Feedback on Draft Upper Derwent Valley Regional Precinct Plan – February 2026

Introduction

The Derwent Valley is a region with significant historical and cultural value to Southern Tasmania. It is a region where there are ample opportunities for expansion and growth. The Derwent Valley Council, through its consultants, have developed the draft Upper Derwent Valley Precinct Plan to develop a strategic vision for this area to support growth initiatives.

The study area of the report is situated in the upper Derwent Valley, located north of the regional centre of New Norfolk. This includes the townships and hamlets of Plenty, Glenora, Bushy Park, Macquarie Plains, Gretna, Westerway, National Park, Tyenna, and Maydena.

The need for a strategic plan to help shape the future growth and development of the area is a welcome outcome. Through industrial changes in Tasmania, particularly agricultural automation, supply chain logistics, and the reduction of traditional industries such as timber logging, residents in the upper Derwent Valley are evolving towards experiential tourism which caters to food and hospitality, outdoor recreation, and nature.

The Precinct Plan aims to provide a road map for the future of the region, and for increasing tourism and liveability of townships in the upper Derwent Valley.

In this submission, I will discuss the historic and current public transport networks, as well as active transport in the upper Derwent Valley, and its relevance to the draft Precinct Plan.

Public transport

Public transport in the Derwent Valley is currently contracted to private operators by the Department of State Growth. (DSG) There are two types of bus networks operated in Tasmania – general access services, and school bus services.

General access services are those which operate regular timetables and fares and enable the carriage of all people upon payment of the required fare. School bus services on the other hand, may be used by school bus pass holders free of charge, or school students. They are not accessible to adult passengers.

The principal operator of general access services in the Derwent Valley is Kinetic Tasmania Pty Ltd, following their purchase of Derwent Valley operator O’Driscolls Coaches in 2023. Kinetic operates daily services from Hobart to New Norfolk.

In the upper Derwent Valley and the geographic boundaries of the plan, Area Connect operate minibus services from Maydena, Ellendale, and Ouse, to Hobart. These buses operate as day-return services, enabling passengers to travel to the centres to conduct business and attend appointments.

School bus services operate across many townships, providing peak travel for students to schools in the area. For residents living north of New Norfolk, general access bus services are poor, impacting the usefulness of public transport as a viable alternative to private vehicle use.

The precinct plan has stated that it intends to advocate for improved public transport accessibility in the upper Derwent Valley, however, without any meaningful actions coming out of the plan to address public transport, the Derwent Valley Council and its plan is limited in its ability to improve services.

Increased public transport has been an objective in strategic planning by the Derwent Valley Council since the early 2000s, being included in the Council’s strategic plans for 2000-2005, 2005-2010, and 2011-2015.

To gain an insight into how public transport has shaped the region, as well as how travel choices have evolved in the region, an analysis of historic public transport is useful.

Historic public transport in the upper Derwent Valley

Rail services

The Derwent Valley line commenced operations in 1887, opening between Bridgewater and New Norfolk to serve agricultural and timber industries. The line was formally opened on 27 July 1888, terminating at Glenora. It was extended to Westerway in 1909, Fitzgerald in 1917, before finally terminating at Kallista and Florentine in 1936.

In the 1890s, there were two return passenger trains a day connecting Glenora and Bridgewater Junction. Passengers were required to change trains onto Main Line services.

Train services were popular for excursions, with passengers travelling to the upper Derwent Valley to enjoy the Salmon Ponds at Plenty, and Russell Falls and the National Park. The line was used regularly by workers of the hop fields, orchards, and logging camps in the Florentine region.

The railway helped grow the region’s flourishing new industries. It was also a key transport link for primary producers and agriculture for getting perishable goods to market. Many passenger trains operated as mixed trains, carrying both goods, passengers, and parcels.

Economic booms and busts impacted train services throughout the early 20^th century. Infrastructure was frequently upgraded, and due to poor drainage and irrigation capture, the Derwent Valley line was prone to flood damage. By the 1940s, train timetables showed that there were two return services each weekday between Hobart and Maydena, as well as a Saturday evening service to Maydena, presumably to provide a link for those who stayed in Hobart to attend Friday night cinema or theatre shows.

With the advent of diesel trains in the 1940s, as well as the increased use of diesel railcars on the Hobart suburban service, more country services were implemented across the network.

Passenger rail services – January 1952
Hobart to Maydena	Monday – Saturday	Monday – Friday		Saturday
Hobart	9:38	16:00		18:20
Bridgewater Junc.	10:15	16:42		19:03
Boyer	10:36	17:18		19:27
New Norfolk	10:45	17:28		19:37
Macquarie Plains	11:23	18:05		20:11
Westerway	11:55	18:39		20:45
National Park	12:06	18:55		20:55
Maydena	12:35	19:30		21:35
Maydena to Hobart	Monday – Saturday
Maydena	6:35		14:20
National Park	6:58		14:43
Westerway	7:10		14:58
Macquarie Plains	7:37		15:23
New Norfolk	8:26		16:00
Boyer	8:38		16:19
Bridgewater Junc.	9:00		16:41
Hobart	9:42		17:24

Table: Timetable of upper Derwent Valley services, January 1952.
Source: Tasmanian Government Railways / author collection

The Derwent Valley line suffered significant damage due to flooding in 1952, with replacement buses used to connect travellers. In August of that year, the Commissioner of Transport, Mr. C. E. Baird, made the decision to replace all Derwent Valley passenger train services with buses. This included all services beyond New Norfolk, and several workers’ trains for the Boyer paper mill. The elimination of services was estimated to save around £15,000 a year, or $697,000 in 2025 dollars.

