Richmond Vale Rail Trail

Supporting the Richmond Vale Rail Trail

The Trail: The Richmond Vale Rail Trail (RVRT) will be a multi-purpose, shared pathway, 40km long (with all connections), typically comprising a 3m wide sealed pavement. The Newcastle LGA section will run from Shortland to Tarro and from Hexham to Lenaghan (Pambalong Nature Reserve), with Fletcher and Minmi connections. The Lake Macquarie and Cessnock LGA section will run from Stockrington to Kurri Kurri (Log of Knowledge Park).

Submissions for the Cessnock City Council – Richmond Vale Rail Trail (RVRT): Review of Environmental Factors (REF) for Western Trail Section (“Stockrington to Kurri Kurri”) are now closed.

Thankyou for those that provided a submission.

Extracts from RVRT Supporters’ Group Submission about the Western Section of the Trail

The 32km RVRT (40km with connections) will be a continuous off-road shared pathway running from Shortland (near the Hunter Wetlands Centre) to Kurri Kurri (Log of Knowledge Park), connecting four LGAs (Newcastle, Lake Macquarie, Cessnock and Maitland). The trail runs primarily along the former Richmond Vale railway alignment, as well as utilising Hunter Water Corporation pipeline corridors (e.g., Shortland to Tarro segment and Fletcher connection). It will be a multi-purpose trail, supporting a broad range of user groups. The Hunter and Central Coast Regional Planning Panel (PPSHCC-55) granted planning approval in December 2021 for the initial 13km (coastal wetlands) Eastern Section of the RVRT within Newcastle LGA (‘Shortland to Hexham Junction and Minmi/Fletcher’) - see Figure 1 below.

The 17km Western Section of the RVRT within Lake Macquarie and Cessnock LGAs (‘Stockrington to Kurri Kurri’) is identified as a ‘road infrastructure facility’ under clause 2.107 of the State Environmental Planning Policy (Transport and Infrastructure SEPP, 2021) – see Brown Line in Figure 1 below. Consequently, a Development Application is not required, with a comprehensive Review of Environmental Factors (REF) considered to be appropriate, under Division 5.1 of the EP&A Act.

The REF [March 2022] presents Concept Design Plans for the Western Section (Appendix A), together with key trail features and benefits, environmental assessments, legislative and management considerations, and potential mitigation measures. Based on the feedback received and other considerations, the two Councils need to separately determine whether this current RVRT proposal should proceed largely as outlined in the REF.

Please note that the detailed RVRT Supporters’ Group Submission is available for viewing here or download here.

Figure 1. Western Section of Richmond Vale Rail Train (RVRT) [Brown line] and recently approved ‘Legs’ within Eastern Section (December 2021)

Western Section Trail Features (Preferred Options):

Typically, the path within the Western Section will have a 3m wide flexible sealed pavement (e.g., granular material overlaid with asphalt or concrete), primarily following existing disused rail alignments (Lake Macquarie LGA: 2.7km; and Cessnock LGA: 14.4km).
Restoration and repair of three Historic brick Railway Tunnels (two in Lake Macquarie LGA).
Improved access to conservation areas - As the majority of the trail is on publicly owned land (Crown Lands, NPWS), over time, there will be enhanced public access to Pambalong Nature Reserve, Stockrington & Werakata State Conservation Areas; appropriate access agreements and operational plans will also be negotiated with all landowners, together with mitigation measures, where required (e.g., fencing, screening, signage, management measures).
Construction of new concrete bridges and demolition of existing dilapidated timber bridges (and possible repurposing): 15m two-span bridge at Surveyors Creek; 70m single-span bridge at Wallis Creek; and diverted short culvert crossing at Werakata Creek.
Four at grade local road crossings: Dog Hole Road, Stockrington; Quarry Access Road and Hunter Expressway construction yard (off George Booth Drive), Richmond Vale; and Pokolbin Street, Kurri Kurri.
Provision for new car parks, other amenities (e.g., toilet and shelter areas, bike facilities, water fountains, potential picnic sites), and construction related facilities (e.g., compound and stockpile areas) at various access points (illustrated in REF Figure 3-1), together with some exploration of additional access locations within Stockrington State Conservation Area (e.g., Mid-trail Precinct).
Plans to build a high quality shared trail will also be advantageous from a variety of perspectives: minimising ongoing environmental impacts; encouraging a wide range of users, including those with reduced mobility; and reducing longer-term maintenance costs to Councils and other stakeholders.
Potential negative impacts on the local environment and adjacent properties are also considered to be relatively minor and manageable, mainly because the RVRT uses existing embankments and previously cleared areas.
Importantly, initial development approval for this trail section will add to previous approvals within Newcastle LGA, helping to facilitate integrated trail development across the Hunter Region; after all, the many regional benefits of the trial will only be fully realised when all of the key segments are in place.
A trail construction timeline of approx. 12-18 months is currently anticipated (after receipt of required funding).

