents are more socio- economically disadvantaged than Wellington Shire. On measures of: income, indigenous population (which suffers from significant levels of disadvantage), unemployment rates, vehicle ownership and housing occupation, East Gippsland is more disadvantaged than Wellington Shire. This difference is reflected in the two Shires’ socio-economic disadvantage index ratings, where East Gippsland is rated as having higher levels of disadvantage; and • East Gippsland Shire has higher levels of inaccessibility than that of Wellington Shire. This is directly caused by East Gippsland Shire’s larger geographic area and lower road network density (see Diagram 1).

E.3.2 Local transport services Community and public transport services include: • Community Health Transport – where most HACC funded services in the two Shires are delivered by community health agencies (as distinct to other Shires / Municipalities where HACC services are delivered by Local Government). Health transport is reliant on volunteer drivers to provide this form of transport across Gippsland East; • Public Transport Services – public transport services in the Shires are limited in comparison to those provided in the western half of the Gippsland Region. Wellington Shire and East Gippsland Shire are at the end of an arm of the Victorian transport network (with no connections to other parts of the State other than through Melbourne) and cover an area with larger inter-town distances and low population density. As a consequence, service frequency and transport choice is less than for those areas closer to the centre of the State. For example: Traralgon (to the west of the project area) has 13 daily V/line services to Melbourne, compared to three from Bairnsdale; • intra town and inter town public bus services include35: - Bairnsdale has three intra town route services; - no town service in Lakes Entrance (tourist town and population approximately 6,000);

35 All bus services operate Monday to Friday Service only – Not on weekends

- Local Route Services: Paynesville to Bairnsdale, Omeo to Bairnsdale, Bairnsdale to Lakes Entrance and Buchan to Bairnsdale36; - Sale has three small route services and one inter town service to Traralgon; - Sale to Loch Sport37, and Sale to Stratford local bus services . • Taxi services operate in Sale, Bairnsdale, Lakes Entrance, Orbost, Loch Sport, Maffra, Yarram, Cann River, Metung and Swan Reach.

36 Buchan Bus “n” Freight operate Mon, Wed & Fri only 37 Loch Sport operate Mon, Wed & Fri only

F Case study - Southern Mallee Transport Connections Project The Southern Mallee Transport Connections Project (SMTCP) “aims to decrease the impact of transport disadvantage in the rural sector and to increase access and mobility for people of all ages.”38

Further, SMTCP “is committed to developing networks and links across the sub-region of Buloke, Gannawarra and Swan Hill that address access, mobility and transport disadvantage across the communities.”39

F.1 Context in which the project operates The Southern Mallee Primary Care Partnership funded a transport review in the Gannawarra Shire in 2002. Some of the findings of the review included:40 • young people do not use public transport due to a lack of services; • young people need transport to access shops, recreation and social pursuits; • older people do not use public/other transport due to lack of services, and the services available do not travel where they need to go; and • older people need transport to undertake tasks of daily living, such as shopping and appointments, and for activities such as visiting family, friends and social events.

The review developed a number of recommendations, some of which include: • the need to access a range of Commonwealth and State Government transport funding resources; • development of a single set of principles, guidelines and data-collection requirements; • development of a municipal community transport coordination, provision and referral model; • development of community awareness of all transport and transport reimbursement options; • provision of more accessible public transport services and allowance of free or discounted travel for carers; and • provision of links to public transport services.

The PCP provided broad linkages across the three shires, and the TCP has tapped into these networks to highlight the transport disadvantage throughout the project area.

38 Southern Mallee Transport Connections Project Grant Application Document, Pg.4 39 Southern Mallee Transport Connections Project Plan, Pg.4 40 Southern Mallee Transport Connections Project Review, Pg.26-27. Please note this is a short summary of the findings and recommendations of the Gannawarra Shire Review and is only intended as an overview.

F.1.1 Southern Mallee TCP sub-regional transport review Following on from the Southern Mallee Primary Care Partnership review, the SMTCP undertook a sub-regional review that developed detailed data on each town in the SMTCP catchment area. This information includes: • identification of transport needs and gaps; • capacity and opportunities for change; • demographic profile; and • existing transport infrastructure.

This review developed priority areas for each town and provided recommendations (29 in total) for the future direction of transport in the Southern Mallee region. These recommendations include:41 • develop a single point of entry for transport, and provide community development processes that increase opportunities for transport coordination; • develop and market information brochures that detail current transport, subsidies, accommodation, personal assistance and other options related to transport; • establish links with service providers and the Divisions of General Practice, so that they may provide transport information at the time of assessment, service provision and/or referral; • liaise with the DoI regarding changes to existing routes and timetables; • liaise with DoI/Taxi Directorate regarding flexibility of hire car licensing; • liaise with Rural Ambulance Victoria and various funding bodies regarding the provision of a pilot non-emergency patient transport project in the sub-region; and • develop networks with DoI, the Bus Association, DE&T and local school communities, in order to develop coordinated community access to school buses.

F.2 The Southern Mallee TCP approach

F.2.1 Pilot project activities The SMTCP Business Plan 2003-2006 identified the following objectives for the project: • provide a single point of entry that will promote community engagement and consultation regarding issues around access, mobility and transport disadvantage; • promote the formation of partnerships and links with key stakeholders and other community groups; • promote community information regarding transport disadvantage; • gain a sub-regional perspective of transport disadvantage across the entire municipalities of Buloke, Gannawarra and Swan Hill;

41 This is only some of the recommendations developed as part of the regional review. A full list is provided in the SMTCP publication “Southern Mallee Transport Connections Project Review” at 67 and 68.

• design and implement a sub-regional work plan that strengthens links and addresses common issues; • design and implement individual work plans for Buloke, Gannawarra and Swan Hill that strengthen links and address local issues; • source and promote funding opportunities that support access and mobility; • provide advice and support to governments, service organisations, community groups and individuals on transport access and mobility issues; and • represent the access and mobility issues of the community.

The project aims to establish links between partners, stakeholders and the community to create sustainable change that will extend beyond the term of the project. The Southern Mallee partnership recognised that the success of the project relies upon establishment of those links in the project area.

Activities undertaken by the Southern Mallee Transport Connections project are outlined in Table 1.

Table 1: Southern Mallee Transport Connections project initiatives42 Community level Organisational level Strategic level • Survey and consultation in all • Establishment of formal • Contribution to DHS disability 30 townships in project area to partnership board and steering services’ review and the identify transport gaps, needs, committee RACV’s mobility survey. capacity and opportunities for • Extended access to St. John’s Provision of sub-regional tour change Ambulance Community Care for DoI and DVC • Development of detailed services to include northern representatives information on demographics parts of Buloke Shire, and • Presentation to local councils and transport infrastructure in additional towns in Swan Hill and other organisations on the Southern Mallee region Shire transport issues within the • Development of transport • Development of working groups project area connections, transport options, in Donald, Cohuna and Sea • Hosting of a sub-regional and transport assistance/ Lake to assist in finding transport forum to table the accommodation brochures solutions to local transport issues of the project area and • Brochures marketing transport issues identify opportunities for options, travel assistance, • Developing a General change accommodation, subsidies, etc Practitioner/Service Provider • Pursued funding opportunities • Introduction of 30-transport education package in order to for transport projects (including information stands situated in increase knowledge of transport subsidising two bus runs in the each township in the Buloke, options Swan Hill municipality) through Gannawarra and Swan Hill • Regular newsletters providing the DoI, DHS, DVC, Central Shires project updates for government Murray Consultative Committee and FRRR • Promoted the project and organisations, partnership information stands by delivering members, stakeholders, • Raised the awareness of a leaflet to every household in transport operators, and other regulatory barriers throughout the area organisations the Southern Mallee region, • Identified impacts on including the use of school emergency services for non- buses, VPTAS scheme, and the emergency transport. A pilot MPTP scheme project is currently being • Developed individual priorities developed with Cohuna and executive summaries for the Hospital 30 towns in the Southern Mallee • Extensive work undertaken in project area Robinvale to coordinate • Participated in strategic transport services between planning day with Loddon Robinvale and Mildura. Mallee Youth Alliance Agreement reached that the ‘So • Participated in the school bus Great’ committee will manage review, commissioned by the this process Multi-Agency Policy Team • Provision of V/Line bus stop at • Participated in the development Lake Charm, providing access of the Department of to three V/Line bus services for Sustainability and Environment the community Regional Atlas 2005 ‘Servicing • Negotiating the provision of Communities’ access to spare capacity on MacKillop College school bus for pick up of passengers in Culgoa, Berriwillock and Ultima • Negotiated additional bus stops on the Cohuna to Echuca community bus run

42 Please refer to the introduction of this document for an explanation of the category levels for the activities.

F.2.2 Future initiatives to be undertaken by SMTCP The following initiatives are currently being developed by the project, although they require small amounts of funding to proceed: • development of pilot transport services between: - Donald and Horsham; - Sea Lake and Swan Hill; and - Koondrook and Kerang; • pilot of non-emergency patient transport services in Gannawarra and Buloke Shires; • development of a sub-regional volunteer association to plan, manage and coordinate the transport across the municipalities; • Liaise with transport operators regarding scoping and development of additional bus services, as required; • begin discussions to provide a link for the Birchip community to the Wycheproof daily V/Line services; and • begin the development of a flexible hire car proposal for small towns that don’t have taxi services.

