COMPARISON OF RETAINING THE RAILWAY AGAINST THE NATIONAL STRONGER REGIONS FUNDING (NSRF) APPLICATION FOR THE BIKE TRAIL. 1.2. Programme objective and outcomes The objective of the NSRF is to fund investment ready projects which support economic growth and sustainability of regions across Australia, particularly

disadvantaged regions, by supporting investment in priority infrastructure. The desired outcomes of the programme are: � _improved level of economic activity in regions;

� _increased productivity in the regions;

� _increased employment and a more skilled workforce in regions;

� _increased capacity and improved capability of regions to deliver major projects, and to secure and manage investment funding;

� _improved partnerships between local, state and territory governments, the private sector and community groups; and

� _more stable and viable communities, where people choose to live. Not all projects will be able to contribute to each desired outcome, however collectively the projects will meet the NSRF objectives and desired outcomes.

5.1. Assessment Criterion 1: The extent to which the project contributes to economic growth in the region The Applicant should demonstrate how the project contributes to economic growth in the region. Economic benefit relates to those benefits generated by new or improved infrastructure, and can be described in terms of the ability to generate additional income through more efficient use of resources and improved trade opportunities. Economic benefits can include, but are not limited to: � _more efficient use of resources;

� _increases to productivity or capacity;

� _the creation of direct and indirect employment, beyond the construction phase of the project;

� _increases to output, exports and import replacement, or market share;

� _increases in industry and economic competiveness, including by reducing costs;

� _more efficient supply chains, including through more efficient transport networks;

� _diversification of the industrial base and local businesses;

� _increases to capability to access funding and deliver a project of a significant size and scale;

� _use of local and nationally produced goods and services, where it is appropriate and cost effective; and

� _the extent to which the project halts a mooted or foreseen decline in a region, or otherwise stems a decline in employment, operating businesses, output or population.

Economic growth also delivers social and community benefits. Applicants may describe how their project enhances the public good in the medium5 and long6

term. These benefits should be quantified and supported by evidence. A Cost-Benefit Analysis supporting the Applicant’s case will be highly regarded, particularly for projects seeking grant funding of more than $1 million. Statement in funding document Railway comparison Details

The Project is a major tourism and recreational product for local and visitors alike that will bring significant outcomes for Northern Tasmania in terms of employment, a sense of community and economic gains in business development, diversification and sustainability.

There is already an established rail trail from Scottsdale to Tonganah. No demonstrated employment with the existing trail. The community is opposed to the trail.

The NE Railway is 95% ready to be used using rail infrastructure valued in excess of $40mill that is in place and not required to be financed by government. To establish a heritage railway will create employment and training opportunities indefinitely for Work for the Dole and local people as well as volunteers within the community. The volunteers will experience all health and community benefits associated with volunteering in the men’s shed movement. Work for the dole have already expressed support for a scheme, placing up to 30 long term unemployed on the ground to open the railway for tourist use.

The rail corridor in the NE has been non-operational for around 20 years and passes through pristine wilderness, quaint villages, and diverse picturesque farming land including award winning vineyards.

This poor example of basic mathematics is indicative of the rest of the grant. Tourist train operations were on this line in 2004.

This line did not close to commercial traffic until 2004. It was kept in full maintenance pending the possible reopening of the pine mill at Scottsdale for around 3 years. Total time since maintenance stopped on the line is about 10 years not the suggested 20 years.

Don’t disagree, however the rail corridor will now be available to a wider demographic and for everyone to appreciate the assets of the region.

Based upon the findings of the independent economic analysis by TRC, commissioned by Northern Tasmania Development (see NTD 2014), 23,000 visitors (local, interstate and international) are estimated 5 years post construction and this will grow to 35,000 trips after 15 years. Rail trail tourism will bring an estimated $3.5 million per annum to the region five years post construction with flow on impact to the state as a whole by $6.8 million per annum and will also increase gross state product (GSP) by $3.3 million per annum.

Where have these figures come from ? The ratepayer base of Northern Tasmania is 5,000 people. There is a fear that the rates will be increased to pay for and maintain this bicycle track. Claims that “tens of thousands’ support the scheme? On this rate base. Yes we agree there will be a significant increase in tourism, this is happening anyway and not as a consequence of a new bike trail.