Unique Features (Whole Trail)

In evaluating the merits of the RVRT, consideration needs to be given to the unique features of the whole trail, and to the opportunities and benefits that will arise from developing the whole integrated 40km trail – and for all user groups (not just cyclists) – both in the short- and the long-term.

As detailed below, there are several inter-related aspects of the RVRT that set it apart from other rail trails and greenways - and which, over time, are likely to contribute to increased patronage, return visits, and a stronger sense of community and regional ownership.

Landscape Diversity:

The RVRT traverses a wide variety of landscapes and ecosystems, over a relatively short distance. Visitors will be able to travel from coastal wetlands, through nature reserves and conservation areas, visit historic tunnels in forested semi-mountainous areas in the vicinity of Mt. Sugarloaf, and then travel through rural locations to visit regional towns. According to Callum Vizer’s research report in the ‘Towards the Richmond Vale Rail Trail’ book (2017, Tom Farrell Institute for the Environment [TFI], University of Newcastle), the trail ‘… passes through sixteen distinct vegetation communities, the majority of which are dominated by intact native vegetation’, which add significant value to the RVRT through its ‘… scenic beauty, biodiversity values and provision of opportunities for conservation related recreational activities’. These features stand in marked contrast to many other Australian rail trails, which, while they might be longer, tend to travel through more uniform and cleared landscapes, often along disused public rail corridors that once connected relatively remote towns.

Conservation Conduit:

Related to the above, and as noted in Appendix G (page vi), ‘… Establishment of the RVRT will provide a unique conduit for accessing the region’s varied ecosystems, … which will encourage longer-term development of other local walking trails, further social/recreational infrastructure investment, and associated educational and environmental programs. It will also stimulate long-term development of related recreational, educational and environmental programs’.
The critical aspect of this conservation conduit is that ‘… the RVRT passes through or nearby to several high conservation value areas that have previously been largely inaccessible to the general public’.

Most of the Newcastle LGA section of the trail traverses land with high conservation value, including coastal wetlands, national parks and reserves; the only exception being the urban component within Shortland. Indeed, there are at least five regional resources in close proximity to the Eastern Section of the RVRT: Hunter Wetlands Centre; Hunter Wetlands National Park; Pambalong Nature Reserve; Stockrington State Conservation Area; and Blue Gum Hills Regional Park. The Western Section of the trail is equally as well endowed with high conservation value areas, including Stockrington, Mt. Sugarloaf, and Werakata State Conservation Areas.

Corridor Blend, Community Connections and Other Linkage Opportunities:

Another unique aspect of the RVRT is its blending of railway alignments and pipeline corridors to maximise potential community connections and trail use opportunities. More importantly, as noted in Appendix G (Section 2.2.8), the trail ‘links both old and new suburbs with varying characteristics’, providing ‘equitable access for residents with varied socio-economic status’.