Other activities continuing into the 2005/06 year include development of travel corridors within the Buloke Shire to provide set days of travel (to promote travel corridors to the Loddon Mallee), provision of input into the inclusion of transport on the Southern Mallee PCP Service Coordination Tool Template (SCoTT), encouragement of local residents to utilise local and visiting services where possible, and promotion of informal transport options via the good neighbour approach.

F.2.3 Pilot project resourcing The SMTCP will receive $268,000 in funding over the life of the initiative. Table 2 provides a breakdown of the project finance for the project period. The coordinator is employed on part- time basis, four days per week with Mallee Family Care and is located in Koondrook.

Table 2: Breakdown of Southern Mallee Expenditure Funds Year 1 Actual43 Year 2 Forecast44 Year 3 Forecast Revenue TCP Funding Grant $82,000 $80,000 TBA Other Contributions $2,000 $0 TBA Total Revenue $82,000 $80,000 TBA Expenditure Salaries and Wages $32,871 $36,022 TBA Other Expenses $7,682 $8,418 TBA Motor Vehicle $32,449 $35,560 TBA Expenses45

43 Southern Mallee Transport Connections Annual Report 03/04. The figures for 2004/05 will be updated when the annual report is lodged. 44 Ibid

Funds Year 1 Actual43 Year 2 Forecast44 Year 3 Forecast Brokerage Grants $0 $0 TBA Disbursed Total Expenditure $73,002 $80,000 TBA Surplus/(Deficit)46 $8,998 $0 TBA

F.2.4 Southern Mallee TCP governance arrangements The SMTCP has taken a formal partnership approach in implementing its governance structure. The partnership organisations developed and signed a Memorandum of Understanding that sets out the terms of reference, framework and intent of the joint collaboration. Partnership organisations include: • Gannawarra Shire Council – lead proponent and fund holder; • Buloke Shire Council; • Swan Hill Rural City Council; • East Wimmera Health Services; • Mallee Family Care - employer; • Robinvale District Health Service; • Northern District Community Health Service • Cohuna and District Hospital; • Swan Hill District Hospital; and • Southern Mallee Primary Care Partnership.

The management structure of the Southern Mallee Transport Connections Project is set out in Diagram 1 (below).

45 Motor vehicle expenses include the capital cost to purchase a vehicle, and maintenance costs of that vehicle, for the coordinator. 46 The project commenced in November 2003 and as a consequence underspent its first year budget.

Diagram 1: Southern Mallee Transport Connections Project management structure47

Department of Human Services

Southern Mallee Transport Connection Partnership Lead Proponent (Gannawarra Shire Council)

Southern Mallee Transport Connection Partnership

Partnership Steering Committee (including the Employer – Mallee Family Care)

Project Officer

Government Organisations Transport Individuals Departments Operators

The partnership meets formally at least four times a year and provides direction and management of the project.

A steering committee, consisting of members from Mallee Family Care, Swan Hill Hospital and the Southern Mallee Primary Care Partnership, supervise and monitor the project on a day-to- day basis ensuring that all data collection, monitoring and acquittal requirements are forwarded to the Gannawarra Shire Council, as set out in the Service Agreement. The Steering Group meets regularly to oversee the project.

Mallee Family Care is the employer of the sub-regional coordinator and provides payroll administration and support, as required, and invoices Gannawarra Shire (as the holder of the project funding) on a monthly basis for all salary and on-costs.

47 Southern Mallee Transport Connections Project Business Plan 2003-2006, Pg.12

F.2.5 Engaging with stakeholders The major stakeholders for the SMTCP include: • Southern Mallee Transport Connections partnership; • local transport operators including Taxi’s and bus operators; • Bus Association; • Taxi Association;

• Department of Infrastructure (regional); “…the coordinator • Department of Human Services (regional); has successfully brought players and • Department of Education & Training; and agencies together to • community organisations. try and improve service accessibility to Stakeholder activities have included a sub-regional review the region.” across the three shires detailing demographics, infrastructure Southern Mallee and transport needs. This review produced a list of government recommendations and strategies for each township. Surveys and representative consultations were also held in the 30 townships in the project area to identify transport gaps, needs and opportunities for change. Monthly (or in some instances, bi-monthly) project newsletters were also provided to government organisations, partnership members, transport operators, local organisations and other interested stakeholders. In addition, presentations about the project have been provided to the following organisations:

• Buloke and Swan Hill Councils; “…Good stakeholder • Department for Victorian Communities; management…well informed. • Loddon Shire Transport Information Forum; • Southern Mallee Primary Care Partnership; Local transport operator • Central Murray Area Consultative Committee; • Transport Connections Statewide Coordinator meetings; and • Southern Mallee Transport Connections sub-regional forum.

Media releases to promote the initiative and associated activities were also developed. As a consequence, several regional newspapers, including the Northern Times Newspaper; Robinvale Sentinel; Cohuna Farmer’s Weekly; Buloke Times; and Sea Lake Ensign, published articles about the project.

Participation in surveys were also promoted on local radio stations (3SH and ABC radio) and regular consultations with local community organisation and regional organisations, including discussion on how best to progress initiatives such as non-emergency patient transfer, and special purpose vehicle licensing, took place.

The coordinator also developed a leaflet, delivered to every household in the project area, marketing the Southern Mallee project and the information stands; developed a V/line bus

timetable, detailing access to buses in Lake Charm; and developed a number leaflets, marketing the various community transport services across the sub-region.

F.3 Outcomes of Southern Mallee project The SMTCP has established extensive links throughout the project area and engaged a large number of stakeholders. This outcome is consistent with the community approach identified by the partnership as a critical success factor for the project. Consultation with the communities, by the SMTCP, indicated that solutions to find flexible transport need to be locally based and centred on community development/capacity.

The success of some initiatives is evidenced by the fact that all stakeholders contacted within the project area praised the information stands and transport brochures – 11,000 transport brochures were distributed across the region and information stands provided in each community. The stands provide “…the information information on local transport information, low-cost stands on transport accommodation, travel subsidies, and personal assistance when services and options travelling. The development of transport guides, comprehensive have been an timetables and information on available transport subsidies have excellent initiative.” been common strategies undertaken by the majority of the pilot projects to date. Southern Mallee regional In addition, the services provided by St John’s Community Care representative expanded to include the northern areas of the Buloke Shire and rural townships in Swan Hill Shire, leading to more residents being able to access these services

Other successful outcomes include: • provision of a V/Line bus stop at the township of Lake Charm, that provides residents access to three V/Line bus services; “…First time • the increase in the number of stops on the Cohuna to Echuca transport services community bus run (Gannawarra Shire Council) to include have been Leitchville, Gunbower and Torrumbarry; and mapped…highly valuable initiative.” • development of a sub-regional review, including

demographics, transport infrastructure and community need. Southern Mallee regional Both the steering committee and the coordinator identified that representative existing partnerships contributed to the success of the project. In particular, the project has specifically leveraged off the Southern Mallee PCP networks and partnerships.

The sub-regional review that developed detailed data on each town in the SMTCP catchment area will enable flexible and responsive processes to be developed suitable for pilot project. However, it was noted that the project catchment area was too large to develop effective responses to all areas in the three-year timeframe.

In some cases, it is too early to tell whether some of the initiatives undertaken by the Southern Mallee project will deliver significant outcomes. For example, the provision of a V/Line bus stop at Lake Charm will take a significant period of time to determine whether it has been

successful, based on utilisation rates; however, the provision of this bus stop is a success in itself.

The General Practitioner/Service Provider education package, to increase knowledge of transport options in order to schedule appointments around those transport options, is in developmental phase. However, it is envisaged that this initiative will increase the awareness of transport disadvantage of some local residents by the local service providers, and better access to services can be scheduled as a result.

At this point, the likely success of future projects cannot be assessed as they will be dependant on the project accessing funding grants for these pilot projects. It is noted that the Southern Mallee PCP has contributed $3,000 to provide a pilot bus service.

Some stakeholders consulted during the review process noted that the project has raised the expectations of the local communities due to the large volumes of information produced by the project.

Some of the barriers to success encountered by the project include: 48 • inflexible school bus contracts; • special purpose vehicles and hire car licensing conditions do not support flexible transport options for small communities; • difficulty in developing new V/Line services for small communities as the critical mass is not there to sustain such a service; • lack of discretionary funds for the provision of flexible transport in small communities; • limited transport infrastructure and, in some communities, there is no transport infrastructure for travel in town, between towns and long distances; • lack of community transport and, in turn, a shortage of volunteers; • rationalisation of services in small communities that compounds transport disadvantage; and • short project period – it is noted that three years is not long enough to develop and provide alternative options to the entire project area.

The Southern Mallee project steering committee noted that flexible project funding was essential for developing transport initiatives in the region and that the project was under-resourced from the beginning.

F.4 Background information of the project area

F.4.1 Project catchment area The SMTCP covers the rural shires of Buloke, Gannawarra and Swan Hill, an area of approximately 18,400 square kilometres (see Diagram 2).

48 This is only a short overview of the barriers identified by the SMTCP.

Diagram 2: Southern Mallee TCP catchment area.

The three shires are located in the north west of Victoria, with the Swan Hill and Gannawarra Shires both bordering New South Wales. The project catchment has approximately 30 small townships (excluding Swan Hill Central) that are geographically dispersed from regional centres.