The Launceston and North East Railway have 2.5million in private written pledges to upgrade the railway and establish tourist rail operations Tourist rail passengers will be paying to sustain the operation indefinitely unlike the rail trail users who ride the tracks for free. There is potential to establish a trade training centre in Scottsdale to cater for 23 different areas of railway related positions. This will create jobs and employment opportunities in a region which has been hit hard with forestry and industrial downsizing. This has the backing of the Vice Chancellor of the University of Tasmania. The Heritage Council of Tasmania has established a fund for tax deductable donations. A conservation management plan is the first project the funding will be used for. They do not want to see the railway heritage of this line destroyed. The rail trail proponents state on the bicycle network website that the heritage of the line is the corridor – they have a very narrow view of the

recognised best practice of preserving form and function for a heritage asset like this.

This level of economic activity is estimated to support 40 FTE’s 5 years post construction and at 15 years post construction 67 long term FTE positions to 83 FTEs (plus additional skills outcomes) are estimated and will be spread across various trades and service industries such as accommodation and food that are both directly and indirectly related to the impact of the project (NTD 2014 p19). The economic impact fifteen years post construction is estimated to be $11.2 million per annum, and GSP by $5.4 million per annum (NTD p.16).

Therefore, economic and activity quoted is as a consequence of increased visitation not as a consequence of a bike trail. The Railway will have similar economic impacts. An EIS should be prepared for the broader benefits of Railway vs Trail for our community to accurately establish the correct direction before the railway is destroyed by the rail trail NSRF funded project.

The railway will bring more visitors to the region not just locals using a rail trail. National experience is that tourist railway operations draw heavily – over 50% on the higher yield interstate and international tourist segments. Cycle tourism is now flat (Tourism Tasmania Visitor Survey)

The economic contribution of this rail trail will continue to grow with existing and new business development opportunities.

Similar with the railway. Opportunities with rail include fine dining trains, music trains, murder mystery trains, accommodation packaging, bus tour packaging etc. all of which taps into and supports non rail businesses.

Entrepreneurs have already indicated that they would open longer hours and employ more people and provide additional services, products and experiences (Letters of Support). Experience on other Rail Trails shows that increased visitation brings new and innovative tourism ventures in proximity to rail trails such as cafes, bicycle hire, accommodation, food, bicycle tours (Clare Valley Riesling Trail p.15, 17 Letters of Support).

This was the entrepreneur that wrote the proposal who has businesses in the Lilydale township that are for sale. The rail trail from Scottsdale to Tonganah has not seen any new tourism ventures and has been operating for 2 years. The Australian mainland has a much higher population base that can put their bike on the back of the car and drive out of Melbourne for a low cost

Business people and private investors have contributed over $2.5million in pledges to the heritage railway project.

Train timetabling will ‘deposit’ passengers to allow for increased visitation and spend. The railway business plan is presently being prepared by Eamonn Seddon of OnTrack Consulting. Eamonn was the past General Manager of the Westcoast Wilderness Railway and the Puffing Billy railway. This will be available in

weekend out. about 3 weeks.

The NE Region is well connected to the rest of the state and mainland Australia through existing transport infrastructure and Launceston provides key regional infrastructure, facilities and services. The physical location of the project contributes to an existing touring route from Launceston to Scottsdale and the surrounding communities, allowing for increased expenditure and many businesses which are struggling due to the economic downturn of the region will benefit from an increase in tourist numbers.

The only route from Launceston to the NE of Tasmania is the main road used by NE Commuters. The NE has existing bike trails and a dirt bike experience in the township of Derby. The rail trail would not be catering to this type of rider. Taking the train to Scottsdale will add a new experience and packaging opportunity for mountain bike riders establishing a point of difference to other rail trails! A tourist rail experience then rail trail from Scottsdale to Derby.

