minutes - Far North Queensland Regional Organisation of Councils

Transcription

Far North Queensland Regional Organisation of Councils
Far North Queensland Regional Roads & Transport Group
MINUTES
TECHNICAL COMMITTEE MEETING No. 81
Held on Thursday 9 July 2015
Georgetown Shire Hall, Georgetown
ATTENDANCE
Ashley Greenwood (Deputy Chair)
Steven Cosatto (Technical
Coordinator)
Ray Kirkman
Garry Pickering
Glenda Visini
Andrew Foster
Darlene Irvine
Amanda Hancock
Rohana Samarasekera
Jaime Guedes
Brett Martin
Bishes Pokharel
Tablelands Regional Council (TRC)
FNQROC
Croydon Shire Council
Croydon Shire Council
Cassowary Coast Regional Council (CCRC)
Mareeba Shire Council (MSC)
FNQROC
FNQROC
Etheridge Shire Council (ESC)
Wujal Wujal Aboriginal Shire Council (WWASC)
TMR Far North
Cook Shire Council
David Goodman
David Trotter
David Hamilton
Michael Kriedemann
Scott Britton
Val Shannon
Ross Mckim
Terry Whitaker
Jen Damon
Jo Lencz
Shahab Katebi
Helius Visser
Cassowary Coast Regional Council
TMR Far North
Douglas Shire Council (DSC)
LGAQ
Mareeba Shire Council
Tablelands Regional Council
Etheridge Shire Council
TMR Far North
TMR / RTAPT
Yarrabah Aboriginal Shire Council (YASC)
Cairns Regional Council (CRC)
APOLOGIES
1.
Opening Remarks and Welcome
Deputy Chair Ashley Greenwood opened the meeting at 1pm.
Mayor Will Attwood welcomed the RRTG TC group to Etheridge Shire Council.
Steve Cosatto thanked Rohana Samarasekera and Dawn Mitchell from ESC for the organisination of
the meeting, catering and the trip to Cobbold gorge on Friday.
LIVE-#4791390-v1-FNQRRTG_TC_Minutes_No__81_-_9_July_2015_(Georgetown).DOC
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2.
Apologies
As noted above.
3.
Confirmation of Minutes of Previous Technical Committee Meeting
3.1
Minutes of Technical Committee Meeting No. 80 held on Friday 22 May 2015 in Yarrabah
MOVED
Ray Kirkman
SECONDED
Rohana Samarasekera
That the minutes of Technical Committee Meeting No. 80 held on 22 May 2015 in
Yarrabah be confirmed as a true and accurate record of the meeting.
CARRIED
4.
Minutes of Previous RRTG meeting
4.1
5.
RRTG Board meeting held on Monday 1 June 2015 (Cairns).
A copy of the minutes are attached for information.
Business Arising out of Previous Technical Committee Minutes
5.1
Black spot Program
ACTION: Brett Martin is to follow up on the outcome of submissions from FNQRRTG Councils.
Action to be carried over until next meeting.
Brett Martin advised
• There are nil FNQ projects in 2015/16 Program.
• 2016/17 submissions close on 24 July – contact Brett Martin for additional advice.
ACTION:David Hamilton is to arrange signing of agreements for 2014/15 Black Spot projects
with Cairns and Cassowary Coast.
Although Dave Hamilton was not in attendance he advised Technical Coordinator prior to
meeting that, TMR had closed out the specified projects by way of “Raising an order to pay”
instead of an official finalisation document. Dave H also advised that it was still his intent that
TMR would develop Authority and Finalisation letters for funding programs administered by
TMR. (see also 5.2.)
ACTION Dave Hamilton to provide advice regarding TMR Black Spot administration
requirements at next meeting.
5.2
RRTG to be utilised as a forum to report on other State funding programs
ACTION: David Hamilton requested feedback from councils on the use of generic documents
developed by FN TMR that were currently in use within their ATSI funding program.
Michael Ringer (CRC) advised that CRC was utilising documents and were satisfied with
formats.
5.3
Project number for Wujal Wujal
ACTION: Jo Lencz to provide Wujal Wujal TMR project number.
Action referred to Dave Hamilton (TMR) Dave provided advice to Wujal Wujal –
Technical Coordinator advised that project No. was 273/LGSF/3.
ACTION: Technical Coordinator to forward on TMR advice onto Jaimes Guedes.
Page 2 of 11
5.4
State Controlled LRRS 2015/16 program –
Brett Martin to advise of new projects (also refer table 6.2) –
Brett advised that until the State Budget is delivered (14/07/2015), that TMR could not
review their project prioritisation for the 2015/16 year until then, envisaged being able
to provide a response by October 2015.
ACTION: Brett Martin to provide FNR TMR State Controlled LRRS 2015/16 program at
October meeting.
5.5
David Hamilton to provide advice regarding criteria applied for prioritisation for Heavy
Vehicle Safety and Productivity Program.
ACTION: David Hamilton to provide advice regarding criteria applied for prioritisation
for Heavy Vehicle Safety and Productivity Program.
Although Dave Hamilton was not in attendance he had advised Technical Coordinator
prior to meeting that as yet he had not received any advice and would continue to
follow up.
ACTION: Technical Coordinator to follow up to get a resolution.
5.6
Statements of Intent
Technical Coordinator advised that intentions were to review SOI’s during 2015/16 period. Steve
Cosatto advised that he would be initially be assisting YASC and WWASC with their SOI’s and
then be in contact with other member councils.
ACTION: Technical Coordinator to contact member councils initiate review of
Statements of Intent and provide updates on review process during 2015/2016.
5.7
Updated traffic counts
Have received data from MSC, CCRC and Cairns.
ACTION: Councils to provide updated Traffic count data to Technical Coordinator prior to next
meeting.
5.8
Wujal Wujal Yarrabah priority roads
Refer previous item 5.6.
Page 3 of 11
6.
2014/15 Works Program – Progress Review
6.1
Roads & Transport Alliance TIDS
Refer May Snapshot and FNQRRTG
Technical Coordinator advised that as at 30 June FNQRRTG had fully claimed TIDS allocation.
Unspent funds from MSC, TRC, and CCRC had been transferred through variation to CRC Aumuller Street
Project, (also refer item 7.2)
6.2 State Controlled LRRS
Also refer previous Item 5.4
Progress as at 9 July
2015 - Technical
Committee Meeting
LGA
Project
Number
Mareeba
264/32B/401
Kennedy Highway
(Mareeba-Ravenshoe)
Upgrade guardrail
50-53.2
Design commenced.
Tablelands
264/663/480
Atherton-Herberton Rd
Install barriers
9-11.2 (sections)
Design completed.
Road
Project
Page 4 of 11
7.
2015/16 to 2018/19 Works Program.
7.1
2015/2016 – Works Program update
Action Tech Coordinator to contact DSC representative regarding Project 275/LGSR/1 and Project 275/LGSR/2 status.
Action Tech Coordinator to contact YASC representative regarding Project 275/LGSF/2 status.
Page 5 of 11
7.2
Transfer of unspent funds.
•
Cairns Aumuller Street project received $81,095 of unspent TIDS funds in
14/15.
In accordance with the previous minutes 22 May 2015 – “Any unspent TIDS funds from the
FNQRRTG 2014/15 projects be automatically transferred to Cairns Regional Council Aumuller Street
project 214/LGSR/23” an additional $65,604 ($42,604 and $23,000) was transferred to Aumuller
Street. The total of transferred funds to CRC Aumuller Street is $81,095 as identified in table below.
Project Number
Project Name
$ value
216/LGSR/31
Walter Lever Estate Road, structural rehabilitate Schrock's Bridge, 0.47
to 0.54km
-42,604
264/LGSR/19
Anzac Avenue, Mareeba, Shoulder widening and line marking, Hastings
Dr to Feretti Cl, 0.5 to 1.17 km
-14,259
264/LGSR/30
Black Mountain Road, Upgrade bridge, Bridge No. 6, 12.9 to 12.91 km
-1,232
264/LGSR/9
Tully Falls Road, Upgrade Bridge, Lawyer Ck, 6.0 - 6.1km
-23,000
Transferred to - 214/LGSR/23
Aumuller Street - Gatton Street intersection improvements
81,095
This resulted in the 2014/15 claim allowable for Aumuller Street being $397,595 and the 2015/16
budget amount reducing to $502,405 leaving $81,095 to allocate in the 2015/16 financial year to a
project.
MOVED
Ray Kirkman
SECONDED
Andrew Foster
That $81,095 of additional TIDS funds in 2015/16 be transferred to TRC project
281/LGSR/1 Danbulla Forest Drive Replace bridge (Maunder Creek) to take the
2015/16 funded amount from $103,100 to $184,195 and reduce the 2016/17 funded
amount from $246,900 to $165,805.
CARRIED
Process requires additional transfer of funds to project in 16/17 year however as group had been
informally advised that there would be an increase in TIDS allocation to be announced in the State
budget (Tuesday 14 July), general consensus amongst group was to await budget and discuss
transfer at next meeting.
8.
Update from the Roads & Transport Alliance
In Joanne Lencz’s absence Technical Coordinator distributed a copy of email from Joanne for the
purpose of providing members an update, below is a copy of email
TIDS Expenditure
Roads and Transport Alliance TIDS is reported as being 102% spent state-wide for 2014-15 (data will
be finalised mid-July).
State-wide Capability Development Fund
Based on the draft figures, SCDF achieved 98% expenditure in 2014-15.
Page 6 of 11
Operational Guidelines
Proposed changes will be circulated to all RRTG and Technical Committee members for
consultation/feedback in late-July. Your views are important to ensure relevance, so please take the
time to review and comment by the requested date.
TIDS Funding
Changes to TIDS funding will be announced with the State Budget on 14 July 2015, as part of the
new $200 million Building our Regions Infrastructure Fund. Building Our Regions is a targeted
infrastructure program for local government projects that will commence in 2016-17.
There are four focussed infrastructure funds under the program:
o
Regional Capital Fund
o
Royalties for Resource Producing Communities Fund
o
Remote Communities Infrastructure Fund
o
TIDS
While TIDS will continue to be managed by TMR, the 3 new funds will be managed by the
Department of State Development.
These new funds are targeted at specific councils, and information is available on DSD’s website.
www.statedevelopment.qld.gov.au/regional-development/building-our-regions.html
Australian Government Funding
The Australian Government has established a number of measures to support regional economies,
including:
o
A one off doubling of Roads to Recovery funding. (see below)
o
$62 million for Queensland projects under the $100 million Northern Australia Improving
Cattle Supply Chains (NAICSC), commencing in 2016-17.
o
An extra $39.6 million under the Regional Aviation Access Programme to improve
access for remote communities.
o
The Remote Airstrip Upgrade component will receive an increase of $33.7 million over
the next four years – more information about eligibility can be found on the Department
of Infrastructure and Regional Development
https://www.infrastructure.gov.au/aviation/regional/files/RAAP_Programme_Guidelines.pdf
Roads to Recovery (R2R)
On 23 June 2015 the Australian Government announced an extra $1.105 billion over the next two
years, Australia wide.
o
In 2015-16, Australian local governments will receive an extra $300 million (in addition to
the $700 million they were scheduled to receive).
o
In 2016-17, Australian local governments will receive an extra $805 million (in addition to
the $350 million they were scheduled to receive).
Page 7 of 11
o Funding for FNQ RRTG is summarised below.
RRTG
Far North QLD
Original Life of Programme Funding (15/16 –
18/19)
$30,671,719
New Life of Programme Funding (15/16 – 18/19)
$46,808,117
Bridges Renewal Program
Round 2 will close on 31 August 2015, and provide up to $100 million in funding to local governments
to renew and replace bridges – at a maximum of 50% of the total project cost.
To receive a proposal form and register your interest, send an email with contact details to:
[email protected]
National Stronger Regions Fund (NSRF)
Round 2 of the NSRF is open for applications until 31 July 2015, and will provide $1 billion over five
years (from 2015-16) to fund priority infrastructure in regional communities.
Grants must be between $20,000 and $10 million, and grant funding must be matched.
More information can be found at http://investment.infrastructure.gov.au/funding/NSRF