Table 3 provides a detailed summary of the demographic profile of the Southern Mallee project area. This profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

The following points about the demographic profile of the Southern Mallee are noted: • like many rural Victorian communities, the Southern Mallee community is aging, with a higher proportion of older residents than the State average - Buloke Shire and Gannawarra in particular have a high proportion of residents aged 65 years and over, 20 percent and 18 percent respectively; • the Southern Mallee has a lower proportion of 15 to 44 year olds than the State average; and • the median weekly income levels across the project area are similar; however, residents in communities in southern Buloke Shire have a lower median weekly income than other areas in the Southern Mallee and the State.

Transport related implications associated with the Southern Mallee demographics and geography/service areas include: • Southern Mallee population includes a large number of older people, of which the households of the region appear to have quite good access to private vehicles, as compared with Victoria. It must be noted that the Southern Mallee has a large agriculture sector, and many of the registered vehicles may be utilised for this purpose. Whilst this might hide sections of the community that are particularly transport disadvantaged, the statistics suggest that Southern Mallee may have a population of older drivers who, due to the nature of their age, might be driving relatively short distances. (SMTCP surveys found that a large proportion of older people are still happy to drive in their local community, but cannot drive long distances and/or at night.) This makes accessibility to services and activities in larger regional centres difficult if people do not feel comfortable driving larger distances and have no other transport options; and • the lower income levels, in conjunction with distance to major services and infrastructure, contributes to the isolation of the region. Residents have to travel long distances to access specialist medical and intervention services, for example travel to Bendigo.

Table 3: Southern Mallee Transport Connections Project community demographics

Swan Hill city Victoria Gannawarra Shire Buloke Shire Age 0-14 23% 20% 15-24 12% 14% 25-34 11% 15% 35-44 14% 15% 45-54 14% 14% 55-64 11% 9% 65+ 16% 13% Annual household income $1-$10,350 6% 6% $10,350 - $15,600 11% 11% $15,600 - $26,000 25% 23% $26,000 - $36,400 16% 17% $36,400 - $52,000 17% 12% $52,000 - $78,000 15% 13% $78,000 - $104,000 6% 9% $104,000 or more 4% 9% Socio-economic disadvantage index SH & Gann. Sh.: 4 ABS Index of Relative Socio Economic Advantage / Disadvantage Buloke Sh.: 5 (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Swan Hill: 2 to 3 Department of Health and Aged Care ARIA index Gann Sh.: 2 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Buloke Sh.:2 to 3 Motor Vehicles per household No motor vehicles 8% 10% One motor vehicle 35% 37% Two motor vehicles 38% 38% Three motor vehicles 20% 15% Country of Birth English speaking countries 96% 81% Non-English speaking countries 4% 19% Principal Occupation (>10% of residents) White collar employment 69% 72% Blue collar employment 31% 28% Principal Industries (percentage of employed) Agriculture, forestry and fishing 30% Retail trade 14% Health and community services 9% Manufacturing 7%

F.4.2 Local Transport Services Transport infrastructure in the Southern Mallee includes: • Bus services: - V/Line operates a number of bus services through the project area, these run in a north- south direction. Routes include: - Mildura to Ballarat, via Swan Hill; - Mildura to Ballarat to Geelong via Donald; and - Mildura to Melbourne via Donald, Maryborough and Ballarat;

- Swanlink Coach Lines provides a Swan Hill to Tooleybuc and return service Monday to Saturday. The service to Tooleybuc in the afternoon connects at Swan Hill with the V/Line service from Melbourne and Bendigo on Monday, Tuesday, Thursday and Saturday. The service to Swan Hill in the morning connects to the V/Line service to Bendigo and Melbourne on Monday, Tuesday, Thursday and Saturday; and - Bulsarini Bus Lines provides a service from Ultima to Swan Hill, via Lake Boga, each Friday. • Public trains: - There is only one public train line in the Southern Mallee project area. The V/Line service runs from Melbourne, via Bendigo to Swan Hill. This service operates seven days a week, and a standard economy fare costs $106.20. • Taxi services are located in the larger townships in the Southern Mallee project area. These services operate in Koondrook, Cohuna, Donald (a hire car service), Kerang, Robinvale, Swan Hill, and Wycheproof (a special purpose vehicle not a taxi service). • Home and Community Care Transport: - the Buloke and Gannawarra Shires provide vehicles to implement flexible door-to-door community transport for the Home and Community Care (HACC) target group – aged residents and people with disabilities and their carers. The service is provided for those people with no family support and who need access to medical services. The transport is coordinated from townships within each shire, with Gannawarra Shire Council coordinating travel on set days to increase shared rides and reduce the costs associated with this service; - the Rural City of Swan Hill has implemented a model for HACC clients that utilise volunteers and the volunteers’ own vehicles to provide local and long distance transport to access specialist appointments in regional or city centres. • St Johns Ambulance Community Care: - the Swan Hill Division of the St Johns Ambulance provides a community transport service for people to attend appointments. This service is available for residents in Swan Hill and surrounding areas. As a result of an initiative of the project, this service has been extended to include residents from Berriwillock, Culgoa, Nandaly, Nullawil and Sea Lake. Eligibility is restricted to the aged and people with disabilities; however, people who are experiencing extreme need may also be considered. • Emergency Ambulance Services: - across the Southern Mallee, there are only seven townships (out of 31) that have ambulance/paramedic services. The Rural Ambulance Service can provide non- emergency transport to people who meet specific criteria. • Charter Bus Services: - charter bus services are available for hire throughout the Southern Mallee project area. • Community Bus Service: - a number of health services provide regular bus trips throughout the Southern Mallee region. Examples include, the Sea Lake & District Health Service community bus that provides a service from Sea Lake to Swan Hill, via Ultima, on the third Friday of every month for a donation of $8.80 per passenger, and the Northern District Community

Health Service that provides a service to Kerang from Quambatook every Monday, and from Quambatook to Boort approximately once a month, depending on demand.

G Case study – Two Rivers Transport Connections The Two Rivers Transport Connections project set out to ‘increase transport options in the nominated towns of Casterton and Port Fairy and to integrate them into the broader community transport network of southwest Victoria’49.

The South West Community Transport Program auspices the Two Rivers Transport Connections project and provide project management and support. The project has two regional coordinators, with one being located at the Old Court House Community Centre in Casterton and the other located with the Moyne Health Service in Port Fairy.

G.1 Context in which the project operates In 1998, the five Local Government Areas in South West Victoria (Glenelg, Southern Grampians, Moyne, Corangamite and Warrnambool Rural City) commissioned a report, titled ‘Getting Out and Getting Back’, that recommended the appointment of a Community Transport Coordinator. In response, in 1999, a position was created to facilitate communication across public, private, government and community transport providers across the South West region.

In 2003, Casterton and Port Fairy, in the South West region, were identified as areas where access to transport is limited. The Healthy Communities Integrated Planning Project (2002) consulted with service providers and community members, with transport being identified as a major concern by all participants in these towns. A funding submission was made to the TCP to enable these communities to increase access to transport and the community.

The South West Region Community Transport Coordinator is located in Hamilton and provides oversight and support for the two Transport Connections Projects Coordinators located in Port Fairy and Casterton.

G.2 The Two Rivers TCP approach

G.2.1 Project activities The objectives of the Two Rivers original Transport Connections project included short, medium and long-term objectives. The short-term objectives include collecting data on transport needs in Casterton and Port Fairy; providing increased access to transport options through brokerage with local providers; providing a central point for community transport arrangements in the towns of Casterton and Port Fairy; and maximising the usage of existing transport resources.

The medium-term objectives are to develop an effective and efficient community transport system in the towns of Casterton and Port Fairy and initiate a community-based fundraising program to purchase a community car to reduce reliance on brokerage money.

The long-term objectives are to build a sustainable local community transport system in Casterton and Port Fairy and integrate Casterton and Port Fairy into the South West Community Transport Network.

49 Two Rivers Transport Connections Annual Report 2003-04

Activities undertaken by the Two Rivers Transport Connections in Casterton and Port Fairy are summarised in Tables 1 and 2 (below)50. Importantly, the categorisation of activities demonstrates that the project has focused on community level and organisational activities, as opposed to a strategic level approach.

Table 1: Two Rivers Casterton Project Activities Community level Organisational level Strategic level • Development and distribution of • Establishment of a Regional local transport guides Advisory Group, including • Establishing a central point for representatives from local all transport needs at the Old health services, transport Courthouse Community Centre operators, Local Government and community members • Articles in the local paper advertising activities and the • Implementing a $2 taxi fare day project in Casterton, that operates three days per fortnight • Establishing links with St. Vincent de Paul, Casterton • Provided support to the local Memorial Hospital, Salvation bus operator of the Casterton- Army Social Housing and other Hamilton inter-town service to volunteer organisations expand fix route service (route expansion to begin in 2006) • Maintenance of local volunteer driver resource • Recruitment of volunteers to provide transport to medical services • Organisation of social trips to Portland to increase options for social and leisure activities for people of different age groups • Organisation of cinema outing to Mount Gambier for the young members of the community Table 2: Two Rivers Port Fairy Project Activities Community level Partnership level Strategic level • Provision of weekly trip to • Implementation of a fortnightly Warrnambool for a regular bus service to Warrnambool hydrotherapy session servicing the satellite towns • Promotion of services through surrounding Port Fairy local monthly newsletter (Body • Recruitment of volunteers and and Soul), and being available training sessions using in local community Transporting Older People organisations modules • Establishing a central point for • Development of Community all transport needs at the Moyne Transport manual Health Services • Coordination with Warrnambool Community Transport (Mpower) and Red Cross

50 Please refer to introduction for an explanation of the categories of the pilot project activities.

G.2.2 Future initiatives to be undertaken by Two Rivers Transport Several initiatives have been planned for the coming year in both Casterton and Port Fairy.