The existing touring route will still be used as Lilydale becomes the departure point for operations. The rail would create an experience for everyone. Attempts have been made to work with the Dorset Council to carry bikes on the train but to no avail. It is intended when Tasrail allow passenger trains on its mainline network again that trains will depart Launceston for Scottsdale providing a safe connection to the rail trail head. The existing bike path proposal starts from Turners Marsh some 20km away from Launceston on busy narrow roads

With its clean and green image, the Project will help position NE Tasmania in the nature based all year round tourism experiential market including food, wine and historic heritage in the region (Strategic Planning Northern Tasmania). A study of three Victorian rail trails (Beeton 2009) showed tat recreational cyclists are a high yield and high spending market and typically stay longer; the average spend per visitor is $244 per day

It is impossible to compare cycle trails in Victoria to Tasmania. The ease of access and the high populations makes any tourist product a success. Apart from Denison Gorge and the townships of Lilydale and Lebrina, cyclists will be confined to a 20 metre

The railway will provide an opportunity for all users to experience the wilderness of the NE. Rail tourism in Tasmania has increased at a greater rate than bicycle tourism. (Ref. Tourism Tasmania visitor figures)

and with indirect expenditure on accommodation for example this figure is $447 per person per day. The growing soft adventure/slow tourism market of the rail trails experience definitely boosts tourist numbers and increases visitor spend.

wide corridor, bordered by people who strongly oppose their presence and who will certainly not be offering them facilities or respite. 95% of the length of the rail line is bordered by private property.

Cycle Tourism is decreasing, the only gain being that of Mountain Bike Trails, not rail trails Tourism Tasmania Visitor Figures

In Tasmania alone there are 44,600 cyclists over 15 years of age which equates to 11.1% of the population and 154,700 people who participate in walking (excluding bushwalking) which equates to 38.4% of the population. (Business Case p.11). The demand for new and interesting places for recreation which this Project will meet appeals to a broad range of markets including families with children as well as mobility impaired individuals. The trail can also leverage off the existing 90kms network of mountain bike trails in the NE making the region a truly competitive tourism and cycling destination plus attracting further investment in the region and resulting job creation.

These figures are for the whole of Tasmania. How will families with children and mobility impaired individuals cycle 65 kms. Once the ‘rail trail’ is entered there are large distances involved before one can exit the trail. Why would you want to leverage off 90kms of mountain bike trails – they are separate markets. It is constantly stated that the North East is already a highly competitive cycling destination.

The heritage railway will provide diversification for the NE and appeal to all markets not just bike riders. Many riders interviewed have indicated that they would enjoy the train trip and ride the rail trail from Scottsdale to Tonganah which is already in place. There is a need to diversify the tourist product.

The economic benefit to society of getting an inactive person to walk or cycle is calculated between $5,000 and $7,000 per year. A well-built, well planned trail that is set in an attractive environment will actively encourage people to exercise more. A related emerging economic issue is the migration of people away from the North Eastern region due to the social and economic impacts associated with the industrial downturn.

Building a cycle trail will not get a person to be active and exercise more. Those that chose to cycle have plenty of alternatives within the area that are currently under utilised.

A tourist railway will help alleviate industrial downturn as it attracts more visitors and upskills and improves morale of the local residents. Overwhelming local support is for the railway to be re-opened. The local radio station 7LA Brian Carleton undertook an independent survey showing that 72% responded in support of rail.

There have been numerous public meetings and petitions all of which demonstrated wide public support for the rail project If there is a requirement for rail in the future – it is there.

The success of the Project is measured by increased visitation and economic activity will contribute to the requisite liveability and community resilience to mitigate and ultimately reverse this migration trend. The assumption for the response to this issue is supported by research undertaken by the Tasmanian Government, that for every $1 invested in sport and recreation infrastructure, the community receives $4 in return through health, participation and other related benefits (Value of Sport and Recreation to Tasmania).

This project will diversify the tourist product for the region. It will bring the community together. It will create jobs and employment opportunities in many areas.