NB: Advice from Darlene Irvine that the Federal Government had set aside $20Mill for projects under
$1Mil.
TMR - Replacement of the Roads Performance Contract (RPC)
TMR is working to improve infrastructure procurement processes and contract types, with contracts
now incorporating more infrastructure types; marine and busway projects as well as roads and
bridges.
The Transport Infrastructure Contract (TIC) is a suite of contract types and will include the following:
o
Construct Only (TIC-CO)
o
Sole invitation (TIC-SI)
o
Design & Construct (TIC-DC)
Key changes include:
o
Common clauses across different contract types captured in a generic base contract
conditions
o
Reduced duplication of contract requirements
o
Strengthened commitment to relationship principles
o
Existing forms simplified to be more user friendly
o
New templates to cater for contracts of different needs.
The TIC-CO replaces the current Road Construction Contract (RCC) and went live on the TMR
internet site in April 2015 – it has received positive industry/user feedback. For more information go
to:
http://www.tmr.qld.gov.au/business-industry/Technical-standards-publications/Transport-
Infrastructure-Contract/TIC-Construct-Only.aspx
Page 8 of 11
The TIC-SI (contract type most likely to be used by councils) will replace the Road Performance
Contract (RPC), and is due for release in July/August. The TIC-DC will replace the Design &
Construct (D&C), with release expected later this year. Other contract types such as Minor Works
may be incorporated into the TIC in the future.
For more information, please contact the following people:
o
Maurice Ng – E: [email protected] P: (07)3066 5566
o Dale Cunningham – E: [email protected] P: (07)3066 4306
NetRisk
NetRisk assessments are still considered valid where roads have remained unchanged.
Councils may consider using the Australian Road Assessment Program (AusRAP), already being
used by TMR.
ARRB have advised they can assess a road under AusRAP and also provide the equivalent NetRisk
ranking, as they are comparable.
Note: the NetRisk requirement is currently being re-evaluated as part of the Operational Guidelines
Review.
First and Last Mile Project in Eastern and Western Downs
This pilot project builds on the outcomes of TMR’s Heavy Vehicle Action Plan (HVAP). The HVAP
has identified critical routes on the state-controlled road network, and this project extends this to “the
first and last mile” on local government-controlled roads, using similar methodology, to identify and
determine priorities for future investment.
The draft final report was submitted to councils in June 2015, with councils meeting in August for
endorsement.
Learnings will be shared with interested RRTGs.
General discussion had regarding member council road safety assessment.
CRC currently involved with Traffic Advisory Committee with TMR and QLD Police and have
implemented a two year Road Safety Action Plan.
Previous meeting #80 minutes noted - general discussion was held regarding Minister’s public
comments regarding Road Safety being a priority, International Road Assessment Program
(IRAP) and what is replacing Net Risk.
The current process within region is adequate and RRTG TC does not need to be involved, Tech
Comm to await Operation Guideline review with regard to Netrisk and IRAP.
9.
Update – Jen Damon TMR Planning
As Jen Damon was an apology no new advice.
10.
IPWEAQ Lower Order Asset Design
General discussion that the Design guide would be launched in October at the IPWEA conference,
draft is currently out for review.
Page 9 of 11
11.
LGAQ Roads & Transport Advisory Group
As Dave Goodman was an apology no new advice.
12.
Inland Queensland Roads Action Plan (IQRAP)
§
§
13.
Technical Coordinator advised that Mayor Peter Scott on behalf of the FNQRRTG endorsed
Butch Lenton’s nomination as Chair of the IQRAP Working Group.
Invoices have been issued to councils who provided in principal support to the Action Plan.
Training
No new advice.
14.
2014/15 Capability Agreement & Action Plan – Progress Review
Document categories reviewed.
§ Operational effectiveness
§ Program development
§ Road safety
§ Joint purchasing & resource sharing
§ Asset management
15.
Road Safety (Standing Agenda Item)
Item discussed during Road and Transport Alliance update refer item 8.
16.
Joint Purchasing & Resource Sharing
Amanda Hancock facilitated discussion regarding regional collaboration on below items:
§
§
§
§
Supply Ready Mixed Concrete
Roadwork Services – NDRRA
Road Signage
Storm Water-Road Pipes
Following general discussion all councils advised that collaboration on above items would be difficult
to implement for a variety of reasons. Programmed Line Marking ie following the Regional Reseal
Program, was identified by all councils as an possible collaboration item.
ACTION: Amanda to contact RRTG members for additional line marking information and to
provide advice at next TC meeting.
17.
General Business
17.1
Emailed out as an additional agenda item on Monday 6 July was Draft National
Remote and Regional Transport Strategy and Darlene Irvine’s comments.
Mayor Peter Scott (CSC) will submit an official response on behalf of the RRTG
Board. However individual councils are welcome to also submit a response.
See attached Draft National Remote and Regional Transport Strategy and Darlene’s
Priority response to draft document.
17.2
Update from members
Jaime Guedes advised of amendments to Wujal Wujal LRRS data previously sent out by Technical
Coordinator.
ACTION: Jaime Guedes to provide data to Technical Coordinator.
Page 10 of 11
Croydon Shire Council enquired if there was official correspondence regarding:
§
§
Day labour hire
Council use of plant
ACTION: Darlene Irvine to contact QRA and request advice regarding correspondence
pertaining to Day labour hire and council use of plant.
18.
Technical Committee Meeting Dates for 2015
Technical Committee meeting dates and locations for 2015 is proposed and
No
82
Date
Thursday 10 September
Location
Cairns
83
Friday 20 November
Cairns
Minutes prepared by
STEVE COSATTO
FNQROC Regional Infrastructure Projects Coordinator
July 2015
Page 11 of 11
FNQRRTG Board
Minutes of Meeting
1 June 2015
Far North Queensland Regional Organisation of Councils
Far North Queensland Regional Roads and Transport Group
MINUTES
REGIONAL ROADS AND TRANSPORT GROUP MEETING No. 47
Held on Monday 1 June 2015
at the Cairns Regional Council Chambers, Spence Street, Cairns
ATTENDANCE
Cr Peter Scott (Chair)
Mr Tim Cronin
Cr Bill Shannon (Deputy Chair)
Mr Terry Brennan
Cr John Schilling
Cr Julia Leu
Ms Linda Cardew
Cr Will Attwood
Mr Michael Kitzelmann
Mr Peter Franks
Mr Brett Martin
Ms Jo Lencz
Ms Joanne Jacobson
Cr Rosa Lee Long
Mr Ian Church
Mr Alan Neilan
Mr Scott Britton
Mr Luke Hannan
Ms Darlene Irvine
Mr Steven Cosatto
Ms Amanda Hancock
Ms Sandra McCormack
Cook Shire Council (Mayor)
Cook Shire Council (CEO)
Cassowary Coast Regional Council (Mayor)
Cassowary Coast Regional Council (CEO)
Cairns Regional Council
Douglas Shire Council (Mayor)
Douglas Shire Council (CEO)
Etheridge Shire Council (Mayor)
Etheridge Shire Council (CEO)
Mareeba Shire Council (CEO)
TMR Far North (arrived 2.05pm)
TMR RAPT Team
Croydon Shire Council (CEO)
Tablelands Regional Council (Mayor)
Tablelands Regional Council (CEO)
Wujal Wujal Aboriginal Shire Council (CEO)
LGAQ
LGAQ
FNQROC
FNQROC
FNQROC
FNQROC
APOLOGIES
Mr Tony Potter
Mr David Goodman (TC Chair)
Cr Tom Gilmore
Cr Trevor Pickering
Cr Clifford Harrigan
TMR Far North (Regional Director)
Mareeba Shire Council (Mayor)
Croydon Shire Council (Mayor)
Wujal Wujal Aboriginal Shire Council (Mayor)
1.
Opening Remarks and Welcome
Chair, Cr Scott, opened the meeting at 1.35pm and welcomed everyone.
2.
Apologies
As noted above.
LIVE-#4747438-v4-FNQRRTG_Minutes_No__47_-_1_June_2015_(Cairns).DOC
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3.
Minutes of Previous Meetings
3.1
Minutes of FNQRRTG Meeting No. 46 held on 9 February 2015 in Cairns
MOVED
Cr Bill Shannon
SECONDED
Cr Will Attwood
That the Minutes of RRTG Meeting No. 46 held on 9 February 2015 in Cairns be
confirmed as a true and accurate record of the meeting.
CARRIED
3.2
Minutes of Technical Committee Meeting No. 79 held on 27 March 2015 in Cairns
RESOLVED
That the Minutes of Technical Committee Meeting No. 79 held on 27 March 2015 in
Cairns be received and noted.
3.3
Correction to Minutes of Technical Committee Meeting No. 79 held on 27 March 2015 in
Cairns
MOVED
Cr John Schilling
SECONDED
Cr Bill Shannon
That the Flying Minute sent to members on 22 April 2015 be amended to show the
transfer of underspent funds on MSC’s Anzac Avenue and Black Mountain Road
projects to CRC’s Aumuller Street project as follows:
“MSC 264/LGSR/19 Anzac Ave - final claim $60,751 - underspend $14,249
MSC 264/LGSR/30 Black Mountain Rd - final claim $123,768 - underspend $1,232
Total underspend - $15,491”
CARRIED
4.
Business Arising out of Previous RRTG Minutes
4.1
LGAQ Diploma of Local Government (Asset Management)
Steven Cosatto advised:
5.
•
The course was fully subscribed by members of Councils who put forward names
within the timeframe required.
•
Despite attempts there was no extra place available for Cook Shire Council.
Update from the Roads & Transport Alliance
5.1
2014/15 RTA TIDS Expenditure
Jo Lencz advised:
•
There would be a funding increase to TIDS, however by how much and when this
would start would not be announced until after the budget is handed down in July.
•
There had been reports that TIDS would be managed by the Department of State
Development (DSD), however that is incorrect and TIDS management would stay
with DTMR, but regular reporting on the TIDS progress would need to be made to
DSD.
Scott Britton advised:
•
The annual rotation of the RATB chair had occurred – the new Board chair is Greg
Hallam.
Page 2 of 6
5.2
•
The last RTAB meeting was held on 1 May 2015. At the time of the Board meeting
expenditure claims and accruals of TIDS accounted for 83% of the program.
•
Steve Cosatto advised that through the RRTG TC actual expenditure claims were at
76%.
•
The external consultant who had been engaged to conduct the guideline review was
no longer engaged. Consequently the Roads & Transport Alliance Project Team was
now conducting the review in-house.
•
State-Wide Capability Development Fund – about $500 is left in the fund for this
financial year and so the $600,000 was well used. He encouraged the FNQRRTG to
consider and apply for funding early in 2015-16.
•
Bridges to Renewal - LGAQ has partnered with IPWEA to put together a training
package with a Canberra-based consultant to travel throughout the State and provide
training on how best to apply for the B2R and other funding programs. There is a
training course in Cairns on 2 June 2015. The communication was made by IPWEA
to council engineers. Discussion was held about not sufficient notice being given
about this course.
ATSI Councils in the RTA
Jo Lencz advised:
•
There had been some confusion over funding arrangements for ATSI Councils
participating in the alliance. All correspondence indicated that as the invitation went
out in mid to late 2014 the funding allocation would start in the 2015/16 year.
Funding for 2015/16 cannot be claimed in 2014/15.
•
The FNQRRTG should ensure Aboriginal councils are guided through process,
perhaps through either training or mentoring with councils and/or DTMR.
•
Funding can be banked over a number of years. Any funding which is spent within an
ATSI council boundary does not need to be matched. Should ATSI TIDS be banked
into the RRTG bucket and used by another Council it has to be matched.
ATSI TIDS allocations do need to be considered alongside other funding sources that it
can be put with. Alan Neilan said:
•
WWASC has been an active member of RRTG for a number of years. What has