Unlike most Australian rail trails, the RVRT also links metropolitan and rural areas. There are also substantial opportunities for the RVRT to become the hub (centrepiece or spine) within a network of regional community pathways. An extension along the Minmi alignment to the popular Blue Gum Hills Regional Park is proposed, together with connections to planned housing estates and onwards to Lake Macquarie LGA. To the southeast, future connections can be made to the University and the wider Newcastle Cyclesafe Network. To the northwest, a variety of connections can be made to locations within Maitland LGA. Westerly extensions further into Cessnock LGA are also contemplated. For example, the Cessnock Trails Strategy (May, 2020) includes a ‘Cross-region Connectivity Map’ and a ‘Trails Network Vision Map’. The latter includes five overlapping zones: Heritage and Conservation (which the RVRT sits within), Hunter Gateway, Wine Country, Outdoor Adventure, and Wilderness Zones. Local connections from Log of Knowledge Park to Kurri Kurri town centre will also facilitate exploration of attractions such as the town murals, Col Brown Rotary Park, and the new Pit Pony statue. Ten Points of Interest within the Western Section of the RVRT are further highlighted in Figure 2 below.

Decades of Preparatory Public Infrastructure Spending:

Preparation of the EIS and REF (for the Eastern and Western Sections of the RVRT, respectively), and the numerous supporting studies, have taken considerable effort over the past 5 years, and cost several hundred thousand dollars. However, as detailed below, this is only a fraction of the tens of millions of dollars of Federal and State monies that have effectively been spent on preparatory public infrastructure during the past three decades - just to ensure that the trail and its environs were protected and that the RVRT remained a real possibility.

The substantial tunnels under Lenaghans Drive and the M1 Pacific Motorway were expressly built to protect the Richmond Vale railway alignment; with that section of the M1 opening in November 1998. Likewise, Pambalong Nature Reserve (gazetted in December 2000) comprises ‘former farmland acquired by the Roads and Traffic Authority’ (Pambalong’s Plan of Management 2006) and thoughtfully protected and improved.
Extensive work was also undertaken during construction of the Hunter Expressway (opened in March 2014) to protect two of the Historic brick Railway Tunnels (Tunnels #1 and #2), including laser monitoring.
Providing access to the eastern and western sections of the Stockrington State Conservation Area (SCA), and concurrently to the RVRT and its affiliated walking tracks and facilities, necessitated construction of a bridge over the Hunter Expressway at Seahampton Road (to access the eastern SCA section) and a tunnel under the Expressway to allow continued use of the ridge road off George Booth Drive (which previously serviced Daracon’s Buttai quarry, but which will become a major entry point to the western section of Stockrington SCA).
Twin viaduct bridges within the Mt. Sugarloaf range section of the Expressway (40m above the forest floor) also serve to protect flora and fauna, as well as facilitating ongoing walking access to these areas and to the RVRT.
Recent State Government planning for the M1 Extension to Raymond Terrace and the Lower Hunter Freight Corridor (LHFC) has also actively protected the RVRT route (see next section).

With all of this preparatory public infrastructure spending, it is essential that we draw on the decades of positive RVRT related planning and finish the job off by making the RVRT a reality!

Figure 2. Western Section of Richmond Vale Rail Trail (RVRT) Ten Points of Interest

Likely RVRT Benefits: A Community Perspective

Based on long-term engagement with local communities, more recent discussions about the EIS and REF (for the Eastern and Western Sections of the RVRT, respectively), and our collective knowledge and experiences, we have compiled a list of 23 likely RVRT benefits from a community perspective, grouped into five categories. Our awareness of community sentiments and expectations, and RVRT opportunities and constraints, is drawn from multiple sources, including: over two decades of RVRT involvement; membership of various cycling, conservation, and other groups; numerous planning submissions; and experiences with other developments and rail trails.

Health and Lifestyle Benefits

The RVRT …

… promotes active lifestyles, which will have positive physical and mental health benefits;
… will benefit a broad range of users, across all age groups - including walkers, cyclists, runners, bird watchers, reduced mobility users, family & other groups; and
… encourages locals and visitors to actively explore an array of Hunter Valley landscapes and attractions.