5.2. Assessment Criterion 2: The extent to which the project supports or addresses disadvantage in a region Projects should support disadvantaged regions or areas of disadvantage within the region. Applicants should demonstrate that both their region (or part thereof) is disadvantaged and the project will address this disadvantage. There must be a direct relationship between the project seeking funding and the identified region or area of disadvantage. Evidence to demonstrate both the relationship and benefits of the project is encouraged. To demonstrate disadvantage, Applicants may wish to consider using some or all the following indicators: � _the Socio-Economic Index for Areas (SEIFA Index), which is published by the Australian Bureau of Statistics;

� _unemployment data, average income and average weekly earnings, number of welfare recipients and single income families;

� _population change, including significant population increases and decreases;

• _age of the population, percentage of the population from a non-English speaking background, percentage of the population from Indigenous or Torres Strait Islander backgrounds;

� _impact of restructuring or structural change, impact of climate change;

� _distance from and ease of access to major service, trade and employment centres;

� _price of housing and rents, availability of housing; or

� _education standards and skill levels of the population.

North East Tasmania is a regional economy facing significant and complex issues including the impact of an ageing population and socioeconomic disadvantage; low income, low educational attainment, high unemployment. Currently Dorset LGA has the highest unemployment rate (9.2%) in Tasmania, well above the state-wide rate of 7.1%. General literacy levels are also low with only 43% of the population aged 15 to 64 years who have educational attainment post year 10.

Impact of an ageing population and socioeconomic disadvantage

The ageing population are able to participate in train travel – why should they be disadvantaged by not being able to ride a bike. Surely this demographic should be entitled to enjoy the North East region as well as active bike riders. Other benefits of a community driven tourist rail project have been outlined above.

The median weekly household income is $733 compared to the rest of Tasmania at $948. The population has declined from 7,214 (2006) to 6,826 (2013) and 50.3% of the population is over 45 years of age up from 46.4% in 2008. (ABS Regional Statistics, Tasmania 2011). The population and wealth of the economy of Dorset LGA is clearly in decline, and the research has demonstrated that there is a correlation between relative lower socio economic status and poorer health outcomes. 34% of the adult population living in Dorset are obese while only 16.4% of Dorset adults report that their health is poor or fair, compared with 19% for the state average (Heart Foundation, 2014).

What is the correlation between relative lower socio economic status and poorer health outcomes? 34% are obese – exceedingly high figure and where have these figures come from?

As outlined above the community driven tourist rail project will have all the benefits of volunteering akin to the well documented benefits of the Mens Shed Movement.

The provision of a trail infrastructure that is accessible and at no cost to the user will make choices easier to engage in walking and cycling and will help reverse the high risk factors such as diabetes and heart disease thus providing significant cost-benefits to society and our health system. Another significant indicator is that 70.1% of those on welfare support (Newstart Allowance)

How does a cycle trail will reverse the high risk factors of diabetes and heart disease. There are plenty of alternatives available.

Everyone can ride on the train. The economic advantage is the visitors are putting value back into the region directly when they buy train tickets, souvenirs, tour packages etc. They will also stay in the region longer benefitting accommodation and eateries.

have been receiving payments in excess of 365 days. Between 2008 and 2010, Tasmania’s forestry industry experienced a 33.3% downturn in employment and the impact of this downturn was particularly significant for the Dorset lGA (Select Committee Submission 2013 p.7).

The region has been undergoing significant structural adjustments from a heavy reliance on resource commodity production; forestry, manufacturing and agricultural and transitioning to a more diversified economy with an emerging service-based economic platform.

The impact of job loss severely affects the capacity of young families to stay in the region, work live and invest. This is reflected in lower school enrolments and the capacity of the region to maintain and service community infrastructure; clubs and health service provision.

The establishment of a trade training centre in Scottsdale will assist in reversing the trends indicated in the proposal.

The project will help Dorset to transition its economy by stimulating new activity and will leverage new private sector investment and job creation. Similar trails, such as the Otago Central Rail Trail in New Zealand and the Murray to the Mountains Rail Trail in Victoria, attracted up to 45,000 people a year and had created hundreds of jobs (NTD 2014). There is strong evidence to suggest that the NE Rail Trail and cycle tourism will bring economic benefits with associated social benefits resulting in regional communities that are vibrant and reinvigorated. The project will create employment and training opportunities for disadvantaged job seekers in the region also reversing the impact of the migration of

Dorset is a region that is strong in farming – it will not transition due to a cycle trail going through their properties. An appeals process by farmers, which will result from a decision to destroy the $40mill asset. It will be ongoing and be very expensive. Cannot compare to other trails as they have a much higher population base as a feeder. Training opportunities in what?