changed is DTMR’s acceptance of what projects can be nominated and this had
caused a cash flow issue for council. WWASC has done some design work on the
roads it has nominated. It has lost a year of putting up projects in this transition
phase.
•
Which ATSI TIDS projects had been funded for which ATSI councils 2014/15? Jo
Lencz will investigate and report back.
•
WWASC would nominate two priority roads for their Council - China Camp Road and
the reseal of the bypass road.
ACTION REQUIRED
Jo Lencz to provide WWASC with information regarding which ATSI TIDS projects had
been funded for which ATSI councils and for what purpose, during 2014-15.
Page 3 of 6
6.
2014/15 Works Program - Progress Review
6.1
Automatic transfer of underspent 2014-15 funds to CRC’s Aumuller St project:
•
Steven Cosatto said CCRC anticipating an underspend on the Shrock’s Creek project
and TRC anticipated an underspend on the Lawyer Creek upgrade, between now and
the end of the financial year.
•
To save the need for flying minutes for these, the TC recommended the RRTG
provides a motion to allow for the automatic transfers of the underspent funds to the
next highest ranked project in the program being CRC’s Aumuller Street upgrade.
•
Steven Cosatto will liaise with DMTR, CCRC, TRC and CRC to ensure those funds
were properly transferred.
•
The actions would be dealt with formally at the next FNQRRTG Technical Committee
on 9 July 2015 and the next FNQRRTG Board meeting on 10 August 2015.
MOVED
Cr John Schilling
SECONDED
Cr Bill Shannon
That any underspent funds on CCRC’s Shrock’s Creek project no. 216/LGSR/31 and
TRC’s Lawyer Creek project no. 264/LGSR/9be transferred to CRC’s Aumuller Street
project no. 214/LGSR/23.
CARRIED
7.
2015/16 to 2018/19 Work Program Development
Steven Cosatto said Yarrabah Aboriginal Shire Council’s and Wujal Wujal Aboriginal Shire
Council’s program annual TIDS allocations ($47,217 and $29,273 respectively) had now been
included into the FNQRRTG four year program.
Brett Martin arrived at 2.05pm
8.
Inland Queensland Roads Action Plan (IQRAP)
Steven Cosatto advised that 24 councils, out of a target of 40 have committed to paying up to
$5,000+ GST for the IQRAP consultancy (Inland Queensland Roads Action Plan), they have
advised their deadline would be 31 May or very soon after.
9.
2015-16 Capability Agreement & Action Plan
Steven Cosatto said a new plan had been prepared for 2015-16.
MOVED
Cr Will Attwood
SECONDED
Cr Julia Leu
That the 2015-16 Capability Agreement and Action Plan be adopted.
CARRIED
10.
Joint Purchasing & Resource Sharing
Amanda Hancock advised five member councils (CRC, CCRC, DSC, MSC & TRC) were
participating in a 2015-16 Regional Bitumen Reseal program. The Technical Committee has made
recommendations and reports would go to Council meetings in June 2015 and the program would
start on 1 July 2015.
Page 4 of 6
11.
Road Safety
Cr Attwood said ESC had been working with DTMR to highlight as a safety issue a 56km section of
single lane and a small amount of double lane roadway on the Gulf Developmental Road between
Mt Surprise and the Gilbert River Bridge.
12.
Business Arising from Previous Minutes
12.1 Guard Rails:
Cr Attwood said:
•
Council had been asking that DTMR install guard rails on 11 crossings between Mt
Surprise and Georgetown which have unguarded concrete bollard edges.
•
ESC could install the guard rails if need be.
•
Ratepayers and QPS were demanding safer treatments be applied.
Brett Martin said:
•
The crossings are deemed compliant according to the current standards with the
exception of signage.
•
The cost of lead guard rail installation was $45,000 per site and DTMR required a
further $540,000 to complete the works.
•
DTMR will look at the whole solution, whether that is guard rail installation. Risk
assessments will be done ‘fairly quickly’.
ACTION REQUIRED
DTMR to keep the group and ESC updated on this issue.
12.2 110km/h Zones – Gulf Developmental Road
Brett Martin advised:
•
DTMR had been unable to review the roads last year as construction projects were in
progress. Expected to undertake a full review and provide advice to RRTG by
August/September 2015.
ACTION REQUIRED
DTMR to keep the group updated on this issue.
13.
State Controlled LRRS
Brett Martin said details would not be known until the State budget is released. Most of the works
would be reseal works.
ACTION REQUIRED
DTMR to keep the group updated on this issue.
14.
Asset Management
Steve Cosatto advised:
•
The second block of the Asset Management Diploma course has been completed.
•
Further information is expected regarding NDRRA betterment being a requirement in
asset management plans.
Page 5 of 6
15.
General Business
15.1 Funding update:
Jo Lencz advised that DTMR was seeking clarity regarding funding updates but nothing could
be confirmed until the State Government budget to be released on 14 July 2015.
15.2 DTMR and Local Government Cost Sharing Arrangement:
Darlene Irvine said cost sharing agreement between Local Governments and DTMR is to be
reviewed. The current agreement is voluntary. The review starts in June 2015.
15.3 Cape York Infrastructure Plan - Peninsula Developmental Road:
•
•
•
Cr Scott asked DTMR for an update.
Brett Martin said the matter was currently on hold due to an ongoing legal matter
regarding a Cape York Land Council native title claim. DTMR is going ahead with
design but a contractor cannot be appointed as yet. About 48km was completed
last year.
It should be noted that Jackie Trad, Deputy Premier and Minister for Transport, said
the Federal Government would provide $48 million in the 2015/2016 year for the
Peninsula Developmental Road.
15.4 Bloomfield Track Steering Committee:
Cr Leu said another meeting was scheduled for 5 June 2015. All stakeholders are engaged
and appear to be happy.
15.5 Captain Cook Highway Group:
Cr Scott said a group was attempting to make the Captain Cook Highway an iconic road and
he agreed this deserved attention, especially considering the 250th anniversary of the landing
of Captain Cook would be held in 2020 potentially creating an increase in traffic along this
highway.
16.
Next Technical Committee Meeting – No. 81
Date
Venue
Time
17.
Next RRTG Meeting – No. 48 (if required – to be advised)
Date
Venue
Time
18.
Thursday 9 July 2015
Etheridge Shire Council, Georgetown
(to be advised)
Monday 10 August 2015
Douglas Shire Council (venue to be advised)
1.30pm
Meeting Closure
There being no further business, Cr Scott closed the meeting at 2.30pm and thanked everyone for
attending.
Page 6 of 6
National Remote and Regional
Transport Strategy
NATIONAL REMOTE AND
REGIONAL TRANSPORT STRATEGY
Consultation Draft
22 May 2015
Important Note
This document has been released for public consultation purposes only and does not
constitute government policy at State, Territory or Australian Government levels.
Draft National Remote and Regional Transport Strategy
Table of Contents
1
INTRODUCTION ................................................................................................................ 1
1.1
About the National Remote and Regional Transport Strategy ..................................... 1
1.2
National Remote and Regional Transport Framework ................................................. 2
1.3
Scope and purpose ........................................................................................................ 3
1.4
Implementation Plan ..................................................................................................... 4
2
CONTEXT.......................................................................................................................... 5
2.1
Snapshot: remote and regional Australia ..................................................................... 5
2.2
Why we need a national remote and regional transport strategy ............................... 6
2.2.1 Current picture: remote and regional transport ........................................................... 6
2.2.2 Current policy context ................................................................................................... 9
3
KEY ACTIONS .................................................................................................................. 12
3.1
Strategic Area 1: Transport Infrastructure .................................................................. 12
3.1.1 Objective ..................................................................................................................... 12
3.1.2 Stakeholder priorities .................................................................................................. 12
3.1.3 Challenges and opportunities ..................................................................................... 12
3.1.4 Actions to be taken ..................................................................................................... 16
3.2
Strategic Area 2: Transport Services ........................................................................... 17
3.2.1 Objective ..................................................................................................................... 17
3.3
Strategic Area 3: Transport Regulation ....................................................................... 22
3.3.1 Objective ..................................................................................................................... 22
HAVE YOUR SAY ON THE DRAFT STRATEGY ................................................................................. 25
This document has been released for public consultation purposes only and does not constitute government policy at State,
Territory or Australian Government levels.
1
INTRODUCTION
1.1
About the National Remote and Regional Transport Strategy
The National Remote and Regional Transport Strategy provides for the first time a nationally
coordinated approach for addressing transport infrastructure, service delivery and regulation
challenges that are specific to remote and regional Australia.
The remote and regional areas of Australia are major contributors to the nation’s economy –
being home to world-class resource and agricultural industries. When combined, these areas are
responsible for 40 per cent of Australia’s GDP.
Remote and regional areas face specific transport challenges due to a combination of vast
distances, a small population, climatic extremes, and demanding geography – challenges that
require a more tailored approach to transport regulation, infrastructure and service delivery.
This Strategy aims to directly address this problem by providing some practical solutions to the
issues and challenges faced by transport system providers and users that will ensure this vital
part of Australia can continue to grow and contribute to the nation’s overall prosperity.
The Transport and Infrastructure Council’s decision to develop a National Remote and Regional
Transport Strategy was based on the outcomes of a National Remote and Regional Transport
Infrastructure and Services Forum (Alice Springs Forum) held in May 2014.
The Alice Springs Forum not only identified issues and potential solutions across the key areas of
transport infrastructure, services, and regulation, it reinforced the critical need for a strategic
approach to remote and regional transport.
This Strategy provides new approaches for addressing transport infrastructure, service delivery
and regulation challenges specific to remote and regional Australia.
By guiding and influencing policy development relevant to remote and regional transport, the
Strategy seeks to maximise investment opportunities in transport infrastructure and services,
minimise the regulatory burden, and facilitate better coordination across borders and between
governments.
The Strategy’s long term goals are:

To unlock the economic and social potential of remote and regional areas through the
development of appropriate transport infrastructure, services and regulation:

To enhance access to employment, education and health services across remote and
regional Australia by improving transport infrastructure and services;

To ensure that the growth of transport infrastructure and services in remote and regional
areas is sustainable and reflects the needs of local residents, transport operators, service
provision and businesses; and

That policy and regulation is aligned across similar environments (i.e. cross border remote
areas).
This Strategy outlines a number of actions that will help achieve the objectives and long term
transport goals in remote and regional areas. A framework for the Strategy is set out at Figure 1.
Page|1
1.2
National Remote and Regional Transport Framework
Figure 1 National Remote and Regional Transport Framework
VISION
To unlock the economic and social potential of remote and regional Australia through appropriate transport infrastructure,
services and regulation.
OBJECTIVE
To maximise investment opportunities in transport infrastructure and services, minimise regulatory burden, improve coordination
across borders and governments, and influence policy development relevant to remote and regional transport.
KEY AREAS OF FOCUS

Infrastructure planning and development takes into account maintenance costs.

Infrastructure design and quality are appropriate to remote and regional environment,
including needs of local communities and businesses operating in these areas.
STRATEGIC AREA 2: TRANSPORT SERVICES

Better access to transport services through improved coordination across transport modes
and jurisdictions.

Increasing economic and employment opportunities for remote and regional communities.

Higher costs of service provision in remote and regional areas taken into account in service
design and funding.

Improving access to telecommunication services in remote and regional transport routes.

Minimising regulatory burden and inconsistency in transport regulation and standards.

A risked-based approach to regulatory requirements and access conditions.

Unlocking transport infrastructure and services opportunities through regulatory
amendments.
MONITORING AND REPORTING
Increasing investment opportunities in transport infrastructure and related services
through appropriate funding methodology and investment partnerships.
IMPLEMENTATION
STRATEGIC AREA 1: TRANSPORT INFRASTRUCTURE

STRATEGIC AREA 3: TRANSPORT REGULATION
DESIRED LONG TERM OUTCOMES




Economic and social potential of remote and regional areas is unlocked, and contribution toward Australia’s economic
growth further increased.
Access to employment, education, health services and economic opportunities across remote and regional areas is enhanced
through existence of appropriate transport infrastructure and services.
Growth of transport infrastructure and services in remote and regional areas is sustainable and reflects the needs of local
residents and businesses.
Policy and regulation across similar environments (i.e. remote outback cross-border) is aligned where appropriate.
Page|2
1.3
Scope and purpose
The National Remote and Regional Transport Strategy sets out a national approach to
addressing remote and regional transport issues and provides practical solutions, informed by
consultations with industry and across governments.
This Strategy targets remote and very remote areas of Australia (as defined under the Australian
Bureau of Statistics’ Accessibility Remoteness Index of Australia) including nearby regional
towns that service these areas. While the Strategy is intended to focus largely on remote and
very remote areas it recognises that some parts of outer regional Australia experience similar
issues.
This Strategy also recognises that while transport issues and challenges maybe similar across
some remote and regional areas, the degree to which they impact in outer regional, remote or
very remote locations can vary. Also, while two areas may both be very remote, transport
infrastructure in the two areas may face different climatic demands. To this end, some of the
Strategy’s actions will be targeted to certain geographical locations.
Figure 1: Remoteness Classes, ABS Australian Statistical Geography Standards (ASGS) 2011
These areas differ from the main cities of Australia in that they:

have smaller populations meaning diseconomies of scale;

are situated vast distances from major towns and cities;

have little or restricted access to services, social interaction, jobs and employment
opportunities;

have limited or no services locally available;

have lower quality of transport infrastructure (i.e. roads - many unsealed);
Page|3

experience extreme climatic weather; and

are often isolated from the rest of Australia due to geographical and /or seasonal
constraints (i.e. road closures in remote areas during the wet season).
The Strategy focuses on three priority areas that are critical to achieving its desired long term
outcomes: (i) transport infrastructure; (ii) transport services; and (iii) transport regulation.
For the purpose of this Strategy, the following definitions are applied:

transport infrastructure – civil engineering structures and technology that have been built or
applied to facilitate the movement of people and or/goods. This includes roads, railways,
airports, sea ports, and barge landings;

transport services – the regular operation of transport infrastructure or related activities to
connect people, places, goods and other services. This includes bus/coach and rail travel,
public transport, air travel, community transport and coastal shipping; and

transport regulation – the government controls put in place to manage market distortions,
or ensure safety and security outcomes.
This Strategy will underpin other important national priorities that are in progress or under
development such as the developing northern Australia agenda, heavy vehicle regulation and
pricing reforms and the Northern Australia infrastructure audit.
1.4
Implementation Plan
To ensure the Strategy is linked to more detailed key actions, an Implementation Plan will be
developed to accompany the final Strategy.
The Implementation Plan will outline:

which jurisdiction or organisation will have lead responsibility for each action;

the specific tasks and any governance arrangements required to implement each of the
Strategy’s actions;

key timeframes – commencement and completion dates for actions over the short, medium
and long term;

how the Strategy’s actions will link in with other national priorities such as the developing
northern Australia agenda; and

which actions apply to very remote, remote or outer regional locations or where they are
targeted to certain geographic conditions.
The Implementation Plan will provide transport industry peak bodies and other key stakeholders
the opportunity to collaborate with government on implementing the Strategy.
Page|4
2
CONTEXT
2.1
Snapshot: remote and regional Australia
Population and demographics

Over 96% of Australia’s land mass is classed as outer regional, remote and very remote by
the Australian Bureau of Statistics’ Accessibility Remote Index of Australia.

15% of the Australian population live 50 km outside the coastal areas of Australia.

The majority of the remote and regional population (5% = over one million) live in northern
Australia (broadly defined as the parts of Australia north of the Tropic of Capricorn).

Northern Australia’s population is expected to continue to grow above the national average
of 1.5% (ABS 2014) based on an annual population growth of 1.9% over the past decade.
Economy

Remote and regional Australia contributes significantly to Australia’s economy.

With its considerable resource and primary industry sectors, remote and regional Australia is
responsible for 40% of Australia’s GDP.

The remote and regional economy is fuelled by the primary production sector (pastoral,
horticultural and agriculture, carbon farming, fisheries and aquaculture), tourism,
manufacturing and mining.

Over 60% of the nation’s mining platform operate in remote Australia.
Natural resources

Remote and regional Australia contains a number of the world’s largest resource provinces
and mines including the Pilbara iron ore province (Pilbara region is responsible for almost a
third of the world’s iron ore production), Bowen Basin coal province, Argyle Diamond Mine,
Mount Isa lead-zinc province, Leigh Creek coal mine and the world’s largest manganese mine
at Groote Eylandt.

Australia’s only producing phosphate mine is near Mount Isa and there are vast quantities of
bauxite at Gove in the Northern Territory and Weipa on Cape York in Queensland. There are
also substantial reserves of gas through the region.

The coastal districts of the northern regions produce sugar cane, grain, fruit, dairy and beef
cattle. Intensive irrigated agriculture is also an important producer of income in regions.
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2.2
Why we need a national remote and regional transport strategy
2.2.1
Current picture: remote and regional transport
Despite past government investment in remote and regional transport infrastructure, the need
to develop suitable infrastructure and services in these areas remain crucial. Some existing
transport infrastructure is not up to the task of transporting raw material, livestock and produce
over extensive distances in the face of extreme weather conditions.
In its report to the Parliament of Australia in September 2014, the Joint Select Committee on
Northern Australia identified that industries and communities in north Australia are heavily
reliant on the road network, with few alternative routes, for example:

In north Western Australia, the Great Northern Highway is the only sealed road linking with
the Northern Territory and other centres in Western Australia.

The Northern Territory has only five major sealed roads outside Darwin.

Queensland has a more extensive highway system but there is heavy reliance on access
roads that are not highway grade or are frequently flooded.

Railway networks and port connectivity in the north are underdeveloped.

The Kimberley region does not have railway lines- railways in the north-west region of
Western Australia are not connected to the rest of Australia and there is no railway
between the Northern Territory and Queensland. Limited rail options can put further
pressure on road networks, depending on the size and nature of the freight task.
Similar challenges are faced in outback remote areas of South Australia. The South Australian
Government manages approximately 10,000 km of roads in unincorporated area of the state.
The majority of these roads are unsealed and include key outback routes (Birdsville, Strzelecki,
and Oodnadatta tracks) linking key centres in outback South Australia and provide access for
communities, tourism, mining and pastoral activities.
Similar issues and challenges are experienced at varying degrees in the remote and regional
areas of New South Wales, Victoria and Tasmania. For example, Tasmania has a small and highly
dispersed population of just over 500,000, with over 60 per cent of the population living outside
of Hobart. Efficient and sustainable transport connections, including for interstate trade, are
crucial to regional community wellbeing, productivity and industry growth throughout
Tasmania.
Page|6
SNAPSHOT: ROADS
Northern Territory
The NT’s road network spans 35,725 km made up of roads that are sealed (8,927 km), gravel (8,597), formed (7,203), and
unformed (10,998 km). Access can be significantly affected by weather and local conditions. The NT Government manages 62% of
the NT’s road network. The remainder is managed by local government which ultimately relies on the NT and Australian
Governments for road funding because road costs far exceed what local governments can raise from their small ratepayer base.
South Australia
The SA Government is responsible for 10,100 km of outback roads. This is due to there being no local government in outback SA. In
addition, the SA Government contracts an external party to look after 4,000 km of roads in the Anangu Pitjantjatjara Yankunytjatjara
lands which is a significant funding challenge despite funding from the Australian Government’s Road to Recovery Program.
Queensland
Queensland has some 186,766 km of public roads. The Queensland Government manages 33,353 km of State-controlled roads.
These roads comprise the major traffic carrying and strategic roads in the state. The management of the state-controlled roads is
considered from four strategic perspectives represented by the following subsets: national network 5,017 km; state strategic roads
4,084 km; and regional and district roads 24,252 km.
The Queensland Government also works with local governments in jointly managing 35,923 km of lower order State-controlled
roads and higher order local government roads (Local Roads of Regional Significance - LRRS) through the Roads and Transport
Alliance. There are 13,098 km of LRRS State-controlled roads.
Western Australia
In WA, the five geographical regions categorised as remote (Kimberley, Pilbara, Gascoyne, Goldfields and Mid-west), contain a total
of 64,672 km of roads. Of these, 16,185 km are sealed and 48,487 km unsealed.
The WA Government currently manages 17% of roads in the five regions, with the remainder being the responsibility of local
government authorities.
New South Wales
In NSW, the road network consists of 18,028 km of state roads (including 4,269 km of National Road Network, for which the
Australian Government provides a funding contribution, and 163 km of privately-funded toll roads) and 2,946 km of regional and
local roads in the unincorporated area of NSW. The NSW government also provides financial assistance to local councils to manage
18,474 km of regional roads and also provides some funding and support to the 144,750 km of council-managed local access roads.
Victoria
In Victoria, there are approximately 151,000 km of roads open for general traffic, including local municipal roads, this total also
comprises 22,500 km of freeways and arterial roads. Additionally there is a further 50,000 km of other minor roads and tracks in
parks and forests. The Victorian arterial road network carries approximately 350 million tonnes of freight annually.
Tasmania
The land transport network in Tasmania includes approximately 24,000 km of road. Of this, 3,700 km is managed by the Tasmanian
Government and 14,000 km by local government, with the remainder being privately or commercially owned. The principal road
corridor between Burnie and Devonport in the north and Hobart in the south is part of Tasmania’s highest volume freight corridor,
connecting the state’s major ports with population centres and industrial centres.
Economic and social development in remote and regional Australia will continue to face
challenges such as:

urban and remote/regional projects cannot be directly compared because the benefits are
different;

some roads are constructed for dry season conditions and closed or subject to tighter
weight restrictions during the wet season therefore reducing access for local producers and
isolating communities;

access to employment, education, health services, and economic opportunities potentially
limited by lack of adequate infrastructure and services;

residents and businesses operating in remote and regional areas facing safety and efficiency
losses by only having access to lower quality roads;

business opportunities constrained by lack of all-weather access across remote and regional
areas;
Page|7