It is the potential magnitude of these health and lifestyle benefits that needs to be highlighted – arising from the broad mix of potential trail users and the multiple and varied occasions on which people are likely to access the RVRT.
Appendix G (Socio-economic Impact Assessment) notes that the region is likely to experience significant population growth in the coming decades. It also provides a profile of the Hunter’s health, suggesting that the region has ‘high rates of behavioural health risk factors’ (Section 2.3). Consequently, there is a pressing need to develop and promote community-building regional infrastructure such as the RVRT.
The estimated direct ‘health benefits’ in Appendix G (Table 6-9) equated to $43.2m, or 56% of the estimated overall trail benefits (of $76.6m).

Community Access and Connection Benefits

The RVRT …

… provides a safe, pleasant pathway between communities;
… thoughtfully considers users with reduced mobility;
… strengthens Hunter recreational opportunities and promotes connections between metropolitan and rural communities; and
… will foster precinct development and a mixture of cycling and other activities for families (encouraging return visits).

Improved cycleway connections between and within local communities will benefit individuals, families and a variety of groups, including local schools.
The range of potential RVRT ‘trip types and users’ is well illustrated in Appendix G (see Table 5-2). Twenty-one potential RVRT experiences are presented, including sample trips for people with reduced mobility [… and many other trail exploration opportunities await].
Opportunities for community connections, and links to varied landscapes and regional attractions, will also be substantially greater when the RVRT is fully-completed.
In addition to providing safe, pleasant connections between local communities (e.g., Tarro and Shortland; Fletcher, Minmi and Stockrington), the RVRT will enhance the attractiveness of the Hunter Region and NSW as a rail trail tourism destination.

Cycling-specific Benefits

The RVRT …

… increases safety via alternatives to road network usage;
… facilitates daily bicycle commuting, reducing emissions and road congestion;
… will promote increased recreational cycling by casual riders, as well as those who enjoy a longer group ride;
… will improve the Hunter’s image as an active lifestyle and cycling destination;
… will add to the other dedicated local cycleways (e.g., Fernleigh & Tramway Tracks), encouraging multi-day regional cycling visits; and
… will expand the Australian rail trail network, which already contributes positively to many communities.

It is anticipated that the RVRT ‘… will draw much use from cyclists who are already very regular cyclists (daily or weekly) in the region’ (Appendix G, Section 4.2.5). However, a 32-40 km off-road shared pathway (with a variety of distinct segments) will also facilitate safe recreational cycling for different groups of casual riders as well.
There is also evidence that ‘the disruption created by COVID-19 … has significantly changed people’s perception of walking and biking’ (World Bank Group), with increased involvement in walking and cycling observed in many Australian cities and towns.
The estimated benefits from ‘improvement in cyclist safety’ in the economic analysis (Appendix G, Table 6-9) equated to $24.7m, which, when combined with congestion, vehicle operation, transport, pollution and emission savings and benefits (totalling $3.8m), equated to 37% of the estimated overall trail benefits (of $76.6m).
Appendix G also highlights a range of other cycling related opportunities, such as enhanced connections with local mountain bike networks, automated bike hire services, cycling events, and Ride to School Days.
Rail trails and greenways are becoming important tourist attractions. In Australia, Victoria has a variety of well-developed trails, while NSW currently has a limited number, many of which are relatively short.
National and international evidence also clearly shows that rail trails work – providing a ‘valued community amenity that promotes healthy exercise and well-being’, whilst ‘providing a platform to grow new businesses, create essential jobs and provide economic benefit’ (Northern Rivers Rail Trail Association Inc.).

Environmental and Heritage Benefits

The RVRT …

… improves accessibility to a host of environmental attractions adjacent to the RVRT (e.g., coastal wetlands, nature reserves, and national parks);
… includes well-constructed bridges and boardwalks;
… promotes biodiversity and habitat protection (through education, specialised groups and community participation);
… increases access to local environmental, cultural and heritage features, promoting community appreciation (including indigenous, mining and rail heritage); and
… minimises potential negative impacts on the local environment, by using previously cleared areas.