In Casterton, the project will seek to: • expand the Casterton – Hamilton inter-town service to using a second vehicle, allowing Casterton students to attend TAFE, VET and other education or employment in Coleraine and Hamilton, to begin in 2006; • investigate options for the use of the Casterton Hospital Bus during down time; • investigate the option of providing a regular service to Mount Gambier; • continue to promote the importance of walking; • develop and distribute information brochures on carpooling and motorised scooter safety; • establish a driver buddy system to link volunteers with people requiring transport; • apply for further funding so that coordination at the Old Courthouse Community Centre can continue once the project ceases; and • work with the local shire to obtain support for the taxi program.

In Port Fairy, the project will seek to: • determine the viability of a Port Fairy town service; • develop a community bus service for the satellite towns surrounding Port Fairy, with support form Moyne Shire Council; • assist in obtaining an extra V/Line service to Portland; • develop and distribute information brochures on carpooling and motorised scooter safety; • continue with the hydrotherapy group and determine the viability of changing the transport option to a maxi taxi using brokerage funding to subsidise the service; and • participate in the Improving Public Transport in Warrnambool steering group established by DoI.

G.2.3 Pilot project resourcing The Two Rivers pilot project will receive $126,492 in funding for the life of the initiative. Table 3 (below) provides a breakdown of the revenue and expenditure for the Two Rivers Transport project. The Two Rivers project employs two coordinators: one in Casterton and one in Port Fairy. The coordinators are part-time and employed for eight hours per week. Both positions have seen a change in personnel since the project began in October 2003.

Table 3: Breakdown of the funding received for the Two Rivers pilot project51 Fund Year 1 – Forecast Year 2 - Forecast Year 3 - Forecast Revenue

TCP recurrent grant $39,850 $41,245 $44,130 TCP start-up grant $4,450 Other contributions $1,000 $1,000 $1,500 Expenditure Salaries and wages, $24,395 $25,245 $26,130 employment on-costs Corporate overheads, including $4,000 $4,000 $4,000 accommodation Other expenses, including $1,500 vehicle and mobile phone One-off costs $4,450 Brokerage grants dispersed $13,000 $13,000 $14,000 Surplus/(Deficit) ($0) ($0) ($0)

G.2.4 Two Rivers Transport governance arrangements The South West Community Transport Program’s Regional Advisory Group governs the project, identifying and prioritising transport need in south west Victoria. The Regional Advisory Group meets quarterly and includes representatives from: • local government; • disability agencies; • South West and Southern Grampians–Glenelg Primary Care Partnerships; • South West Local Learning and Education Network; • taxi operator; • bus operator; and • consumer representative.

Casterton has established a Transport Advisory Group, comprising a range of local representatives. The Transport Advisory Group meets quarterly and provides support and advice to the coordinator on transport need and access issues in Casterton.

Port Fairy has established a network of groups, with which the coordinator consults regularly. In addition, the coordinator attends the local primary and community care group monthly meetings, as required.

51 Financial information is based on the forecast information in the funding submission. Once the financial information has been lodged via the annual report, this case study will be updated accordingly.

G.3 Outcomes of the project The Two Rivers project has undertaken a variety of activities to increase the access and inclusion of the residents of Casterton and Port Fairy. This community approach is congruent with the stated aim of increasing options for the residents of the nominated towns.

The activities outlined above have been completed or are operational. Direct benefits include: • the Casterton $2 taxi day now operates three times a fortnight, allowing access to local shops and/or services. This activity is subsidised by brokerage funding and, according to the most recent account, approximately $241.20 has been acquitted on this project; “(The) Day trips to Portland held a few months ago were • the Portland fun bus provided access to services and a great success” activities and was so successful the first time that a second trip was organised; and Casterton survey respondent • the regular hydrotherapy trip from Port Fairy to Warrnambool is well patronised and has a waiting list for places on the service.

The project has also provided a central point of contact for residents needing assistance with transport requirements.

Unsuccessful activities include: • fortnightly supported bus to Warrnambool using a school bus during non-school hours. The bus made stops at Killarney, Koroit, Yambuk and Port Fairy. This service ran for three months but, due to low utilisation, was discontinued.

Participants in the evaluation noted that the key to success for the project was the availability of brokerage funding. For example, the success of the $2 taxi fare in Casterton is dependant on the small levels of brokerage funds required to operate this initiative. Without brokerage, this service would not be viable, however, the use of brokerage has also extended to a number of ‘one-off’ events (i.e. Portland fun bus).

In addition, the project (similar to other pilot projects) has been able to successfully leverage available community resources to support and enhance the range of transport options that can be provided. This includes the recruitment of 17 volunteers (10 in Port Fairy, and 7 in Casterton) to assist in the provision of transport.

The barriers to the success that were identified by stakeholders included the limited funding available for the coordinator positions, which are only funded for one day a week; the delay in taking a more strategic approach to dealing with transport disadvantage (which was, reportedly, directly related to the part-time nature of the coordinator’s role) and the difficulty in engendering support by the local shire council.

Evaluation participants noted that activities undertaken in Port Fairy had a strong focus on transporting people to and from medical appointments. It was also noted that activities to date have not targeted young people in Port Fairy and surrounds, and access to transport and community services had not increased.

Moyne stakeholders felt that there was still capacity for improvement in the provision of information to the community regarding transport options. It was felt that the limited time available to the coordinator to undertake the role (the coordinator is also employed by Moyne Health Service) was a barrier which was inhibiting a focus on the strategic aspect of the role.

Casterton has attempted to implement a sustainable service with the introduction of a $2 taxi day to make the service more affordable to those in the community who are economically disadvantaged. It has also taken a community-wide approach, as opposed to focussing on only one group of people who experience transport disadvantage. This has included a bus trip for young people to Mount Gambier for a cinema outing and initiatives for the older members of the community. Stakeholders consulted noted that one-off activities, such as the ‘fun bus’, had been successful in allowing people access to a greater range of services and activities. However, participants agreed that the part-time nature of the Casterton coordinator’s role acted as a barrier to the success of the project.

G.4 Background information on the project area

G.4.1 Project catchment area The Two Rivers Transport Connections project covers the communities of Casterton and Port Fairy. See Diagram 1.

Diagram 1: Two Rivers Transport Connections catchment areas

Casterton is located in Glenelg Shire on the South Australian border; the shire also includes the towns of Portland and Heywood. Casterton sits on the Glenelg Highway, running from Central Western Victoria to Mount Gambier in South Australia. Casterton covers an area of 10.3 square kilometres, and comprises 707 households, with a total population of 1,670 people52.

Port Fairy is located in Moyne Shire, on the coast near Warrnambool. Port Fairy is accessible from the Princes Highway and covers an area of 7.8 square kilometres, comprising 1,007 households with a total population of 2 560 people53.

Table 3 provides a detailed summary of the demographic profile of the Glenelg North Statistical Local Area and Moyne Shire populations. The profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

The following points about the demographic profile of the Glenelg North Statistical Local Area54 are noted: • there is a low proportion of people in 15-24 and 25-34 age ranges, relative to the State average; • the population, like many rural communities, is ageing, with a higher proportion of the population in the 55+ age range; • the area has a high proportion of residents living in fully owned homes, relative to State average; and

• the Glenelg Shire is in the mid range of the socio-economic disadvantage index, and accessibility in the Shire varies between accessible and moderately accessible.

In comparison, the following points are noted about the demographic profile of the Moyne Shire: • Moyne Shire has a low proportion of people in 15-24 and 25-34 age ranges, relative to State average; • the Shire has a very low level of socio-economic disadvantage; and • full home ownership levels in the Shire are high compared to State averages.

Like many rural communities, vehicle ownership in both shires is high; this likely reflects higher levels of personal transport use in the absence of public transport options.

Transport related implications associated with the Moyne Shire and Glenelg North SLA demographics include: • both areas have an older population that, as a result of age and economic circumstance, is confronted by transport / access requirements to both local shops and services and those in regional centres, such as Hamilton or Warrnambool; and • the high proportion of multi-vehicle ownership may hide the effects of transport disadvantage in both areas.

52 Australian Bureau of Statistics 2001 Census 53 Australian Bureau of Statistics 2001 Census 54 Please note: This is a statistical representation of the Glenelg North Statistical Local Area as the Two Rivers Transport Connection project concentrates on Casterton and surrounds.

