Approaches to Funding the Composite S2S/RVRT Shared Pathway – April 10th 2025 Facebook Post – RVRT Supporters’ Group – April 10th 2025 https://www.facebook.com/richmondrailtrail/posts/pfbid0YNSJkaw54WXwX51yvfppYyCPvEbiANDfoQuTg8S946UR9TXbAiSdyGbMDLhdzDK7 Download Content 
Update Presentation. In a recent Facebook Post (7/4/2025), we detailed an Update Presentation focusing on the Composite 120km Shiraz to Shore/Richmond Vale Rail Trail (S2S/RVRT) Shared Pathway - comprising 8 core S2S sections from Wine Country (Hunter Valley NSW, Australia) to the Shores of Newcastle Harbour/Beach and Lake Macquarie, plus the remainder of the RVRT. This presentation reviewed the history of both proposals and outlined some of the Benefits, Opportunities, Challenges and Strategies that need to be considered in attempting to move these proposals forward. [Links to: ‘Presentation Handout’ (20-page PDF) from our webpages - https://www.richmondvalerailtrail.org.au/uploads/1/2/0/4/120411157/composite_s2s-rvrt_shared_pathway_-_update_-_presentation_contents_march_27_2025_-_terry_lewin.pdf; and full YouTube Version of the Powerpoint Presentation - https://youtu.be/nreKEOm4vMU (18 Minutes)]. Funding Challenges and Approaches The many community-enhancing features and the overall scale of the Composite S2S/RVRT proposal – together with associated opportunities to provide multi-layered benefits for a broad range of user groups and for decades to come – are simultaneously ‘advantageous’ and ‘challenging’. As noted elsewhere, the Trail’s Benefits comprise Regional, Local and Personal Elements, including: recreational; health; economic; community connection; liveability; environmental, cultural and heritage appreciation; as well as cycling-specific safety and active transport benefits (including promotion of the Hunter Region as a premier cycle tourism destination). There are also opportunities to blend S2S/RVRT planning with other complementary initiatives (e.g., housing estates & sporting facility upgrades). On the other hand, grant programs and other government funding initiatives tend to be reasonably targeted and constrained (e.g., time limitations; funding restrictions; co-contribution requirements), potentially making it difficult for community-based projects with multi-component or longer-term benefits to standout. The funding approaches outlined here are not exhaustive or mutually exclusive. As we have noted previously, there will be considerable diversity along the Composite S2S/RVRT route with respect to environmental and man-made features, transport links and opportunities, and community, heritage and other characteristics. [To a reasonable extent, giving Trail users an opportunity to curate their own experiences]. Consequently, a mix of funding approaches will almost certainly be needed to help optimise these varying opportunities and benefits along the Trail’s 120km length. We welcome community input about these funding approach suggestions, with respect to preferences, improvements or other alternatives. Estimated Costs: The Overall and Section Cost estimates provided in this Post are based on the values reported in the S2S Concept Plan and Business Case (Hunter Joint Organisation of Councils, August, 2024) plus a Contingency of 15 percent; while the Sub-section estimates are based on pro-rated costs per km for the relevant ‘new trail’ portions of the parent Section(s). Sub-section D estimated costs are based on Section S5 costs per km plus approx. $6m for a new Shared Pathway Bridge over the New England Highway at Tarro. Approach 1: Seek Full Funding for Finalised Design & Construction. While obtaining full funding or formal commitments for staged Section funding may seem like an impossible quest (given the $130m+ estimated total cost), there are good reasons to consider such an approach. Firstly, we are not starting from scratch, as approx. 37% (44km) of the proposed Composite Cross-regional Trail already exists (see Pic01). Secondly, it is inherently a linked network, with inter-dependent recreational, economic, health, and societal benefits and costs; and relatively wide variation in Section costs, which need to be viewed from a ‘whole of project’ perspective. [Approx. Costs per Section - S1: $26.5m; S2 (includes gravel sub-section): $8.0m; S3: $13.3m; S4: $36.2m; S5: $14.3m; S5a: $28.8m; and S6, S6a & S7: $4.3m]. Thirdly, the Trail’s cost-effective benefits will be amplified by having all of the different sections completed and working together. In combination with other shared pathways, the backbone or spine provided by the Composite S2S/RVRT will offer outstanding regional opportunities along its full length. A solid co-contribution from State and Federal Governments would also be an appropriate response to the decades of effort that has already been put into Trail planning, assessment and advocacy.  