Of the 113 properties surveyed along the line between Karoola and Wyena only 4 indicated that they wanted a bike trail. Each property was physically visited in July 2017. The strong evidence of a vibrant and reinvigorated community. With a huge percentage of the community against the bike trail this is a misconception. The community is divided frustrated

people especially the 20-44 year olds away from the NE. and disillusioned.

During the two year construction phase it is estimated that the Project will support 7.8 full-time equivalents (FTEs) positions and with the project increased economic activity across the region 40 FTE’s 5 years post construction, with 67 to 83 FTEs 15 years post construction. Most of these jobs would be created within the region (85%) and spread across existing and new businesses along the length of the trail such as cellar doors, accommodation, food services, specialty boutique and farmgate produce and secondary services such as transport, package operators, bike hire and guiding services for example.

7.8 full time equivalent for 2 years to pull up the railway. A railway that is 95% ready for use. It will cost more to destroy the rail than it will to reopen it as a tourist railway. Don’t disagree with FTEs post construction, these would be created with a railway as well.

The railway project will bring together the community in volunteerism. The creation of a trade training centre in Scottsdale will empower the community with jobs. Families will move back to the area and this will create a community. Rather than being a town where tourists pass through there will be a reason to stay.

There is significant communal benefit to rail trails in regional areas; increased employment, the boost to morale, sense of pride in community, social interaction and significant health benefits. The overall well-being and liveability of the small townships and communities in the NE region will be both positive and profound. The NE Rail Trail will be one of Australia’s leading Rail Trail experiences within a context of beautiful scenery and showcasing the natural and cultural heritage values of NE Tasmanian farming activity and social history.

Increased employment in what? Boost to morale when people in the community do not want the bike track? Health benefits to an ageing population that do not ride bikes The creation of a rail trail where bike riders and walkers are the only ones who see it is totally discriminatory.

There will be no boost to morale if this cycle trail goes ahead. The majority of landowners (113/4) along the line do not want it. It has already created a community that is divided and angry. The heritage railway experience will be available to everyone in all weathers. The bike track will only see sporadic use on fine days

5.3. Assessment Criterion 3: The extent to which the project increases investment and builds partnerships in the region Partner contributions ensure that the benefits of the Australian Government’s funds are increased. Applicants should seek to attract contributions which are

additional to the required 50 per cent matching funding. Both cash and in-kind contributions will be considered against this criterion. The extent and nature of partnerships, including those of a non-financial nature, formed to develop and deliver the project will be considered under this criterion. Sustainable economic growth is underpinned by partnerships with and between governments, industry, representative organisations, the community, the education and training sector, the not-for-profit sector and philanthropic organisations. Partnerships can ensure proper planning, and support increases to the capacity and capability of the region to deliver major projects.

The positioning of Dorset as a cycling trails destination is a key outcome and the NE Rail Trail Project is the missing 70km link to the existing trail network which will arguably become the most extensive, multi-purpose network (200 kms) in the world, catering for all ages, groups and levels of difficulty from the gentle gradient of the NE Rail Trail (0%-3%) to the more technical and advanced levels of the North East Mountain Bike (MTB) network. Dorset Council is the lead agency for cycle tourism in the region and has been proactive in positioning the NE as an iconic cycle tourism destination and has worked closely with Northern Tasmania Development, an organisation owned by the 8 local councils in Northern Tasmania who will provide support in administration and coordination of the Project and the Steering Group. Tourism Northern Tasmania and Tourism Tasmania for assistance in the marketing and promotion of the NE Rail Trail (Letters of Support). A legal agreement will be entered into with the Tasmainan Government whereby the North-East Rail Corridor is made available to the Dorset Council (Letters of intent).

The massive contribution of tourist heritage rail to other states is well documented. The demand for an attraction such as the Yarra Valley Railway is evident with Puffing Billy experiencing 500,000 visitors per year. While Puffing Billy is a narrow-gauge railway accommodating 300 people per trip, at completion, the Yarra Valley Railway will comprise five carriages accommodating 700 people per trip. The Yarra Valley Railway will also have the capacity to meet increased demand through the provision of eight carriages where required.