higher capital start-up costs for transport providers to service remote communities due to
vast distances, low population and extreme remote environment;

the business, social and safety impacts of limited telecommunications infrastructure and
service coverage;

inappropriate standards and regulation hindering economic and social development; and

the need to use relatively more expensive transport options due to long distances and
limited land transport options, in particular charter and other aviation services.
These types of challenges underpin the case for affording priority to a Strategy that will enable a
coordinated approach at the national level that focus specifically on remote and regional
transport issues.
SNAPSHOT: AVIATION
Western Australia
Infrastructure at a number of large fast-growing regional airports such as those in the Pilbara is inadequate to meet current levels of
demand. Significant upgrades are required to meet forecast growth in air traffic. The funding of the repair and replacement of ageing
infrastructure at local government-owned airports is problematic where levels of airport usage and revenues are insufficient to meet
the costs involved.
Northern Territory
The NT Government currently maintains 70 remote aerodromes and provides operational funding for 16 Registered aerodromes to
ensure some safety regulatory requirements are met. Meeting the increasing demand for infrastructure upgrades and high cost of
repairs and maintenance is a major challenge. Local government do not have the capacity to take on formal operational and
management responsibility for these aerodromes. This is due to the lack of operational commercial viability, high resource and cost
implications of regulatory requirements, the level of risk imposed by being responsible for aerodrome activities, low rate base of
many local government areas, and with 50 of the aerodromes on Aboriginal Land, the lack of ownership or tenure of the land.
South Australia
There are 72 regional airports that cater to occasional commercial charter services as well as providing emergency services to
remote parts of SA. It is a challenge for many regional councils to meet the maintenance required on aerodromes, with many built
during the second world war. Simply maintaining existing airport infrastructure in a safe and usable condition is even more
challenging in remote areas.
Queensland
There are over 54 certified or registered aerodromes in northern Queensland, about 30 with regular passenger services recording
over 9.7 million passenger movements. Costs of operation of regional services are being unduly increased by regulation issues, high
costs of fuel in remote airports, airport fees, poor facilities development limiting aircraft sizes, and limitations of size of market.
New South Wales
In 2010, there were 10 airlines operating services to regional New South Wales to 27 regional airports. The regional communities of
Bourke, Coonamble, Lightning Ridge, Walgett, Coonabarabran, Gunnedah, West Wyalong and Inverell lost their regular public
transport (RPT) services during this time. In 2014, only five airlines provided regional air services to 22 airports across New South
Wales.
Victoria
There are 159 airports and airfields across Victoria. Key regional airports support passenger and freight needs and provide Regular
Public Transport (RPT) and charter air service connections to / from: Melbourne, Essendon and Moorabbin Airports); regional areas
of Mildura, Mt Hotham, Portland and Warrnambool; and beyond Victoria (south east South Australia, southern NSW), and northern
Tasmania. Commercial scheduled services to these areas are provided variously by Qantaslink, Virgin, Regional Express, Sharp
Airlines, King Island Airlines and Par-Avion Airlines. Additional charter services provided by other airlines.
Tasmania
Tasmania has four airports servicing its urban centres (Hobart, Launceston, Devonport and Burnie) and a number of smaller regional
airports supporting interstate and intrastate passenger movements. These airports are serviced by several major commercial carriers
and a number of smaller companies operating low volume regional routes. The cost and frequency of air access are particularly
critical for the sustainability of regional communities on King Island and the Furneaux Group of islands.
Page|8
2.2.2
Current policy context
All levels of government have been involved in a number of significant national transport
reforms in recent years, coupled with considerable investment in transport infrastructure in
remote and regional areas.
Examples of this effort include:

targeted upgrades to the Stuart, Eyre, Augusta and Barrier Highways and Strzelecki Track to
improve the efficiency and safety of truck and tourist vehicle movements through the South
Australian region;

projects on the Great Northern and North West Coastal Highways in Western Australia, as
well as at Port Hedland and Dampier, to improve freight and passenger movements, in
particular supporting the resources industry;

planned upgrades for the Outback Way through Queensland, the Northern Territory and
Western Australia;

upgrade to the Tanami Road in the Northern Territory;

Northern Territory Road Package (improving flood immunity, road safety and productivity)
and Regional Roads Productivity Package;

Port Hedland Improvements Project;

$128 million for Community Development Grants in northern Australia, funding a range of
small scale community infrastructure;

rail overpass south of Alice Springs;

upgrades to aerodromes in the far north of South Australia to improve 24 hour all weather
capability aerodromes for Royal Flying Doctor Service operations;

targeted driver education and licensing programs currently running in Western Australia,
Northern Territory and South Australia that enable those living in remote areas to obtain a
driver’s license locally;

the “Royalties for the Regions” funding program running in Western Australia where a
portion of mining revenue is put towards the construction of new and improved regional
infrastructure, roads and floodplain security projects;

subsidisation of some long distance passenger transport services so that residents of rural
and remote communities in Queensland can access a range of services in larger centres;

the “Aboriginal and Torres Strait Islander (ATSI) Transport Infrastructure Development
Scheme” program running in Queensland that focuses on improving transport access to ATSI
communities and supporting development in the regions (e.g. tourism, freight transport in
and to remote areas);

essential weekly air transport links for very remote communities are provided by the
Australian Government’s Remote Air Services Subsidy Scheme. Flights are supported for
some 350 remote communities (cattle stations and Indigenous communities)including for
example residents of Cape Barren Island and the Bass Strait;

collaborative efforts between the Victoria Government and the Central Murray group of
councils in the development and implementation of a regional transport plan as part of
addressing transport network efficiency in the region;
Page|9

the Regional Transport Coordination Program running in New South Wales focusing on
reducing the negative effects of transport disadvantage on those living in rural and regional
areas; and

upgrade of the Midland Highway, revitalisation of the freight rail network, and upgrades on
the Tasman and Brooker Highways in Tasmania.
While these efforts are contributing to better transport infrastructure and services in remote
and regional areas the existing inconsistencies in transport standards and regulation across
jurisdictions highlight the need for a coordinated approach at the national level.
CASE STUDY: ABORIGINAL AND TORRES STRAIT ISLANDER TRANSPORT INFRASTRUCTURE DEVELOPMENT SCHEME
(QLD)
The Aboriginal and Torres Strait Islander (ATSI) Transport Infrastructure Development Scheme (TIDS) is a component of the
Queensland Government’s broader TIDS funding program providing $8.2 million annually to improve transport access to ATSI
communities and support development in the regions (e.g. tourism, freight transport in and to remote areas). ATSI TIDS funding has
significantly improved access to 34 indigenous communities, with over 25% of the access roads to these communities now bitumen
sealed, and upgrades to many aerodromes, barge ramps and jetties. The Queensland Government plays a role in capacity building
for these regional Indigenous councils and workforces by providing supervisory services to assist councils in delivery of the ATSI
TIDS program.
CASE STUDY: ROYALTIES FOR REGIONS SCHEME- WAGIN AIRPORT UPGRADE (WA)
The town of Wagin is located 228 km south east of Perth in the Great Southern region. Wagin Airport is centrally located and covers
a radius of 250 km taking in most of the south west of WA. The airport has two runways and is close to the townsite.
The Shire of Wagin received Royalties for Regions funding to seal the airport’s east/west runway. Without this funding the project
would not have proceeded. The total cost of the project was $546,974. Of this, $386,163 came from Royalties for Regions through
funding allocated to the Department of Transport, Regional Airports Development Scheme (RADS), with an additional $160,811 from
the Shire of Wagin.
The need for this runway upgrade was due a severe storm that softened the then gravel runway which resulted in propeller damage
to a Royal Flying Doctor Service aircraft as it landed.
CASE STUDY: DRIVESAFE NT – DRIVER LICENSING PROGRAM (NT)
Providing a system for licensing drivers in remote communities in the NT is a major challenge due to: vast numbers of small
scattered remote populations; inability of many remote residents to provide evidence of identity; literacy, numeracy and language
barriers; lack of access to qualified driving instructors, registered and roadworthy vehicles and supervising drivers during the learner
licence period. DriveSafe NT Remote was developed to address these problems.
DriveSafe NT Remote is a driver licensing program for remote and regional areas. This program helps to: improve access to jobs,
training and services; reduce the high number of Indigenous people killed or injured on NT roads; and reduce the high number of
Indigenous people charged with driving related offences. The program includes support to gain required identification documents,
theory and practical lessons on a range of driving and road safety topics such as drink driving, seat belts, overcrowding in vehicles,
emergency first aid and speed. In the first two years of the program, over 1300 Territorians received their learner licence and 350 of
these progressed to a provisional licence.
P a g e | 10
CASE STUDY: INFRASTRUCTURE TO SUPPORT ECONOMIC RECOVERY (TAS)
Like many remote rural communities in mainland Australia, the west coast region of Tasmania features a number of isolated
communities, which are disadvantaged by not experiencing the same growth and breadth of opportunities as larger urban centres.
The west coast region continues to grapple with industry closures, resultant high unemployment, issues with transport and
communication infrastructure and the persistent outward migration of the population, in particular its young people.
In light of a decision by one of the west coast’s central employers to move the Mt Lyell mine in Queenstown to care and
maintenance in June 2014, the Tasmanian Government established a working group to address the region’s challenges. This has
resulted in a range of initiatives focused on investment in new industries, underpinned by improved infrastructure, skills and
vocational training and access to new markets. As part of this economic recovery package, the Tasmanian Government fast-tracked
$13.2 million of capital improvements for regional roads and $100,000 for a pilot program to extend public transport services in the
region.
Continued planning and investment in transport system improvements to support the central export sectors of this region, such as
mining and aquaculture, remain a key priority for Tasmania.
CASE STUDY: REGIONAL TRANSPORT STRATEGIES (VIC)
In Victoria, groups of regional councils work collaboratively with State transport portfolio representatives to develop regional
transport strategies. Regional transport strategies identify and prioritise key transport networks and provide an evidence base for
improvements and investment. Some of the regional transport networks include cross border groupings that include participants
from both local councils and neighbouring state departments and agencies.
P a g e | 11
3
KEY ACTIONS
3.1
Strategic Area 1: Transport Infrastructure
3.1.1
Objective
To maximise investment opportunities that will result in remote and regional areas having
access to transport infrastructure that is fit-for-purpose, suitable to remote and regional
conditions, appropriately funded and well maintained.
3.1.2
Stakeholder priorities
Stakeholder priorities in this area include:
3.1.3

Increasing investment opportunities in transport infrastructure and related services through
appropriate funding methodology and investment partnerships.

Infrastructure planning and development takes into account whole of life maintenance
costs.