Pic01: Approach 1 April 2025 Approach 2: Seek Funding for Design & Construction of Prioritised Self-contained Sub-sections. Given the current economic/regional outlook (e.g., uncertainty, transition, infrastructure funding competition), it also makes sense to develop a positive, prioritised and incremental approach to Trail funding and construction; that is, seeking funds from a variety of sources/programs – but with all applications framed against a broader integrated and coherent regional plan for the overall Composite S2S/RVRT. Getting some construction underway now will also serve as a solid stimulus for subsequent planning and grant applications by Councils. A preliminary goal could be to seek sufficient funds to construct around 10 to 20 kilometres of the Trail, preferably split across multiple locations. As outlined in Pic02, we have identified four potential Trail Sub-sections (labelled A to D and totalling 18km) that could be prioritised for finalised design and construction funding, two each in Cessnock and Newcastle LGAs. These representative Sub-sections were selected because they highlight the diversity of S2S/RVRT linkages and benefits, and because they are sufficiently small and self-contained (i.e., 3-6km, with estimated costs between $8-11m) to be suitable candidates for a range of different stand-alone grant applications.  Pic02: Approach 2 April 2025 Sub-section A in Wine Country is all about tourism and local economic benefits, whereas Sub-section B promotes community connection and recreation in and around the Trail midpoint in Kurri Kurri (see Pic03). Sub-section C comprises a six-kilometre section around the Fletcher/Minmi area, which will be a major S2S/RVRT transition and construction point, while the principal benefits associated with Sub-section D relate to active transport and the opportunities to link both to the M1 Extension and in the future to provide a connection to Beresfield station (see Pic04).  Pic03: Sub-sections A and B  Pic04: Sub-sections C and D Approach 3: Seek Funding for Design & Construction of 13km Sugarloaf Range Premier RVRT Section Another alternative approach would be to concurrently seek funding for this critical Premier RVRT section (illustrated in Pic05), which is estimated to cost approx. $30m+; consequently, there would be a smaller range of suitable grant programs which would be considered suitable. However, this would be a major regional rail trail and eco-tourism attraction in its own right, and obviously the S2S cycle trail is virtually impossible without this key 13-kilometre RVRT section.  Pic05: Approach 3 April 2025 Importantly, it will also provide a new, novel, attractive and safe walking and cycling experience for the Hunter region. While experienced cyclists could potentially find alternative routes to cycle from Wine Country to Kurri Kurri or use a mix of pathways from Fletcher/Minmi to the Beach and Lake, there is no comparable experience to the proposed Sugarloaf Range section. Moreover, it is likely that construction of this particular Premier RVRT section would stimulate local interest and attract visitors at a faster rate than any of the other potential sub-sections that we have identified. Approach 4: Seek Funding for Specific Infrastructure Components or Barriers. As illustrated in Pic06, another complementary strategy would be to seek funding for particular pieces of trail infrastructure (e.g., expensive or unavoidable structures) or other difficult to fund elements (e.g., land acquisition costs, which are expected to be around $2m for the RVRT sections). The simple rationale for this approach is that it would progressively remove implementation barriers and facilitate faster access to continuous trail segments, albeit in unimproved form, enabling walkers, runners, eco-tourists and mountain-bikers to explore these areas prior to formal construction and opening of the Trail pathways. Some of the structures that fall into this category include: the Wallis, Surveyors, Fisheries and Ironbark Creek Bridges; the Fletcher Wetlands Boardwalk; Tunnel restoration, drainage and associated pathways; and the Shared Pathway Bridge over the New England Highway.  Pic06: Approach 4 April 2025 Other Considerations. As noted elsewhere, we also need to ensure that the S2S/RVRT remains high in regional priorities lists. Establishment of an active regional S2S/RVRT advisory committee would also be useful, with the goal of fostering an attractive, recognizable and integrated cross-regional trail. Likewise, we continue to need strong and ongoing support from community members and groups, and a broad range of government and non-government agencies. Thanks to all of our RVRT and S2S supporters. CONSTRUCTIVE COMMENTS AND FEEDBACK WELCOME. RVRT Supporters’ Group (RVRT Inc.) Contact Information:
WEBSITE: https://richmondalerailtrail.org.au/ FACEBOOK: https://www.facebook.com/richmondrailtrail/
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