Table 3: Moyne Shire and Glenelg North SLA demographics Glenelg North Moyne Shire Victoria SLA Age 0-14 22% 24% 20% 15-24 8% 10% 14% 25-34 10% 11% 15% 35-44 14% 15% 15% 45-54 14% 15% 14% 55-64 13% 10% 9% 65+ 20% 14% 13% Annual household income $1-$10,350 7% 5% 6% $10,350 - $15,600 13% 9% 11% $15,600 - $26,000 26% 22% 23% $26,000 - $36,400 18% 16% 17% $36,400 - $52,000 15% 18% 12% $52,000 - $78,000 13% 17% 13% $78,000 - $104,000 5% 7% 9% $104,000 or more 3% 6% 9% Socio-economic disadvantage index ABS Index of Relative Socio Economic Advantage / 4 7 Disadvantage (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Department of Health and Aged Care ARIA index 2 - 3 1 - 2 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 6% 5% 10% One motor vehicle 33% 31% 37% Two motor vehicles 37% 39% 38% Three motor vehicles 24% 25% 15% Country of Birth

English speaking countries 99% 99% 81% Non-English speaking countries 1% 1% 19%

Principal Occupation (>10% of residents) White collar employment 66% 71% 72% Blue collar employment 34% 29% 28%

Principal Industries (percentage of employed) Agriculture, forestry and fishing 38% 37% Retail trade 13% 11% Health and community services 10% 9%

G.4.2 Local transport services

Casterton Transport services in Casterton and surrounds include: • V/Line bus services operate to a number of destinations, including: - Mt.Gambier (South Australia) on Monday to Friday (costs $11.70 one way and $5.70 concession one way) and only allows 40 minutes before returning;

- Hamilton on Monday to Friday that allows between two and six hours in the town; and - Warrnambool on Monday to Friday that allows four hours in town. This service connects with the V/Line train service in Warrnambool; • Casterton – Hamilton inter-town service that operates on school days only, departing Casterton at 7.30am and arriving back at Casterton at 4.55pm. This service provides transport for school students to attend private schools in Hamilton, it is open to the general public but there is currently no spare capacity; • Casterton Taxi Service operating 6am to midnight Sunday to Thursday and 6am to 2am Friday and Saturday; • Merino Community Transport that provides door-to-door assisted transport for eligible clients in the Merino area and a weekly shopping trip to Casterton or Hamilton. Priority is given to people with disabilities, frail aged and the isolated members of the community; and • Hamilton Community Car that provides door-to-door assisted transport for eligible clients, including people with disabilities, frail aged and isolated, for health related appointments in Hamilton and other regional centres and social activities.

Port Fairy Transport services in Port Fairy include: • V/Line bus services from Port Fairy to Warrnambool connecting with trains to Geelong and Melbourne; • local bus services include: - Port Fairy to Warrnambool, via Koroit, Monday to Friday, and Saturday mornings; and - a late night service from Warrnambool to Port Fairy on Saturday nights; • local taxi service; • Community Bus that is used for transport around the community and is available for hire to local community groups; • Warrnambool Community Transport available for eligible clients to be used for medical appointments; and • Red Cross Warrnambool can provide transport to medical appointments, including those in Geelong and Melbourne, if required, and is dependant on volunteer availability.

H Case study - Valley to City Efficiently The Valley to City Efficiently transport connections project is intended to develop a ‘comprehensive, responsive and coordinated transport provision for the community of Mt Beauty and the Kiewa valley through the development of a partnership between private and public providers’55

The auspice agency for the Valley to City Efficiently project is the Upper Hume Community Health Service (UHCHS). The project office and project Coordinator are located in the UHCHS’s Lakeside Community Health Centre at Mt Beauty.

H.1 Context in which the project operates Transport has been identified as a key issue for Kiewa Valley residents and the region through a number of strategic documents, including the Alpine Shire’s Municipal Public Health Plan; the Alpine Health’s - Strategic directions statement; the North East Local Learning and Employments Network’s Snapshot of Region; and the Upper Hume Primary Care Partnership’s Healthy Communities Plan. The Valley to City Efficiently project is informed by these documents and, in turn, has sought a role in influencing their continued development.

H.2 Valley to City Efficiently TCP approach

H.2.1 Pilot project activities The objectives of the Valley to City Efficiently include: • to maximise current resources by auditing current provision of public and private transport provision and developing a planned provision based on transport needs; • to identify unmet community needs in relation to transport needs within the Mt Beauty/Kiewa Valley community and develop a plan for future provision; • to develop links with other regional transport provision to ensure a seamless provision of transport for the Mt Beauty/Kiewa communities; and • based on the above objectives, develop a sustainable partnership transport model for the Mt Beauty/Kiewa Valleys communities based on partnership between private and public providers.

The Valley to City Efficiently project recognised that the development of transport solutions for its community should be sustainable in the context of having a mixture of public and private transport providers.

The activities undertaken by the Valley to City Efficiently project are summarised in Table 1 (below).

55 Valley to City Efficiently transport connections program grant application. Upper Hume Community Health Service. April 2003.

Table 1: Valley to City Efficiently activities56

Community level Organisational level Strategic level • Survey of Dederang • Establishment of TCP steering • Contribution to Alpine Shire Community to assess awareness committee – identified as a Road Safety Strategy, and use of community and major step by all participants as Municipal Public Health Plan public transport services mechanism for communication and the RACV’s mobility • Get Transport newsletter and developing joint initiatives survey developed and distributed in Mt • Rescheduling of UHCHS • Creation of links to, and Beauty and Tawonga community bus service to information to, Alpine Health • Promotion of the project and eliminate duplication with Focus Group and the Alpine dissemination of transport Pyle’s shopping bus Shire Community Services information through local • Negotiation and agreement of Committee to inform their papers, community radio and Pyle’s bus routes to incorporate advice to the Board of community groups, such as new stop at Wodonga Eye Management Alpine Health and U3A and the Rotary Club Clinic the Councillors of Alpine Shire • Transport Timetable developed • Transport disadvantage flagging • Hosting of Transport Solutions describing all transport services system developed for local GP Conference in Mt Beauty, in Kiewa Valley and Medical Centre to enable sponsored by Alpine Shire, DoI, Pyle’s Coaches and UCHCS. • Developed access map for Mt better planning / services for Outcome: local action plan Beauty identified transport disadvantaged providing future strategic • Scooter information session approaches • Youth Bus Trial for weekend trips to Albury Wodonga from • Monitoring of community and Mt Beauty. UHCHS was the public transport usage provider of bus and Mt Beauty • The formation of regional youth worker also funded by the transport forum. This group of UHCHS key people will first meet in • Integration of Senior Citizens August and then on a regular transport requirements and the basis to continue with advocacy, local taxi service planning and improve transport in the Hume Region

H.2.2 Future initiatives to be undertaken by the Valley to City Efficiently TCP In the coming year, the Valley to City Efficiently TCP will continue to support initiatives such as car-pooling in partnership with the neighbourhood Centre, Transport Disadvantage Flagging with the Mt Beauty Medical Centre and youth focused transport services in conjunction with the education sector.

The main focus of the project will continue to be the development of a model for transport integration between public and private providers, including planning of services and targeting greater utilisation of existing resources.

As it is not currently clear whether the project will continue in the existing form beyond the project period, the project has targeted the support of a group of key people that will continue to work on transport integration and co-ordination beyond the project period. This approach also addresses the historic lack of focus on developing an integrated strategic approach to community/local transport.

56 Please refer to the introduction of this document for an explanation of the category levels for the activities.

H.2.3 Pilot project resourcing The Valley to City Efficiently project will receive $151,578 of funding over the life of the project, with a further $35,040 identified as being provided by local sources. This is outlined in Table 2 (below). The Valley to City Efficiently coordinator position is funded for four days per week (60.8 hours per fortnight).

Table 2: Breakdown of the funding received for the Valley to City Efficiently project Fund Year 1 – Actual Year 2 - Actual Year 3 - Forecast Revenue TCP Grant $60,36857 $45,605 $45,605 Other contributions $2,781 $3,904 $28,355 Expenditure Salaries & Wages (including Not available $39,641 $58,570 on-costs) Other Expenses Not available $4,464 $15,505 One-off costs Not available $315 Brokerage grants dispersed Not available 0 $0 Surplus/(Deficit) Not available $5,404 ($430)

H.2.4 Valley to City Efficiently TCP governance arrangements The Valley to City Efficiently project is auspiced by the UHCHS and governed by a Steering Committee. The Steering Committee “…the use of small has 15 members and represents a cross section of organisations, projects is a good way transport service providers, both public and private, and to ensure that there is community members. Committee memberships include the at least some response following health services: Alpine Health, Mt Beauty Medical to the widest range of Centre, a Local GP Surgery; Upper Hume Community Health, and issues… and… the Ovens & King Community Health Service. Other organisations use of small projects include: the Alpine Shire, North East Local Learning and is a good way to Employment Network, and Mt Beauty Secondary College. Private promote system transport providers, including the Mt Beauty Taxi Service and change… Pyle’s Coaches, are also members of the Steering Committee, along with other community representatives. Valley to City Steering Committee member The Steering Committee has met, on average, every three months since February 2004. The primary role of the Steering Committee is to provide an advisory function to the coordinator and auspice agency regarding the direction of the project and project initiatives. However, the project coordinator also identified that the Steering Committee has been useful as a mechanism that has created an atmosphere of cooperation and willingness between members (i.e. the local agencies, transport providers and council) and promoted support and active involvement by Steering Committee members in project initiatives58.

57 Balancing figure, year 1 accounts not available. 58 Valley to City Efficiently Annual Report 2003–04.

H.2.5 Engaging with stakeholders The Valley to City Efficiently project Steering Committee has been one of a number of key mechanisms through which local transport providers and community organisations have been engaged.

Other engagement mechanisms have included: • local media, including radio (ABC and Community Radio) and newspaper stories; • community group information sessions; and • community surveys and feedback.