Infrastructure design and quality are appropriate to remote and regional environment,
including remote communities.
Challenges and opportunities
A key message received from stakeholders including agriculture, tourism, mining and energy
industries is that a lack of appropriate infrastructure can constrain economic development in
remote and regional areas. For example, in the mining industry, the first thing that some
companies will look at as part of exploration is whether infrastructure exists. Some will only go
ahead with small-scale projects so they do not over-capitalise until they understand the true
cost of working in some of the most remote parts of Australia.
SNAPSHOT: ECONOMIC OPPORTUNITIES CONSTRAINED (NT) 1
“Part of the reason that this region (Plenty Highway) is under-explored is its remoteness and lack of ease of access. We recognise
that with exploration, one of the first things that will be looked at is what infrastructure exists, so there are hurdles.” (Mining
company)
“The road is terrible. We have to specify high quality tanks for the 500 km of corrugated road. Sophisticated loading systems get
pulverised.” (Oil and gas company)
“We are working in one of the remotest parts of Australia. Everything breaks down on the way out. There is wear and tear on the
trucks … we have trouble getting quotes because of the damage it does. When we built the pilot plant, everything arrived broken;
including the safe that they said couldn’t break even with explosives.” (Mining company).
“… for the trucking industry, it’s four times more expensive to operate on a dirt road because of the damage. Sealing a road might
open it up to more competition. For example, an Alice Springs (operator) was caring fuel up the Tanami and he had to buy a new set
of springs to complete the return trip.” (Road transport industry)
A major challenge facing remote and regional areas is to ensure the consideration of broader
benefits not captured by Cost Benefit Analysis (CBA) methodology when seeking to access
funding for infrastructure projects.
1
July 2014 consultations conducted by the NT Department of Transport on a separate project.
P a g e | 12
The National Guidelines on Transport System Management discuss how broader equity
considerations are currently addressed, namely:
“Initiatives in less densely populated areas tend to achieve lower usage rates. Benefit cost
ratios are therefore generally lower, making it more difficult for initiatives to pass the
economic efficiency test of the CBA. In these cases, government policy may require greater
weight to be given to social, access or equity objectives, relative to economic efficiency (i.e.
CBA results).
The Guidelines cater for this through the Strategic Merit Test (SMT), the Appraisal Summary
Table and the adjusted CBA. Business cases usually also contain explicit reporting of
distributional, equity and social impact assessments. The SMT results can be reported at
multiple levels (e.g. high pass, low pass, fail) to highlight initiatives that score particularly
well on achieving government objectives. Adjusted CBAs can include a distributional
multiplier to tilt the assessment process in favour of initiatives that benefit certain
communities (e.g. regional areas). It is still important to undertake a CBA so that initiatives
with negative net benefits (net present value < 0) will only be approved where the initiative
is considered highly desirable for other reasons”.
While there are mechanisms that can be applied to adjust the CBA for the benefit of regional
areas, there is some conjecture in remote and regional areas that cost benefit analysis does not
work as a tool to assess the business case for investment for regional road projects. This view is
driven by a range of factors, including:

Regional roads typically have a higher cost profile: Both capital and maintenance costs for
remote and regional roads are typically higher than metropolitan comparisons. This is
driven by higher costs associated with the transport of inputs, access to suitably qualified
contractors and the impact of extreme weather events on lower quality roads in some
areas.

Lower volumes equate to lower benefits: Benefit streams identified in the Austroads Guide
to Project Evaluation are calculated as a function of the number of vehicles travelling along
a given road, combined with the quality of the road before and after any proposed
investment. Accordingly, lower traffic counts on regional roads, particularly when
combined with higher construction costs, can create a challenging set of circumstances for a
remote based project to achieve a positive benefit cost ratio.
The CBA methodology is designed to identify projects with the highest economics benefits
(which are generally urban projects due to significantly higher traffic volumes). However, it is by
no means the sole consideration when assessing projects. Instead it is one of six considerations
used to assess projects under the National Land Transport Act 2014 including economic,
environmental and social costs or benefits.
SNAPSHOT: EXPLORING FUNDING OPTIONS FOR REMOTE AND REGIONAL ROADS – NATIONAL PROJECT
The Northern Territory is leading a national project to examine the challenges for road providers in remote and regional areas. The
project will: analyse current road funding arrangements and processes across Australia and consider the short and long term
implications for remote and regional areas; consider the economic impacts of the lack of investment in road infrastructure in key
remote and regional locations, analyse the social benefits of road investment, including supporting closing the gap on Indigenous
disadvantage, and examine options for alternative funding for remote and regional areas.
P a g e | 13
The formula used for distributing maintenance funding can also present a challenge for remote
and regional areas. The distribution formula is based on:

one third total lane kilometres;

one third vehicle kilometres travelled; and

one third equivalent standard (ESAs) axels kilometres travelled.
Two thirds of the maintenance funding distribution is based on traffic volumes (e.g. one third
heavy vehicles and one third all traffic) whereas much of repairs and maintenance and road
deterioration is due to non-traffic factors. For example, bitumen oxidises at the same rate
independent of traffic. Linemarkings and signs also deteriorate at the same rate independent of
traffic. With extreme climatic conditions experienced in some remote areas, maintenance needs
to be more frequent in these areas as infrastructure can be more prone to damage.
New approaches to quantifying the broader benefits of infrastructure investment in remote
areas including improved health, education and transport safety outcomes are required in order
to ensure greater consideration of remote and regional infrastructure projects. Remote and
regional transport infrastructure design must be fit-for-purpose, focus on sustainability and
factor in “whole-of-life” costs. Appropriate maintenance funding required over the life of the
asset must be set aside.
It is envisaged that establishing a national infrastructure planning and assessment guideline that
reflects remote and regional transport needs, will enable better planning by governments going
forward.
SNAPSHOT: AVIATION (SA)
Remote and regional airports / airstrips in South Australia are chronically unfunded, both for major maintenance and capital works,
due to the limited resources of their community owners. While the SA Government matches Australian Government funding
(Remote Airstrip Upgrade Program), the funding is insufficient and also limited by the program’s narrow criteria.
SNAPSHOT: INFRASTRUCTURE ROAD MAINTENANCE (NT)
Modelling undertaken by the NT Department of Transport indicates that about $38 million per annum is required to maintain the
current performance standards on its portion of the National Highways as compared to the current allocation of $16.77 million,
resulting in a shortfall of $21.23 million per annum.
With State, Territory, and Australian Governments facing fiscal constraints, this Strategy
encourages continued investigation into ways of improving infrastructure investment linkages
between governments, the private sector and community entities to help develop and maintain
transport infrastructure and services with a view to establishing a functional framework.
Such partnerships have the potential to benefit industry and local communities through helping
improve transport infrastructure design and quality, access to services, and better maintenance
of roads and aerodromes. All of which would contribute to increasing productivity and economic
opportunities in remote and regional areas.
P a g e | 14
CASE STUDY: REGIONAL ROAD AND TRANSPORT GROUPS (QLD)
Queensland’s Department of Transport and Main Roads partners with local government through 17 Regional Roads and Transport
Groups (under the Roads and Transport Alliance) to jointly invest in transport infrastructure improvements. The Transport
Infrastructure Development Scheme (TIDS) provides $31.2 million annually through Regional Roads and Transport Groups to be
matched by local government in the construction or upgrade of transport infrastructure with regional significance. TIDS can also be
used to enhance the safety and accessibility of regional and remote airports.
Regional Roads and Transport Groups have been successful in developing regional transport infrastructure strategies to support
business cases for additional State and Australian Government funding. Five Aboriginal Shire Councils have recently joined
Regional Roads and Transport Groups to partner with neighbouring councils in improving their asset management and project
delivery capabilities, and to directly manage their ATSI TIDS funding.
CASE STUDY: ROYALTIES FOR REGIONS INITIATIVE (WA)
The Royalties for Regions Initiative recognises that sustainable development of regional WA is vital to the State’s future. This unique
scheme promotes and facilitates economic, business and social development in remote and regional areas by setting aside 25% of
mining and petroleum royalty revenue specifically for that purpose.
This Initiative is underpinned by six key policy objectives: building capacity in regional communities; retaining benefits in regional
communities; improving services to regional communities; attaining sustainability; expanding opportunity; and growing prosperity.
$6.1 billion has been budgeted through the Royalties for Regions Fund for the period 2008-09 to 2014-15. Funding is distributed
across nine regions of WA based on an agreed formula.
CASE STUDY: STRZELECKI TRACK (SA, QLD & AUSTRALIAN GOVERNMENT)
Collaboration continues with SA Government, Petroleum sector and QLD Government to identify transport infrastructure priorities for
economic development in this remote part of Australia.
The SA Government continues to seek approval and funding methodologies for the Strzelecki Track upgrade and sealing project,
which aims to benefit petroleum industry, pastoral industry, outback communities, and tourism.
Meeting the transport infrastructure needs of industry and private sector is important for
productivity and the overall economy of Australia; however this should not be at the expense of
addressing specific infrastructure needs of remote communities.
While governments have invested in remote and regional transport infrastructure over the past
years, more is required to address the transport infrastructure needs of remote Australia.
The isolation experienced by remote communities requires a concerted effort to improve
community access to the various transport modes, particularly roads. Connecting remote
communities is not only important for employment and economic reasons but also for social
inclusiveness.
This Strategy sees the establishment of a national rural and remote arterial road network
development plan that focuses on key regional strategic secondary roads to complement the
national freight networks and associated strategies as a key to improving economic and social
connectedness of remote communities.
Focusing on a national rural and remote arterial road network that complements the national
freight routes will create opportunities for a range of industries and have flow on economic
benefits to remote businesses and the wider community. For example, ensuring secondary
roads are up to standard will increase opportunities for greater dispersal of tourists across
P a g e | 15
3.1.4
Actions to be taken
The following actions2 will be undertaken to help improve transport infrastructure for remote
and regional areas. The table below also shows the relationship between the Strategy’s actions,
strategic areas of focus and desired long term outcomes.
DESIRED OUTCOME
ACTION
STRATEGIC AREA OF FOCUS
1.
Economic and social potential
of remote and regional areas
is unlocked, and contribution
toward Australia’s economic
Develop a national framework that
facilitates private sector investment
and developer contributions to
support remote and regional
transport infrastructure construction
projects and transport services.
Increasing investment
opportunities in transport
infrastructure and related
services through appropriate
funding methodology and
investment partnerships.
2.
Growth of transport
infrastructure and services in
remote and regional areas is
sustainable and reflects the
needs of local residents and
businesses.
Investigate the impact of establishing
a national infrastructure funding
allocation framework including
dedicated funding streams and
appropriate assessment
methodology for remote and
regional transport infrastructure that
takes into account the unique
circumstances of these areas and
establish if necessary.
Increasing investment
opportunities in transport
services through appropriate
funding methodology and
investment partnerships.
3.
Access to employment,
education, health services and
economic opportunities
across remote and regional
areas is enhanced through
existence of appropriate
transport infrastructure and
services.
Establish national infrastructure
planning and assessment guidelines
to ensure whole of life costs and
sustainability are determined in
transport infrastructure design, and
infrastructure is fit for purpose and
can be maintained to an appropriate
standard once constructed.
Infrastructure design and quality
are appropriate to remote and
regional environment, including
needs of local communities and
businesses operating in these
areas.
Economic and social potential
of remote and regional areas
is unlocked, and contribution
toward Australia’s economic
Establish a national rural and remote
arterial road network development
plan that focusses on key regional
strategic secondary roads to
complement the national freight
network and associated strategies.
Infrastructure design and quality
are appropriate to remote and
regional environment, including
needs of local communities and
businesses operating in these
areas.
4.
2
Infrastructure planning and
development takes into account
maintenance costs.
A detailed Implementation Plan will be developed for the Strategy as outlined under Section 1.4.
P a g e | 16
3.2
Strategic Area 2: Transport Services
3.2.1
Objective
Australians living and businesses operating in remote and regional areas have access to
transport services that meet their needs, provide sustainable economic and employment
opportunities, and take into account the higher cost of service provision in remote and regional
areas.
3.2.2
3.2.3

Better access to transport services through improved coordination across transport modes
and jurisdictions.

Increasing economic and employment opportunities for local communities.

Higher cost of service provision in remote and regional areas taken into account in service
design and funding.