Partnerships have been created with the railway community and the farming and rural community and the NE residents. The community itself wants to make the difference to its own future. The Community overwhelmingly wants to have the heritage rail restored. A guidance partnership has been created with the Yarra Valley tourist and heritage railway in Victoria. Yarra Valley currently runs a tourist train over 8 kms of track to Healesville and has positive cash flow of $150,000 per year. It presently carries over 20,000 passengers on weekends and special running days. The tourist and heritage rail sector in Victoria carried over 800,000 people and is growing at 10% per year. None require support once completed. The passenger profile is more diverse than any other tourism product and there is unprecedented growth from international visitors especially from China.

The project has strong community and stakeholder

support both within the NE community and the This is an incorrect statement Other partnerships are with Tasmanian

Association of Tourist Railways, Derwent

cycling community as a whole (Letters of support). A Steering Group of key stakeholders; proven business people, Dorset Council residents and community leaders from Launceston to Scottsdale has formed an incorporation to manage the project and provide guidance to Council on issues that relate to the Project and meet regularly to ensure that the project will be delivered on time and on budget.

Valley Railway, Don River Railway, Steamfest. Tourist and heritage railway for Tasmania could eventually be the biggest tourist drawcard for Tasmania.

Fears and concerns of the local

community have been recognised and

addressed. (Consultation Strategy).

There was no consultation with the

property owners along the line.

The movement of cyclists through their properties is going to restrict their ability to farm. There are problems with biosecurity as well as safety of farm machinery and property. A major concern is the future sealing of the track that would allow motorised vehicles to use it.

A survey of 113 properties along the line, 109 indicated that they wanted the railway to remain for use by tourist and heritage rail. The farmers are very distressed about the requirements that they will have for fencing their properties to retain their safety and privacy. They have a living to earn and are very concerned about the projected number of cyclists that will be travelling through their farms.

As a result of various multi session consultations, sustainable partnerships have already occurred with various stakeholders; government and non-government organisations at both local and state level, community

organisations, business owners, adjoining land

owners, user groups, and the host communities.

Discussions with Parks and Recreation of Launceston City Council are in progress regarding the intentions of the Council to upgrade the facilities of Lilydale Falls which will run concurrently with the Project thereby contributing to the value of the amenity and the Rail Trail Experience. Natural Resource Management (NRM) is another organisation which has pledged support by providing advice on land management and conservation

The stated discussions with adjoining landowners and host communities have been proven not to have taken place. As previously mentioned the rail proponents have interviewed all adjoining land owners.

Since the announcement of the funding 4 community meetings have been held each with attendances of over 200 people. More are planned. The region does not want to have the railway valued at $40mill removed. The State Government has recognised that there is a lot of support for the railway and is currently undertaking a $50,000 feasibility study.

issues; programs for weed control and monitoring, buffer zone plantings, ‘Green Army’ to undertake maintenance services including the native revegetation requirements along the trail, additionally providing job skills training outcomes (Letter of Support). The project is also supported by various proposed businesses that intend to make investment decisions on the basis of the project. (Letters of Support). Existing community entrepreneurs are likely to capitalise on opportunities and provide additional services, products and experiences for the trail visitors such as transport, merchandise, accommodation or provisioning and guiding services. The townships are already engaged and feeling empowered in discussing the opportunities that this project will bring such as the linking of the Rail Trail experience with local community festivals and regional events such as Lilydale Market, The Bridport Cycle Challenge, Great Tasmanian Bike Ride and Blue Dragon MTB Challenge (Letters of Support). The interaction of visitors and the host communities can increase the sense of pride in the local community of their assets and already this is evident through community engagement and the excitement that has already been generated in the Project.

The townships are not empowered. They are angry and don’t want bikes in their town at the expense of the tourist rail opportunity. The Lilydale market is held once a month. The Bridport Cycle Challenge is one day once a year. The Blue Dragon MTB challenge occurs every 2 years. It brings in 5,000 people over a 4 day period. This is not sustainable for the whole year.

The residents and farmers at Lilydale are assisting with the refurbishment of the rail car which has already been purchased. The railway will operate at all times of the year regardless of weather conditions. Again – cyclists will only be fair weather tourists.