The project coordinator also undertakes frequent contact with local organisations, advisory groups and service clubs. During the review, members of both the local chamber of commerce and the Alpine Health Advisory Committee were enthusiastic about how the works of the project were addressing issues which they were interested in.

H.3 Outcomes of the Valley to City Efficiently TCP project The key theme of the Valley to City Efficiently project appears to be the development of small, self-contained projects that operate at any of the three target levels identified by the project operations.

The success of the project is evidenced by the production of the newsletter and a transport timetable produced by the project, which were praised by members of the community and a number of services providers. Other successes include the rescheduling of the community bus service and an additional stop to the Pyle’s bus route service. This reflects the Valley to City Efficiently project having an effective role in the increased efficiency and responsiveness of community and public transport resources. The local bus operator has recorded an increase in utilisation over the period 2002/03 to 2003/04, with a 10 percent increase in the number of users over that period from 20,924 to 23,036.59 The local taxi also reported an increase in trips taken to 12,000 local trips for last financial year.60 This highlights that the project has not had a negative impact on the operations of the commercial operators in the catchment area.

A key achievement to date has been the successful one-day transport conference, which has led to the development of a regional transport forum that includes a group of key people who will continue to work on transport integration, planning and advocacy. “…the car pooling This group will continue the “conversation” on how to improve should be a success as transport services. it builds on the informal The youth bus trial service initiative appears to have been arrangements already successful, but not sustainable. The trial was a success with high practiced by a small utilisation rates; however, the service needed to be discontinued community…” due to the de-funding of the Mt Beauty youth worker position. The de-funding was noted by evaluation participants as being a Mt Beauty business owner

59 In 2002/03, a number of children finished secondary school and did not travel on the bus to Wodonga, therefore the total number of users reduced in 2002/03. 60 ‘Valley to City Efficiently Annual Report 2004/05’ at 23

significant retrograde step for Mt Beauty, affecting more than just the Valley to City Efficiently project.

The project has also successfully negotiated with the Senior Citizens to achieve increased utilisation of the taxi when numbers needing transport are low. This has freed the community bus and volunteers for other purposes.

The success of strategies, such as engagement by the project of the Alpine Shire and attempts to build the engagement of wider stakeholders in the development of a strategic response to transport, will take time to be realised. It is noted that this is true of all strategic transport development initiatives, irrespective of where they occur.

It is noted that some of the Alpine Shire’s recent activities in Mt Beauty would appear to indicate that its actions are congruent with the aims of the Valley to City Efficiently project. Recently, the Shire has re-paved and built new paths, and the Shire engineers toured Mt Beauty to map the requirements for motorised scooter access ramps. Whether these activities are related to the Valley to City Efficiently project is not known. However, they are consistent with the Valley to City Efficiently project activities that cover access issues for Mt Beauty residents.

The project coordinator observed that, in her opinion, the Valley to City Efficiently project is able to act as an advocate and influence the Alpine Shire through being an independent, informed voice for the Kiewa Valley’s needs. The coordinator suggested that the likelihood of a coordinator’s capacity to act as an advocate would probably be less if the position was auspiced within the Shire, due to issues of organisational capture. This hypothesis is possible.

It appears likely that, in the case of the Valley to City Efficiently project, the small scale of the target area and the differences between regions in the Shire, auspicing the project within an organisation located in that community have been essential to its effectiveness. In addition, the coordinator’s professional background was in Community Service provision by Local Government. This background informs the coordinator’s view that any successful and sustainable transport connection project should be run in the community – and, by implication, not solely at the public transport policy and planning level.

The Valley to City Efficiently project Steering Committee noted that transport connection projects occur in an environment of change, where: community attitudes change as a result of the project, and community needs change as a result of wider factors, such as changing levels of employment in response to industry change and an aging community, or short term effects such as bush fire or poor levels of snow in a ski season. In such a changing environment, the three- year timeframe for the project is relatively short and, as a result, the project may currently be responding to issues that are different in the future. The project has attempted to embed ownership of initiatives in the community bodies to ensure that change is responded to in the future – whilst this may work for specific initiatives, it is questionable whether the strategic level activities can be as well maintained.

H.4 Background information on the project area

H.4.1 Project catchment area The Valley to City Efficiently project focuses on the needs of the Mt Beauty and Kiewa Valley communities which are located in the eastern section of the Alpine shire (and some parts of the

bounding Indigo and Towong shires) along a north-south axis from Mt Beauty to Albury – Wodonga, see Diagram 1. The project has a secondary focus, on connections to Bright and Wangaratta via the Ovens Valley (reflecting the lower importance of these routes to the Mount Beauty and Kiewa Valley communities).

Diagram 1: Valley to City Efficiently transport corridors

The Alpine Shire is located on the northern side of the Victorian Alps, covering an area of approximately 4,800 square kilometres. The Shire has three principal towns: Bright (location of the Shire Office) and Myrtleford both of which are located in the Ovens Valley in the western half of Shire, and Mt Beauty located in the eastern half of the Shire in the Kiewa Valley. The two sections of the Shire are connected over the Tawonga gap east of Bright and the Happy Valley Road east of Myrtleford.

The Valley to City Efficiently project focuses on the Kiewa Valley community (Mt Beauty population 1,621 and the surrounding settlements of Tawonga South, Tawonga, Coral Bank with a total population of 2,776) instead of focussing at the Shire level. This reflects the physical separation of the two valley communities, the separate issues that they face and their differing linkages to services and larger regional centres.

For example, the Kiewa Valley community:

• is serviced by the Upper Hume Community Health Service operating from Wodonga, whereas the Ovens Valley community is serviced by the Ovens and King Community Health Service operating from Wangaratta61; and • commonly accesses medical services (for example the Stanley Street Eye Clinic in Albury) and shops in Wodonga rather than Wangaratta.

It is important to note that Mt Beauty sits at the end of the local road system (other than for access to the Falls Creek alpine village); thus, network design for cost efficiency dictates that large scale transport services will generally be provided on a spoke from the local regional hub (in this case Albury Wodonga) and that the incidence of links between spokes (for example to Bright) are, in general, low or poorly supported. This is problematic in Mt Beauty where the road network system on which transport is based is not necessarily congruent to the way services are structured. For example, unemployed residents of Mt Beauty are serviced by the regional Job Network operated from Wangaratta and are frequently required to cross to the Ovens Valley.

Table 3 provides a detailed summary of the demographic profile of the Mount Beauty community. This profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

The following points about the demographic profile of Mt Beauty are noted: • like many rural Victorian communities, the Mt Beauty community is ageing, with a higher proportion of older residents than the State average; • Mt Beauty has a lower proportion of 15 to 44 year olds than the State average; • the area has relatively low income levels, with a greater percentage of residents on lower incomes, and fewer vehicles, than the State average; and • Mt Beauty has a high proportion (for a rural community) of residents from non-English speaking backgrounds, however, the majority of these residents are post-war migrants who, it is expected, would encounter lower levels of isolation caused by language problems than that experienced by more recent migrant groups.

61 The residents of the Kiewa Valley do need to access some services through the Ovens valley, for example the Job Start network operating from Wangaratta.

Table 3: Mt Beauty urban centre community demographics

Mt Beauty Victoria Urban Centre Age 0-14 19% 20% 15-24 10% 14% 25-34 10% 15% 35-44 15% 15% 45-54 16% 14% 55-64 11% 9% 65+ 19% 13% Annual household income $1-$10,350 6% 6% $10,350 - $15,600 14% 11% $15,600 - $26,000 28% 23% $26,000 - $36,400 15% 17% $36,400 - $52,000 16% 12% $52,000 - $78,000 13% 13% $78,000 - $104,000 5% 9% $104,000 or more 2% 9% Socio-economic disadvantage index ABS Index of Relative Socio Economic Advantage / Disadvantage N/A (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Alpine Shire East

Department of Health and Aged Care ARIA index 1 to 3 (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 12% 10% One motor vehicle 48% 37% Two motor vehicles 31% 38% Three motor vehicles 8% 15% Country of Birth English speaking countries 89% 81% Non-English speaking countries 11% 19% Principal Occupation (>10% of residents) White collar employment 68% 72% Blue collar employment 32% 28% Principal Industries (percentage of employed) Health and community services 14% Accommodation, cafes and restaurants 13% Retail trade 11% Education 10%

Transport related implications associated with the Mt Beauty demographics and the Shire/ Service geography include: • Mt Beauty has an older population that, as a result of age and economic circumstance, is confronted by transport / access requirements to both local shops and services and those in Wodonga. The lower proportions of younger adults in Mt Beauty imply that the older residents may have lower levels of access to family supports to assist access to services than would be the case in other communities; and

• the lower income levels, and associated lower ownership of personal vehicles, in conjunction with distance, implies that the Mount Beauty residents in general have lower levels of access to, or capacity to finance, personal transport options. This implies all levels of the community have a higher-level dependency on transport services, or isolation, than would be the case in other communities. This is likely to be true for all age groups in the community.