Improving access to telecommunication services on remote and regional transport routes.
Poor or non-existent public transport between remote communities and regional service towns
can limit access to employment, education, health care and other services. Local communities
expect to have access to basic essential services either locally or by travelling to nearby towns.
While governments provide financial and regulatory support for some long distance passenger
services so that transport-disadvantaged communities have year-round access to a range of
services, this is often done at a considerable cost.
SNAPSHOT: LONG DISTANCE TRAVEL: AUSTRALIAN GOVERNMENT SUPPORT
Government support (tax incentives, subsidies or funding for infrastructure upgrades) for remote and regional infrastructure are
provided at considerable cost to the budget bottom line. For example, the Australian Government’s funding initiatives include the
$210 million Cape York Regional Package, $9 million Regional Airstrip Upgrades, $33 million Outback Way, $90 million Regional
Roads Productivity Package, $1.75 billion extension of the Roads to Recovery Program and some $12 million per annum for the
Remote Air Services Subsidy Scheme and additional support of $1 million per annum for regional aviation by introducing a targeted
Enroute Scheme for regional commercial airlines.
The fiscal constraints make it essential to explore other means that can complement these
efforts to ensure remote communities are not economically and socially disconnected.
Governments cannot do it on its own and must look at ways that maximise and build on existing
services.
Developing a community transport framework that supports the use of existing services and
resources to develop sustainable community driven passenger services will help improve
linkages between remote communities and towns providing services. This is particularly
important given that the proportion of households in very remote areas that have no motor
vehicle is 15.7 per cent compared to 9.2 per cent of households in major cities.
The following table provides some indication of the extent to which households by
regional/remoteness class may encounter access difficulties through a lack of private transport.
P a g e | 17
TABLE: DWELLINGS WITH NO MOTOR VEHICLE* BY REMOTENESS CLASS
Remoteness Class
Major Cities
Inner Regional
Outer Regional
Remote
Very Remote
AUSTRALIA
2006
per cent
10.0
7.2
7.2
7.6
17.1
9.2
2011
per cent
9.2
6.3
6.4
7.2
15.7
8.4
2006 - 2011
change percentage points
-0.83
-0.85
-0.75
-0.35
-1.42
-0.82
Source: ABS Census of Population and Housing, retrieved using TableBuilder Pro, 2011, Third Release (cat. no. 2073.0) and ABS,
TableBuilder, 2006 (cat. no. 2065.0) Table - C.2.1.3.a Dwellings with no motor vehicle by remoteness class
*Motor vehicles includes vans and company vehicles kept at home but excludes motorbikes and scooters.
Involving local communities / businesses as part of the solution to remote and regional
transport issues is already proving successful in some areas. The issue is about how these efforts
can be maintained, particularly when these services are important to remote communities but
stand to receive little economic return for operators.
CASE STUDY: REMOTE BUS PROGRAM (NT)
The Remote Bus Program delivers operational funding assistance (subsidies) to remote bus transport operators, allowing operators
to explore additional routes in remote areas that may not be commercially viable in the short term. Grant funding provided through
the program has also enabled robust vehicles to be purchased so that operators can access remote areas on unsealed networks.
$2.7 million was provided for capital and operational support for passenger bus service trials in remote and regional areas of the NT
over an initial two year period. The NT Government recently recommitted a further $1.2 million to continue the Program’s services
across the NT for an additional three years until the end of 2016.
Funding from this Program has enabled eight new bus services to be established across the NT, including long distance services to
remote communities. Buses are operating in the Alice Springs and Katherine regions as well as the Gove area.
Since its commencement in 2011 approximately 83,000 passengers have utilised the trial service (approx. 20,000 in the Alice
Springs region, 18,000 in the Katherine region and 45,000 in the Gove area).
CASE STUDY: REGIONAL TRANSPORT COORDINATION PROGRAM (NSW)
As part of the Regional Transport Coordination Program, the Young to Wagga Wagga Transport Corridor Project in the MurrayMurrumbidgee region is providing assistance to those who are transport disadvantaged (persons who are affected by specific
circumstances that leave them with limited or no access to private transport, and who may have difficulty accessing conventional
public transport).
This provides a two day a week demand responsive, flexible, same day return service linking the communities of Young, Wombat,
Wallendbeen, Cootamundra, Bethungra and Illabo (Junee) to Wagga Wagga. The service uses the spare capacity available from
another service travelling along the same corridor.
In addition, the Gilgandra and Beyond Project in the Central West region includes subsidised bus transport provided for young
people within Gilgandra Shire to access social, sporting and cultural activities not available locally.
Remote communities often rely on aviation services given the lack of road access during the wet
season and vast distances passengers need to travel. However flying to and from remote and
regional parts of Australia is generally more expensive than in other areas.
Smaller aircraft are generally used in remote areas to reflect the smaller population markets
served and available aerodrome infrastructure. High operating costs, resulting from the low
number of seats available and long distances travelled, can affect air fares and freight costs.
With aviation being critical to remote Australia, the Alice Springs Forum identified the need to
explore a nationally centralised approach to remote aerodrome administrative management,
service delivery and funding arrangements.
P a g e | 18
SNAPSHOT: HIGH AIRFARE COSTS (REMOTE AND REGIONAL AREAS)
Amendments to Australian Government aviation security regulations that came into effect in 2012 have resulted in a substantial
increase in airfares to some regional airports to cover passenger screening operations and security screen infrastructure
replacement
In addition to a reliance on air services, communities in remote coastal and island locations can
also be also highly dependent on shipping and barge services as is the case in Tasmania and the
Northern Territory.
CASE STUDY: RELIANT ON SEA ACCESS (TAS)
For King Island and the Furneaux Group of Islands in Bass Strait, both air and sea access for products and people are of central
importance. Much of these islands’ fresh food, medical supplies and passengers are carried by air, while their livestock industries
rely heavily upon regular and low cost shipping services to mainland Tasmania. In turn, shipping services for the Bass Strait islands
are limited by natural constraints at their ports and by maritime weather.
Dependencies on sea transport also bring unique challenges for regional business in Tasmania more broadly. Over 99% of goods
leaving and arriving in Tasmania are moved by sea across Bass Strait, and sea freight is inherently expensive over short distances,
due to its high fixed and low marginal costs.
SNAPSHOT: BARGE LANDINGS (NT)
There are 14 barge landings across the NT maintained by the NT Government. The barge landings are located on Aboriginal Lands.
These barge landings are pivotal to the viability of island and remote mainland communities, providing freight access during the wet
season where roads are often inaccessible for up to six months of the year. A majority of the facilities do not meet the minimum
standards proposed for the barge landing and compound configuration. They also require additional maintenance and repair works.
Remote and regional communities face limited employment and economic opportunities
compared to those in major cities. The construction of transport infrastructure, maintenance
and provision of services are all potential levers to realising employment and economic
opportunities for local communities.
Governments are all committed to ensuring local communities have economic and social
opportunities. Having plans in place that maximise employment and economic opportunities for
local communities through transport infrastructure construction, maintenance projects and
passenger and freight service provision will help achieve this.
The cost of delivering transport services is higher in remote and regional areas due to poor
standard of remote and regional infrastructure and high vehicle operation and maintenance
costs. In addition, the disruptions to service provision due to inclement weather can affect the
reliability and profitability of service providers.
The Alice Springs Forum identified tax reform / incentives as a key issue for remote and regional
areas. The cost for a transport provider to service a remote community often requires higher
capital start-up and maintenance costs.
CASE STUDY: UNSEALED ROADS IN UNINCORPORATED AREAS (SA)
The condition of the 10,000 km unsealed roads in unincorporated areas of South Australia that the SA Government is responsible
for can be extremely variable depending on prevailing weather condition. In particular summer thunder storms can make these
roads impassable and isolate outback and remote communities.
Currently the SA Government invests $7.2 million per annum on resheeting / reconstruction of unsealed roads and $9.4 million per
annum on patrol grading. In general this funding has only increased marginally over the years in line with the consumer price index.
This allocation enables in the vicinity of 70 km of road to be reconstructed on an annual basis. The SA Government has identified
2,100 km of road that require resheeting / reconstruction.
Operating cost in general are far more significant on unsealed roads with some transport companies indicating that trucks are
required to be serviced after a round trip on the Strzelecki Track.
P a g e | 19
The need to use robust standards of vehicles and the frequent need for repairs and
maintenance of vehicles substantially increase start-up and operational costs. In effect, remote
operators end up paying more fuel excise in total due to higher fuel consumption while
operating on inferior roads.
It is therefore important to explore tax reform / incentives that can potentially ease the cost
burden on remote and regional operators.
Another challenge for remote and regional areas is the lack of access to appropriate
telecommunication services. The lack of a transport route based telecommunication service not
only limits opportunities for transport operators but can also compromise access to emergency
services if needed.
In essence, the inability to access reliable telecommunications can hinder the achievement of
important economic and social development goals. In particular, remote and regional
communities and businesses stand to lose a great deal.
Developing a national freight route based telecommunication plan for remote and regional
areas will ensure that users of transports routes can connect to the rest of Australia while
conducting business or travelling to access services in nearby towns.
P a g e | 20
3.2.4
Actions to be taken
The following actions3 will be undertaken to help improve transport services across remote and
regional areas. The table below also shows the relationship between the Strategy’s actions,
strategic areas of focus and desired long term outcomes.
DESIRED OUTCOME
ACTION
education, health services
and economic
opportunities across
remote and regional areas
is enhanced through
transport infrastructure
and services.
Develop a community transport
framework that supports the use
of existing services and resources
to develop sustainable
community driven passenger
services to improve linkages
between remote communities
and towns providing services.
Better access to transport services
through improved coordination
across transport modes and
jurisdictions.
2.
Policy and regulation
across similar
environments (i.e. remote
outback cross-border) is
aligned where
appropriate.
Explore a nationally centralised
remote aerodrome
administrative, management and
service delivery approach,
including funding arrangements.
Better access to transport services
through improved coordination
across transport modes and
jurisdictions.
3.
Economic and social
potential of remote and
regional areas is unlocked,
and contribution toward
Australia’s economic
Implement plans to maximise
employment and economic
opportunities for local
communities through transport
infrastructure construction and
maintenance projects and
passenger and freight service
provision.
Increasing economic and
employment opportunities for
remote and regional communities.
4.
education, health services
and economic
opportunities across
remote and regional areas
is enhanced through
transport infrastructure
and services.
Optimise opportunities arising
from the tax system review to
ease the cost burden on remote
and regional transport operators.
Higher costs of service provision in
remote and regional areas taken
into account in service design and
funding.
Economic and social
Recommend to
Telecommunication Ministers
that a telecommunication plan
based on key freight routes be
developed for remote and
regional Australia.
1.
5.
3
Higher costs of service provision in
remote and regional areas taken
into account in service design and
funding.
Increasing economic and
employment opportunities for local
communities.
Improving access to
telecommunication services on
remote and regional transport
routes.
P a g e | 21
3.3
Strategic Area 3: Transport Regulation
3.3.1
Objective
Regulation and standards take into account remote and regional issues, minimise regulatory
burden and compliance costs for operators in remote and regional areas, are risked-based, and
are enablers to achieving improved infrastructure and transport services in remote and regional
Australia.
3.3.2
3.3.3

Minimising regulatory burden and inconsistency in transport regulation and standards.

A risk-based approach to regulatory requirements and access conditions.