The RVRT will be a community resource that can be explored and enjoyed at many different levels, and by a wide variety of groups - both local and visiting.
User-friendly resource materials will be needed, which can be referenced in funding applications and also serve promotional purposes. The 4 min. TFI trail video from 2017 is a straightforward example of such a resource. Multi-layered RVRT educational and virtual resource materials should also be produced, which would enhance visitor experiences.
There is substantial heritage value along the proposed route, including: indigenous, mining and rail heritage (e.g., the Pambalong clan lived in the local area, after whom the Nature Reserve north of Minmi is named; more recently, 100+ years of coal extraction/transport).
By increasing access to local environmental and heritage features, the community’s ownership and appreciation grows, contributing to greater long-term protection (which, for example, has happened at Blue Gum Hills Regional Park).
Local facilities (such as the Hunter Wetlands Centre) may also benefit substantially and financially by combining the educational and experiential aspects of the RVRT.

Economic, Tourism and Other Regional Benefits

The RVRT …

… is clearly cost effective (BCR = 2.40), so the sooner we build it, the better;
… will support local businesses and new initiatives (e.g., trail side coffee shops, bike hire, fun-runs, guided walks);
… will further stimulate local economic growth and diversity;
… will provide the spine for future regional network connections (e.g., to the University and Newcastle Cyclesafe Network, Blue Gum Hills Regional Park, other Maitland and Cessnock cycleways and trails); and
… has such obvious merits, it should have already been built.

As detailed in Appendix G (Section 6.5), the benefit cost ratio (BCR) for the project is 2.40, which ‘… indicates that the level of expected benefits provided by the RVRT is close to two and a half times the level of expected costs’. This more than justifies the economic value of the proposal.
The estimated net present value (NPV) for the project in March 2019 was $44.7m (i.e., the amount that is generated [Benefits minus Costs] over the 30-year evaluation period calculated in today’s dollars).
We need to set the RVRT up on the right course from the outset. For example, the estimated infrastructure capital cost (Appendix G, Section 6.3) of $33.2m equates to about $830,000 per km, which is consistent with NSW IPART’s (2014) guidelines for shared cycleway/pedestrian pathways.
Compromising safety or accessibility (e.g., by reducing rest points, community access points, associated facilities, or surface quality, etc) will only decrease usage, and generate ongoing and maintenance costs, which local Councils may not be able to afford.

Consistency with Regional Strategies and Council Shared Pathway Plans:

In effect, development approvals for the Eastern and Western Sections of the RVRT implement key goals from the Hunter Regional Plan 2036 (HRP, 2016) and the Greater Newcastle Metropolitan Plan 2036 (GNMP, 2018), and they also represent ‘stage one’ in the implementation sequence for several Lower Hunter Council’s longer-term walking and cycling strategic plans.

The RVRT is much more than a cycleway and it will contribute to at least three of the identified strategic Actions within the HRP: creating healthy built environments (Direction 17); enhancing recreational facilities and connecting open spaces (Direction 18); and growing regional tourism (Direction 9). Likewise, within the GNMP, the RVRT is recognised as an important component of regional plans to expand the ‘Blue & Green Grid’ [waterways & open spaces links], with identified strategic actions including: improved ‘access to open space, recreation areas & waterways’, enhanced ‘nature based tourism through protection and promotion of natural assets such as … the Hexham Wetlands’ (Action 12.1); ‘improvements to active transport networks’, and provision of ‘unobstructed well-connected pedestrian paths and a network of off-road separated cycleways to key destinations, including: schools, employment hubs, shops and services’ (Action 20.1).

Several newer local government plans also include the RVRT, such as: the Newcastle Cycling Plan 2021-2030 (2021); Cessnock City Council’s Cycling Strategy (2016) and Trails Strategy (2020); and Lake Macquarie City Council’s Walking, Cycling and Better Streets Strategy 2031 (2021). Moreover, it is now much easier to see where the RVRT fits within proposed regional cycleways networks than it was when the original design work and documentation for the RVRT was produced.