H.4.2 Local Transport Services Mt Beauty’s community and public transport services include: • Community Health Transport: - fortnightly Friday trip from UHCHS between Mt Beauty and Albury Wodonga for medical appointments by the hoist equipped minibus – cost $11.50 for return trip; - occasional volunteer driven car trips by UHCHS from/to medical appointments (depending on UHCHS vehicle and volunteer availability); - occasional volunteer driven car trips from Dederang to medical appointments using Alpine Shire’s Meals on Wheels vehicle (depending on vehicle and volunteer availability) – voluntary donation; • Bus services: - ‘Wednesday Shopping Bus’ service operated by local bus company (Pyle’s Coaches of Mt Beauty) from Mt Beauty to Albury Wodonga (shops and eye clinic) – departing 9.00am from Mt Beauty, returning at 3.30pm – cost $11.50 for return trip; - public route service that provides access to other schools outside the Alpine shire ( users mainly private schools) , term time week days from Mt Beauty to Albury Wodonga – departing 6.50am from Mt Beauty, returning at 5.10pm – cost $11.50 for return trip; - Holiday bus (in place of the early bus service when school holidays)service week days from Mt Beauty to Albury Wodonga (shops and eye clinic) – departing 9.00am from Mt Beauty, returning at 3.15pm – cost $11.50 for return trip; • Taxi Service – multi-purpose taxi service based in Mt Beauty; • V/Line Service twice-weekly Monday and Friday service to Melbourne. Coach service to Wangaratta via Bright ,Myrtleford and Beechworth connecting to rail service at Wangaratta and

Extra services are provided by Pyle’s Coachlines to accommodate increased tourist activity over the winter season due to Falls Creek Ski resort. Full fares apply.

I Case study - Wimmera Transport Connections The Wimmera Transport Connections project set out to develop ‘flexible solutions for communities experiencing transport disadvantage and social isolation. This will include transport facilitation, brokerage training education, information and empowerment which will in turn create local culture change and systemic change at a local and a state wide level’.62

The vision for the project has been ‘to work towards inclusive flexible transport, focusing on transport in local communities, but ensuring that links to larger regional centres and metropolitan areas are in place’63.

The project is auspiced by Wimmera Volunteers Inc, and the Coordinator is located at Wimmera Volunteers’ offices in Horsham.

I.1 Context in which the project operates The Wimmera Primary Care Partnership (PCP), which includes 18 agencies across the Wimmera, hosted a preliminary forum about transport prior to the Transport Connections projects being announced. A planning group was established from that meeting that developed the Wimmera Transport Connections proposal.

Following public strategic planning forums, the Wimmera Regional Rural and Remote Group (WRRRTG) was formed; since that time, WRRRTG has held bi-annual forums to discuss transport related issues and to seek comment and suggestions from the community about transport in the region.

I.2 The Wimmera Transport Connections approach

I.2.1 Project activities The objectives of the Wimmera project are to:64 • improve access and mobility for people experiencing transport disadvantage in the Wimmera region in an effective, planned, equitable, sustainable and informed manner; • facilitate the development of community orientated, inclusive and flexible transport initiatives in the Wimmera region; • make better use of existing transport services and resources through new and coordinated approaches, education and the provision of information; • develop a planning framework and process to provide a sustainable system for local communities to integrate the community, public and private services and resources;

62 Comments provided by TCP Coordinator. This information was requested after the original funding application was submitted. 63 Wimmera Transport Connections Project – Business Plan November 2003 to October 2006. Pg.10 64 Ibid

• provide a cross-government approach, including all sectors and levels of government; and a cross community approach, including service providers, private transport providers, and the broader community; • create rural renewal in the longer term by stimulating activity and infrastructure outcomes; • create inclusiveness by enhancing the services for Indigenous communities from towns in the region, including Dimboola, Kaniva and Warracknabeal; and • address issues of isolation and alienation, and develop the capacity of people to contribute and participate in the activities of their communities.

The activities undertaken by the Wimmera Transport Connections project are summarised in Table 1 (below).

Table 1: Wimmera Transport Connections activities65 Community level Organisational level Strategic level • Extensive community • Establishing a TCP steering • Negotiation of an exemption consultation, including committee for residents of Kaniva and meetings with transport • Development of vehicle district with Department of providers, senior citizens sharing protocols for the LGA Infrastructure to enable them groups, Rotary, Progress and other organisations’ to board the interstate buses Associations and youth vehicles for intrastate travel services • Establishment of the Apsley – • Provision of support and • Questionnaires sent to each Edenhope service. This information for the Woodbine household across the project provided a new transport Inc new route service from area to identify transport option for residents who Horsham to Warracknabeal. issues wanted to travel to Edenhope This included the promotion • The development of a • Expansion of the scheduled of the new, twice-daily transport services guide for community transport service service each shire, distributed to local provided by Dunmunkle residents Health Service to Horsham. • Development of promotional This service now runs information to facilitate fortnightly carpooling in the community • Facilitation of social • Good news stories about the connectedness by arranging a project appeared in several coach to transport people to regional newspapers the ‘Wimmera Machinery including the Wimmera Mail Field Days’ in Horsham Times, West Wimmera • Negotiation with LGAs for Advocate, Weekly the provision of financial and Advertiser, Hindmarsh organisational support to Messenger, Rainbow Argus, transport disadvantaged Warracknabeal Herald, young people by organising a Hopetoun Courier, Murtoa shuttle service from Horsham and District Advertiser. This to Natimuk for Triple J One had a dual effect of promoting Night Stand Concert project initiatives and • Facilitation of improvements increasing awareness of what in the Naracoorte to Horsham the project was trying to bus service, in consultation achieve with the private bus operator. The service now runs more effectively by meeting connecting services • Negotiation with Yarriambiack, Hindmarsh and West Wimmera Shires and Wimmera Volunteers on the provision and management or a vehicle for use by community groups and organisations (one week per month in each shire)

I.2.2 Future initiatives to be undertaken by Wimmera Transport Connections Building on the previous years, the following initiatives are planned for the coming year:

65 Please refer to the introduction of this document for an explanation of the category levels for the activities.

• increasing the focus of affordable and accessible transport for younger people by undertaking a survey to identify the transport needs of young people in West Wimmera Shire; • establish Hopetoun, Jeparit and Rainbow intra-town services; • roll out of carpooling information encouraging local people to ‘share a ride’; • organise a school holiday young people’s transport service to transport school students to Horsham; • analyse the social transport needs of residents of aged care facilities to determine the responsibility of transport provision for the client and their family/partner they have been separated from; • develop partnerships with the Cooinda Disability Service to operate a bus from Dimboola and Kaniva; • update ‘Wimmera Towns Transport Directory’; • taxis v fleet - determine whether resources are more efficiently used in the purchase of fleet vehicles or through the purchase of transport services (taxis); and • development of a regular route service from Kaniva to Horsham.

I.2.3 Pilot project resourcing The Wimmera Transport Connections pilot project will receive a total of $275,000 in funding over the life of the initiative. Table 2 (below) provides a breakdown of the project funding. In addition to funding for a full-time coordinator, the project was designed to allow funding to be used for brokerage. Given the developmental phase of the project, not all of the brokerage allowance has been expended. It is expected that the use of brokerage funding will increase in the coming year.

Table 2: Wimmera Transport Connections funding breakdown

Fund Year 1 – Actual66 Year 2 - Actual67 Year 3 - Forecast Revenue

TCP recurrent grant $80,000 $82,080 $82,080 TCP start-up grant $35,000 - - Consumer contributions $1,000 $0 $0 Expenditure Salaries and wages $29,763 $45,373 $46,000 *Other expenses $20,261 $26,452 $30,000 One-off costs $25,250 $60 $0 *Expenses incurred through $1,900 $11,717 brokerage activities Brokerage grants dispersed $23,000 $0 $6,000 Surplus/(Deficit) $15,826 ($1,522) $80

66 Wimmera Transport Connections Annual Report 2003/04 67 Figures provided by Wimmera Transport Connections coordinator to KPMG

I.2.4 Wimmera Transport Connections governance arrangements The Wimmera Transport Connections is auspiced by the Wimmera Volunteers Inc and is governed by a Steering Committee, comprising representatives from the key stakeholder groups of the project. The Steering Committee operates as sub committee of the WRRRTG, with this overarching group appointing representatives to the Steering Committee. The Steering Committee meets bi-monthly, with the WRRRTG meeting on the alternate months and includes representatives from: • Wimmera Volunteers; • Rural Access Wimmera; • Local Learning and Employment Network (LLEN); • Regional Development Victoria; • Wimmera Development Association; • Hindmarsh Shire Council – HACC coordinator; • Grampians Disability Advocacy; • Horsham Taxis; • Rural Northwest Health; • DHS – Regional representative; • West Wimmera Shire Council; and • PCP.

I.2.5 Engaging with stakeholders The project coordinator has undertaken extensive engagement with a range of stakeholders throughout the project area. This partnering approach has been acknowledged as a critical success factor of the project, with stakeholders participating in all facets of the project. Key stakeholders include: • Wimmera Volunteers Inc; • Wimmera PCP; • Wimmera Uniting Care Inc; • local shire councils including Yarriambiack, Hindmarsh, West Wimmera and Horsham Rural City; • health services, including: - Dunmunkle, - Edenhope and District; - Rural North West; - West Wimmera; - West Victoria Division of General Practice; and

- Harrow Bush Nursing Group. • Horsham Taxis; • Local Learning and Employment Network; • transport users and interest groups, including: - Hopetoun Probus Group; - Hopetoun Progress Association; - Senior Citizens Groups, including - Apsley; - Kaniva Progress Association; • Disability Services: - Woodbine Inc; and - Cooinda; and • various commercial transport providers.