Unlocking transport infrastructure development and related services opportunities through
regulatory amendments.
Inconsistencies in transport regulation and standards across states and territories present a
major challenge to service provision and transport operators in remote and regional areas.
Regional transport operators continue to request flexible regulation and standards, without
compromising safety or security, to enable more efficient operations and smoother access
across jurisdictional borders.
SNAPSHOT: CROSS BORDER CORRIDOR TRAFFIC VOLUMES (2011-12)

Brisbane – Darwin corridor (which extends to Toowoomba (Queensland) to the intersection of Barkly and Stuart Highways):
Average traffic volumes of 1000 vehicles per day (almost 25% consisted of heavy vehicles).

Perth – Darwin corridor: Average 680 vehicles per day (29% consisted of heavy vehicles).

Perth – Adelaide corridor: Average traffic volumes of 1700 vehicles per day (24% consisted of heavy vehicles).

Adelaide (Port Augusta) – Darwin corridor (which extends from Port Augusta to Darwin): Average traffic volumes of 860
vehicles per day (20% consisted of heavy vehicles).
Source: Bureau of Infrastructure, Transport and Regional Economics (BITRE) 2014, Traffic on the national road network, 2011–12, Information Sheet 63,
BITRE, Canberra.
Some of the challenges identified by transport operators include:

Different regulatory requirements for heavy vehicle pilots and escorts for oversize vehicles
create complexity and inefficiency in cross-border operations for the transport industry.

National heavy vehicle road fatigue laws have implications for remote areas in particular the
lack of rest stops on remote roads in some areas, with unsealed networks requiring much
slower speeds and significantly longer travel times.

Heavy vehicle steer axle mass limits vary across jurisdictions and additional steer axle mass
allowances are required in order for prime movers to meet Euro-6 emissions standards.

Inconsistencies in standards and regulations lead to delays in securing the necessary
approvals from various jurisdictions, therefore impacting on business timeframes and
deadlines.
P a g e | 22
CASE STUDY: SAFE AND SUSTAINABLE TRANSPORT AND REDUCED RED TAPE (SA)
A petroleum industry-government partnership to maintain safe and sustainable transport and reduced red tape along SA-QLD 'wharf
to well' corridors to the Cooper-Eromanga basins is underway
Cooperation continues with industry, SA, QLD and Australian Governments and relevant national regulators to understand the
current regulatory frameworks and to identify opportunities and priorities to enable transport corridors without extraneous road
transport-related regulation.
Different parts of Australia face different risks so it is important that operators in remote and
regional areas are not unnecessarily burdened by regulation that is more geared towards the
risks that are more likely to manifest in major cities. The different levels of risk also mean there
is a need to focus on ensuring the regulatory burden is fit for purpose and does not impose
unnecessary costs and constraints on industry.
Without compromising on safety or security, it is envisaged that adopting a risk-based
regulatory approach that achieves regulatory outcomes without imposing unnecessary burden
would benefit operators in remote and regional areas.
SNAPSHOT: CROSS BORDER REGULATION AND HARMONISATION (VIC & NSW)
The Victorian Government has been working closely with the Gippsland Local Government Network in the development and
implementation of the Gippsland Freight Strategy. The Strategy includes investigating options to harmonise road regulation between
Victoria and New South Wales in the East Gippsland region.
A risk-based approach has the potential to increase productivity and economic opportunities by
reducing red-tape while ensuring safety and security are not compromised. This will require
close examination of the type and levels of risk that could be acceptable.
This is particularly relevant to the aviation sector when operating in remote and regional areas.
Remote and regional communities often rely on aviation services given their island locations or
lack of road access during the wet season and vast distances passengers need to travel. Air
access is critical to a range of human service agencies, in particular health and police.
Remote airports do not face the same type of risks as major city international airports. Aviation
operators see the potential for enhanced flexibility based on an understanding of relevant risks
assessment which does not compromise safety and security.
SNAPSHOT: UNINTENDED IMPACT OF AVIATION LEGISLATION (NT)
Demand for air services – which directly relates to opportunities for tourism, access to communities, delivery of services and
business support – in regional and remote areas of the NT is impacted by costs associated with:

meeting stringent security and safety requirements at regional airports and remote aerodromes, without the passenger
numbers of other capital cities or larger regional centres; and

the international passenger movement charge, which presents a higher portion of the fare for short-haul flights, which are the
majority of flights from Darwin.
Aboriginal communities benefit significantly from community infrastructure investment such as
roads, barge landings and air strips. However, there is a perception that the complex processes
involved in Aboriginal Lands is restricting transport infrastructure development and related
service opportunities that can further benefit Aboriginal communities.
P a g e | 23
The transportation of essential goods and services into remote Aboriginal communities is reliant
on access to barge landings, airstrips, and roads. There is a responsibility to ensure remote
communities receive the services and goods they need. Government, businesses, landowners
and local communities need to work together so that every opportunity is explored for the
benefit of such communities.
To this end, it is important to review legislation pertaining to Aboriginal Lands / native title to
identify opportunities for improving transport infrastructure and related services in remote and
regional areas.
SNAPSHOT: ABORIGINAL LAND RIGHTS (NORTHERN TERRITORY) ACT (1976) (NT)
A significant portion of the NT’s roads are situated on Aboriginal land. This requires sensitive management in relation to tenure,
costs and logistics. It can also impact significantly on project delivery due to the lengthy and complex processes involved.
The Aboriginal Land Rights (Northern Territory) Act (1976) curtails rate raising revenue in the NT’s remote and regional areas.
3.3.4
Actions to be taken
The following actions4 will be undertaken to address transport regulatory related issues across
remote and regional areas. The table below also shows the relationship between the Strategy’s
actions, strategic areas of focus and desired long term outcomes.
DESIRED OUTCOME
ACTION
Policy and regulation across
similar environments (i.e.
remote outback crossborder) is aligned where
appropriate.
Adopt more flexible risked-based
regulatory approaches that aim to
achieve consistency in access and
operating conditions across borders,
and reduce regulatory burden in
Minimising regulatory burden
and inconsistency in transport
regulation and standards.
2.
Economic and social
Review legislation pertaining to
Aboriginal land / native title to
achieve mutually beneficial
opportunities for traditional owners
and their communities,
governments, transport operators
and users, and service providers in
Unlocking transport
services opportunities through
regulatory amendment.
3.
Growth of transport
infrastructure and services
in remote and regional
areas is sustainable and
reflects the needs of local
residents and businesses.
Undertake a risk assessment (safety
and security) for remote and
regional airports to explore options
that better match regulatory burden
with level of risk including applying
where possible, exemptions from
certain compliance requirements
based on a risk profile.
Minimising regulatory burden
and inconsistency in transport
regulation and standards.
1.
4
A risked-based approach to
regulatory requirements and
access conditions.
P a g e | 24
HAVE YOUR SAY ON THE DRAFT STRATEGY
Submission form - Draft National Remote and Regional Transport Strategy
Closing date for submission: 5pm Friday 31 July 2015 (ACST)
You are invited to have your say on the Draft National Remote and Regional Transport Strategy. The draft Strategy has been developed with input from a number of
stakeholders including key industries (transport, mining, tourism, agricultural and others), government and community representatives.
The draft Strategy contains proposed actions to address a number of issues faced in remote and regional areas in relation to transport infrastructure, services and
regulation.
Share your views
We would like you to tell us what you think of the draft Strategy and its proposed actions. Your submission will help the Transport Infrastructure Council ministers in
finalising the National Remote and Regional Transport Strategy.
Forward responses to:
Post:
Draft National Remote and Regional Transport Strategy Feedback
Department of Transport
Northern Territory Government
GPO Box 2520
DARWIN NT 0801
Email: [email protected]
P a g e | 25
This document has been released for public consultation purposes only and does not constitute government policy at State, Territory or Australian Government levels.
Draft Actions
Please rate the following draft actions according to their priority for implementation. We are particularly interested in:
 Have we got the range of actions right?
 Is there anything missing?
 Which actions relate mostly to very remote, remote or outer regional locations?
 Which actions require more urgent attention than others?
You are also invited to amend, add to, further refine or suggest additional actions you believe should be considered.
If your organisation would like to lead or be actively involved in the implementation of particular actions please indicate that in your feedback.
P a g e | 26
PROPOSED ACTIONS – TRANSPORT INFRASTRUCTURE
Draft
Action 1
Develop a national framework that facilitates private sector investment and
developer contributions to support remote and regional transport infrastructure
construction projects and transport services.
Draft
Action 2
Investigate the impact of establishing a national infrastructure funding
allocation framework including dedicated funding streams and appropriate
assessment methodology for remote and regional transport infrastructure that
takes into account the unique circumstances of these areas and establish if
necessary.
Draft
Action 3
Establish national infrastructure planning and assessment guidelines to ensure
whole of life costs and sustainability are determined in infrastructure design,
and that infrastructure is fit for purpose and can be maintained to an
appropriate standard once constructed.
Draft
Acton 4
Establish a national rural and remote arterial road network development plan
that focusses on key regional strategic secondary roads to complement the
national freight network and associated strategies.
P a g e | 27
My organisation would
like to be “involved” in
implementing this action
Involvement
like to “lead” this action
Outer regional
Remote
Unsure
Relevant location
Very Low
Low
Medium
High
Very high
Priority
Very remote
In the boxes below please mark with an “X” your priority, the location that you believe each
action is most relevant to, and if your organisation is interested in leading or being involved
in the implementation of particular actions.
Involvement
Outer regional
Remote
Unsure
Relevant location
Very Low
Low
Medium
High
Very high
Priority
Very remote
PROPOSED ACTIONS – TRANSPORT SERVICES
Draft
Action 1
Develop a community transport framework that supports the use of existing
services and resources to develop sustainable community driven passenger
services to improve linkages between remote communities and towns providing
services.
Draft
Action 2
Explore a nationally centralised remote aerodrome administrative, management
and service delivery approach, including funding arrangements.
Draft
Action 3
Implement plans to maximise employment and economic opportunities for local
communities through transport infrastructure construction and maintenance
projects and passenger and freight service provision.
Draft
Action 4
Optimise opportunities arising from the tax system review to ease the cost
burden on remote and regional transport operators.
Draft
Action 5
Recommend to Telecommunications Ministers that a telecommunication plan
based on key freight routes be developed for remote and regional Australia.
P a g e | 28
PROPOSED ACTIONS – TRANSPORT REGULATION
Draft
Action 1
Adopt more flexible risked-based regulatory approaches that aim to achieve
consistency in access and operating conditions across borders, and reduce
regulatory burden in remote and regional areas.
Draft
Action 2
Review legislation pertaining to Aboriginal land / native title to achieve mutually
beneficial opportunities for traditional owners and their communities,
governments, transport operators and users, and service providers in remote
and regional areas.
Draft
Action 3
Undertake a risk assessment (safety and security) for remote and regional
airports to explore options that better match regulatory burden with level of
risk including applying where possible, exemptions from certain compliance
requirements based on a risk profile.
P a g e | 29
Involvement
Outer regional
Remote
Unsure
Relevant location
Very Low
Low
Medium
High
Very high
Priority
Very remote
If you have any suggested actions for consideration please write them down in the space below or attach more pages:
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P a g e | 30
Some information about you:
Mandatory fields are indicated with an asterisk (*)
*Title (Mr/Mrs/Ms/other)
*First name
*Surname
*Address
*City/Suburb
*State
Email
Phone
Signature
Date
*Postcode
Does this response represent:
Your personal views
Or
An organisation’s views
If this response is on behalf of an organisation, what is your position and the name of your organisation?
Position
Organisation
Sector/Industry (e.g. mining, agricultural,
tourism, transport, local government)
P a g e | 31
INFRA2519

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