Combining the recent Newcastle and Lake Macquarie City cycling plans and strategies, there are actually three proposed ‘principal bicycle network’ regional routes that will access parts of the RVRT: the “Fernleigh Track to Richmond Vale Rail Trail via Charlestown (R2)” route (primarily within Lake Macquarie LGA, and which passes through Cameron Park and Minmi); the “Newcastle City Centre to University (Callaghan) and Richmond Vale Rail Trail (Minmi Junction) (R6)” route (via Maryland and Fletcher); and the “University (Callaghan) to Maitland (R8)” route, which will utilise the Hunter Water pipeline corridor between Shortland and Tarro. These proposed route connections with the RVRT are illustrated in Figure 3 below.

RVRT Access from Lake Macquarie LGA:

At first glance, the 2.7km section of the RVRT within Lake Macquarie LGA may appear to be relatively remote and of limited interest to Lake Mac residents. However, that short section is packed with interesting features, including: two Historic brick Railway Tunnels (#1 and #2), The Jewboy Cave, Burrenjim Dam, and Hunter Expressway bridges (overhead) – see Point of Interest 7 in Figure 2. It is directly accessible from the Blue Gum Creek access road off George Booth Drive – which will also provide trail access for those with reduced mobility.
The Seahampton Road bridge across the Hunter Expressway (at Seahampton) is also likely to provide future access to the Stockrington State Conservation Area, the Mid-trail Precinct, the RVRT, and to the other walking trails that will develop in that area.
In the longer-term, Principal Bicycle Network Route R2 will probably provide a connection between the Fernleigh Track and the RVRT, via Charlestown, Cameron Park and Minmi (adjacent to Blue Gum Hills Regional Park) – see Figure 3 below.
Likewise, in the longer-term, Principal Bicycle Network Route R6 will probably provide a connection between Glendale and the RVRT, via the Tramway Track, Wallsend, Maryland and Fletcher - see Figure 3 below.
These future connections from Lake Macquarie LGA will enhance the appeal of both the RVRT and other shared pathways and attractions in Lake Mac. Indeed, it will even be possible to cycle or walk the 50+km distance from Murray’s Beach to Kurri Kurri or Tarro (via the Fernleigh Track extensions, the R2, and the RVRT).

Figure 3. Proposed (future) ‘Principal Bicycle Network’ route connections with the RVRT at: Minmi (Route R2), Fletcher (Route R6) and Shortland (Route R8)

Updated RVRT Presentation by Terry Lewin, RVRT Inc. Vice-President

I presented a pre-recorded paper at the 2020 Australian Walking & Cycling Conference (Newcastle, October 1-2, 2020) titled - “Richmond Vale Rail Trail (RVRT, Hunter Valley, NSW): Background, Opportunities and Challenges”. RVRT-related planning has progressed significantly during the past 18 months, prompting me to update the material from the original conference presentation.

This 10 min. updated YouTube video includes: Background information about the RVRT (e.g., basic features, planning history, consistency with regional strategic plans, initial Development Approvals during 2021, related public infrastructure projects, community support, and future planning and approvals processes); Opportunities (e.g., common benefits of rail trails, unique RVRT benefits, destination opportunities); and Challenges (e.g., broad range of challenges/opportunities, trail evaluation considerations, optimising trail benefits).

RVRT Inc. contact details:

Secretary & Treasurer: Leigh Gibbens
Email: rvrt.inc@gmail.com
Telephone: 0433 570 920 (Leigh)

President: Billy Metcalfe
Email: wmetcalfe@bigpond.com
Telephone: 0417 453 152 (Billy)

Vice-president: Terry Lewin
Email: Terry.Lewin@bigpond.com
Telephone: 0404 439 616 (Terry)

Mission: Connecting Hunter Region communities, tourism and conservation areas.

Richmond Vale Rail Trail is a unique and iconic multi-use recreational trail for walking and cycling travel benefits. The Richmond Vale Rail Trail is a 32 kilometre shared pathway from Kurri Kurri to Shortland utilising the former Richmond Vale railway alignment.

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