Once the NE Rail Trail is constructed the management will evolve into a full commercial model as has been the case with other trails such as Otago Rail Trails in New Zealand (NTD. 2014) under the auspices of North East Trail Association Inc. (NERT Maintenance Funding Strategy).

The Chairman of the Federation of Rail Organizations New Zealand outlined to us that no railways have been specifically demolished to make way for cycle trails – they all used corridors long ago abandoned. Furthermore the proliferation of bike tracks is seeing numbers on the older established trails

The train will operate under the management of the Launceston and North East Railway and follow the Yarra Valley project as a role model. The salary for a railway project manager has been pledged for a year.

decline.

There are no planning limitations, such as zoning or other issues. Evidence of this is the attached Planning Permit which was recently issued for the Scottsdale to Tonganah portion of the rail trail and will be constructed by the Scottsdale Rotary Club once Tasrail completes decommissioning the line in 2015.

The State Government implemented a new bill to parliament to allow the use of the rail corridor for another purpose. This bill had 53 amendments in the upper house to accommodate tourist rail use as the bill was so heavily skewed to cyclists that it did not even consider tourist rail use on abandoned lines in Tasmania to which the bill related. There will be major planning issues as the act requires planning approval to be obtained for the bike track. Predominantly adjoining landowners are vehemently opposed to the bike track and they will fund a significant legal battle as part of the planning appeals process. The line beyond Scottsdale to Tonganah was removed and has been operational as a rail trail for 2 years. Even with rail intact this section was

The Strategic Infrastructure Corridor Act now requires the State Government to ensure that the rail corridor is not suitable to be used for rail purposes. There has been no interactive consultation by the Dorset Council with the Launceston and North East Railway. The State Government could hand the management of the railway over to the Launceston and North East Railway via a lease. No planning approval is required to operate the railway under existing planning use rights.

not contested as useful for the tourist rail operation.. There will be major planning issues and costs to State Government arising from the land owners along the line. This line has been removed and has been operational as a rail trail for 2 years.

6. Decisions 6.1. Advice from external parties The Department may request advice on applications from state and territory governments, other Australian Government agencies, independent experts and other external parties. Advice will be requested on, but not limited to, the history of the Applicant in delivering projects, viability of the project and Applicant, the extent to which the project aligns with or delivers priorities in state and territory plans, confirmation of funding contributions and impact of the project on the region. 6.2. Value for money Value for money is achieved when the processes, actions and behaviours employed by the Australian Government and Grant Recipients result in public resources7 being used in an efficient, effective, economical and ethical manner. The NSRF seeks to promote value with relevant money by selecting for funding, those projects that: � _have met all of the published eligibility requirements;

� _have demonstrated the greatest relative merit in terms of the published assessment criteria;

� _involve a reasonable (rather than excessive) cost having regard to the quality and quantity of deliverables that are proposed; and

� _have a risk profile that is acceptable to the Australian Government, with any identified risks able to be efficiently and effectively managed. Value for money will also be considered on an ongoing basis during and after the delivery of the project, including by ensuring that Australian Government funding is expended and acquitted in accordance with contracted requirements and all other conditions of funding are met, and through monitoring and evaluating the extent to which a funded project achieves its objectives and contributes to the outcomes of the NSRF. 6.3. Decisions on projects to be funded Following an appraisal of the application, the Department provides advice to the Ministerial Panel on the individual and relative merits of each application and whether, based on its analysis, funding the project would be a proper use of public resources. Copies of each application, supporting documents, outcomes of the Department’s appraisal and any other information which the Department considers relevant will also be

provided. The Ministerial Panel will consider the advice of the Department and supporting information, and make decisions on projects to be funded in consultation with the National Infrastructure Committee of Cabinet. In addition to the application, supporting material and outcomes of the Department’s appraisal, the Ministerial Panel and the National Infrastructure Committee may take other factors into account when making decisions on projects to be funded, including: � _the broader regional reach of the project;

� _other similar existing or planned infrastructure in the region to ensure that there is genuine demand and/or no duplication of facilities or services;

� _other infrastructure or planned infrastructure projects in the region, and the extent to which the proposed project supports or builds on those projects and the services that they offer.