The project sent a questionnaire to all households across the project area to identify transport need. They have surveyed a number of communities in the region, including Hopetoun, Kaniva, Rainbow and Jeparit about specific transport issues, and will continue to consult with these communities to implement an intra-town service.

I.3 Outcomes of the project A theme of the project is the collaborative process between stakeholders/communities and the project. This approach has meant that the community’s awareness of existing and emerging transport options has improved.

Regarding the success of the project, this is demonstrated by progress in key initiatives, such as: • the extension of the Dunmunkle Health Service bus run from monthly to fortnightly using brokerage funds from “The two community the project, with access to the service managed by the buses to Horsham are local Community Health Centre. Utilisation has essential for those that do increased (the vehicle has been fully booked throughout not drive” May and June), and anecdotal feedback from service users has been positive. The service is open to all Wimmera survey residents within the local area, but is used predominately respondent by older community members. The users are charged an $8 fee for concession or $14 full fare. The subsidy provided by brokerage funding is approximately $30-$40 a run; • the shuttle service to transport young people from Horsham to the Triple J ‘One Night Stand’ concert in Natimuk. The service transported approximately 400 people to and from the concert. Brokerage was disbursed to all shires to cover the cost of providing the free transport, totalling $4,260.45; • the Wimmera Transport Connections - Transport Guide outlines the transport options, costs and subsidies available to community members in each shire covered by the project. It was

noted that some of the information in the guides relating to services was inaccurate. This guide is to be updated and re-distributed to households across the project region; and • the project has also facilitated some service refinements, including timetable changes for the bus service from Naracoorte to Horsham that now meets connecting services.

Other initiatives have been trialled but have been less successful. These have included: • provision of transport for the ‘Wimmera Machinery Field Days’ event. Buses were provided from Apsley, Patchewollock, Kaniva and Rainbow to transport people to Horsham for the event. Coaches were utilised, except from Rainbow where spare capacity on the local Day Centre bus (21-seater) was accessed. Only 16 people utilised this service, with anecdotal evidence suggesting that the bus route was too long, the weather impacted on the decision to attend the event (according to the pilot project, it was 38 degrees and this influenced the decision to attend) and mini-buses may have been a more appropriate mode of transport; and • the introduction of a service for residents from Apsley to travel to Edenhope. This service utilised an existing commercial operation travelling to Edenhope, with a Shire vehicle made available to clients for the journey back to Apsley. The service began in July 2004, however, the return service to Apsley has not been utilised since October 2004.

It was noted by stakeholders that it was difficult to implement sustainable transport options in the project area due to the low population density and the large distance required to travel to access services. Brokerage funding was essential to providing sustainability and to provide trial/demonstration type projects. There have been two one off events where brokerage dollars have been used, however, the traditional use of brokerage funding is to provide ongoing funds for services. Brokerage has also been utilised for the printing and postage of regional transport guides, again, a non-traditional use of this form of funding.

A commercial transport operator noted that a better use of brokerage funding would be to trial/demonstrate a service over a period time, rather than on ‘one-off’ events, with guidelines in place as to what purpose the brokerage could be utilised for, and if it is being spent in an appropriate manner. Also noted was that consideration should be given to more flexible transport solutions (incorporating the brokerage funding) to ascertain whether the transport option is successful, including commercial options, not only community and/or volunteer options.

The coordinator provided feedback that the brokerage used for the ‘one-off’ events is intended to demonstrate and educate communities as to how they can use the transport resources that exist in their communities in a flexible and sustainable way.

I.4 Background information on the project area

I.4.1 Project catchment area The Wimmera Transport Connections project covers four Shires in the Wimmera region including West Wimmera, Hindmarsh, Yarriambiack and the rural areas of Horsham Rural City. See Diagram 1.

Diagram 1: Wimmera Transport Connections catchment area

The area covered by Wimmera Transport Connections has a total population of around 26,000 people (excluding Horsham), spread over 28,000 square kilometres. The project includes the following communities: • Rural City of Horsham - Natimuk, Longeronong, Dooen; • Yarriambiack Shire – Warracknabeal, Woomelang, Hopetoun, Beulah, Minyip, Rupanyup, Murtoa; • Hindmarsh Shire - Nhill, Dimboola, Jeparit, Rainbow; and • West Wimmera Shire - Edenhope, Harrow, Kaniva, Goroke, Apsley.

Table 3 provides a detailed summary of the demographic profile of the Wimmera region population. The profile is based on 2001 census data sourced from the Australian Bureau of Statistics.

The following points are noted about the Wimmera region: • there is a low proportion of young people relative to the State average in all of the project catchment shires; • consistent with rural communities, Hindmarsh, Yarriambiack and West Wimmera Shires have a higher proportion of 65+ population relative to the State average; • annual income levels closely reflect the State averages;

• Hindmarsh, and West Wimmera shires have relatively higher levels of socio-economic disadvantage than Yarriambiack according to the ABS Socio-disadvantage index; • according to the ARIA index, West Wimmera, Yarriambiack and Hindmarsh are considered remote; and • vehicle ownership, particularly for households with three or more cars, is above the State average, consistent with the remoteness of the project catchment area.

Transported related implications associated with the Wimmera region demographics and the Shire / Service geography include: • Wimmera has an older population that as a result of age and economic circumstance is confronted by transport / access requirements to both local shops and services and those in regional centres; and • the higher than average ownership of vehicles potentially reflects the lack of transport infrastructure in the project area. The transport infrastructure fails to link into other services making it difficult for the residents to access services other than via private motor vehicle.

The low-density population of the region (approximately 26 000, spread over 28 000 km sq) makes sustainability of transport services a major issue. There are only six towns in the project area with populations over 600 – Warracknabeal, Kaniva, Nhill, Edenhope, Dimboola and Hopetoun. The lack of transport services is highlighted by the fact that there are only three taxi services in the region – Horsham, Dimboola and Warracknabeal, and limited private bus services.

The region has been impacted by the drought over the last few years, with the negative impact being felt by both individuals and communities. The National Rural Assistance Scheme (a Federal Government initiative allowing people effected by the drought to access Centrelink payments) was extended to include the shires within the pilot project catchment area.

Table 3: Wimmera Transport Connections Shire demographics Hindmarsh Yarriambiack West Horsham Victoria Wimmera Rural City (without urban centre) Age 0-14 21% 22% 22% 22% 20% 15-24 9% 9% 8% 12% 14% 25-34 9% 9% 10% 11% 15% 35-44 14% 15% 15% 17% 15% 45-54 13% 13% 14% 16% 14% 55-64 11% 11% 12% 12% 9% 65+ 22% 21% 19% 11% 13% Annual household income $1-$10,350 7% 7% 6% 4% 6% $10,350 - $15,600 15% 12% 13% 5% 11% $15,600 - $26,000 24% 25% 25% 20% 23% $26,000 - $36,400 15% 16% 16% 16% 17% $36,400 - $52,000 16% 17% 17% 19% 12% $52,000 - $78,000 15% 13% 13% 20% 13% $78,000 - $104,000 6% 7% 6% 9% 9% $104,000 or more 3% 5% 4% 7% 9% Socio-economic disadvantage index ABS Index of Relative Socio Economic Advantage / Disadvantage 4 6 4 (1 = highly disadvantaged, 10 = low disadvantage) Accessibility/Remoteness Index of Australia Department of Health and Aged Care 4 4 4 3 ARIA index (1 = highly accessible, 2 = accessible, 3 = moderate access, 4 = remote) Motor Vehicles per household No motor vehicles 8% 7% 5% 3% 10% One motor vehicle 35% 33% 30% 19% 37% Two motor vehicles 35% 37% 37% 42% 38% Three motor vehicles 22% 23% 28% 36% 15% Country of Birth English speaking countries 97% 98% 97% 98% 81% Non-English speaking countries 3% 2% 3% 2% 19%

Principal Occupation (>10% of residents) White collar employment 68% 74% 70% 74% 72% Blue collar employment 32% 26% 30% 26% 28% Principal Industries (percentage of employed) Agriculture, forestry and fishing 31% 33% 50% 34% 3% Retail trade 11% 13% 7% 12% 15% Health and community services 13% 13% 9% 10% 10% Education 6% 8% 5% 6% 7%

I.4.2 Local transport services Transport services in the Wimmera region include: • V/line bus services from Bendigo or Ballarat, stopping at Rupanyup, Murtoa, Horsham, Nhill, Kaniva, Hopetoun, Rosebury, Beluah, Brim, Warracknabeal and Minyip in the Wimmera region. • Regional bus services include: - Naracoorte – Horsham regional passenger and parcel bus service (one return service daily, Monday-Friday); - Hopetoun – Horsham regional bus service via Yaapeet, Rainbow, Jeparit and Dimboola (one return service, Thursday); - Dunmunkle Health Services (Minyip, Rupanyup and Murtoa) – Horsham (monthly service, second Tuesday of month); and - Mildura – Horsham (Henty Highway coach service) via Tempy, Speed, Lascelles, Hopetoun, Beulah, Brim, Warracknabeal (Mildura-Horsham one service daily Monday, Wednesday, Friday; Horsham-Mildura one service daily Tuesday, Thursday and Friday); • Taxi operators are based in Horsham, Dimboola, and Warracknabeal in Victoria and Naracoorte in South Australia.