There was public outcry following the announcement. Two private operators were contracted to run replacement bus services out of Maydena and Ellendale. Primary producers also protested the removal of the morning mixed train service, with the New Norfolk Council petitioning the Transport Commission to retain it.

According to one letter in The Mercury, by bus operator C.G. Clark of Ellendale, before the introduction of buses in the township, residents had to hire a private car to connect with the 7a.m. train at Westerway, and along with the return trip, this allegedly had a cost of 30 shillings, or $70 in 2025 dollars. The bus service was welcomed in Ellendale, but not from Maydena. According to one letter, the road from Westerway to Maydena was unsuitable for buses. It was so bad that in 1948, parents went on strike over the overcrowded, unsafe local school bus, and the state of the road.

After weeks of advocating by the Australasian Railway Union, a public meeting was held at National Park in November 1952 with over 100 residents from the upper Derwent Valley attending. A petition signed by 175 residents and local farmers was also produced. The state secretary of the union moved a resolution condemning the removal of passenger train services. The meeting was attended by Federal Member for Wilmot (later Lyons) Gil Duthie, and state members Doug Cashion and Angus Bethune; the latter would go on to become Minister of Transport, and Premier.

Whilst goods trains continued to operate from Maydena, there were also special passenger trains operating regularly to Hobart for the Royal Hobart Show, Royal Hobart Regatta, and other events such as the Royal Visit of 1954. The overwhelming patronage on these trains continued to generate commentary for the reinstatement of passenger trains, however this never eventuated. A regular seasonal excursion train operated on Sundays between Hobart and National Park until the 1970s.

Regular weekday passenger trains ended on Saturday, 27 September 1952, with replacement buses commencing on Monday, 29 September. Suburban trains from Hobart operated to New Norfolk until 1974.

Historic bus services

Buses have played a significant role in public transport in the Derwent Valley. In the 1870s, Cooley’s horse-bus service from New Town travelled to New Norfolk for events, and as train services entered the valley, motor car services would be used to connect to trains. Starting in the 1900s, the Tasmanian Tourism Bureau began offering motor car excursions to the region, and in 1912, the Tasmanian Government Railways operated a motor bus from Hobart to provide mail services before train services later in the day.

The first running of a motor service from the upper Derwent Valley is believed to have commenced in 1913, after tenders from the Hamilton Council. A service departed Ouse at 6:30am to meet the 7:55am train at Macquarie Plains, enabling transfer to Hobart. A mail run would go back at 11:15am, arriving at Ouse at 1:00pm, before returning at 1:15pm to arrive at Macquarie Plains at 3:15pm. The return passenger run would then depart at 6:50pm to Ouse.

These services became more regular following the First World War, and in December 1927, Leverton’s motor service from Ouse to Hobart operated day return services from the Derwent Valley to the city.

During the Second World War, Levertons continued the service from Ouse. At the same time, the Williams’ and Cawthorns’ motor services commenced the New Norfolk-Hobart run. Williams also operated a service from Bushy Park to Hobart, serving the hop fields and orchards.

Following the Second World War, the Transport Commission began operating bus services between Hobart, Lachlan and New Norfolk, and the West Coast.

Following the removal of trains in 1952, Williams’ Motor Service commenced operating the Maydena-Hobart service, extending its existing Macquarie Plains service. Fares increased from 9 shillings 11 pence on the train, to 13 shillings on the bus.

In August 1953, a day-return Sunday service was also added, giving residents in the upper Derwent Valley services seven-days a week to Hobart.

Current public transport

General access services

Public transport services in the upper Derwent Valley are currently operated by Area Connect. A subsidiary of Community Transport Services Tasmania (CTST), Area Connect has operated flexible services since 2018, under contract from the Department of State Growth. (DSG)

DSG says that Area Connect is designed “…to provide regional services to remote communities with relatively small populations that can’t justify having a daily bus service because very few adults use the service,” and that populations of the served areas “…generally means they cannot sustain daily commuter bus services and are more suited to smaller vehicle transport options that can be operated with more flexibility to match the needs of those in the community.” (DSG 2026)

In September 2018, Area Connect presented a proposed new service between Maydena and New Norfolk. The service would operate on Thursday and Friday, leaving Maydena at 9:00am and departing New Norfolk at 2:00pm. The service would operate free of charge for passengers and require phone bookings. (Area Connect 2018) After community consultation, the service commenced operation on 27 September using a Toyota Hiace minivan. (Area Connect 2018a) Following requests from the public, it was announced on 8 October that the service would be extended to operate from Maydena to Bridgewater and return. (Area Connect 2018b)

A free service between Ellendale and New Norfolk commenced in February 2019. Operating on Monday and Wednesday, the service departed Ellendale at 8:45am, arriving at New Norfolk bus station at 9:25am, enabling passengers to connect to buses to Glenorchy and Hobart. A return service departed New Norfolk at 2:51pm and arrived at Ellendale at 3:36pm.

In February 2020, the trial services were extended another twelve months and were converted into fare-paying services. (DSG 2021)

In August 2023, Area Connect announced that its Maydena-Bridgewater service was being reduced from two services a week to one, due to low patronage. The service was to be reduced from Monday 1 September, and operate on Thursdays only, however a reprieve was given to enable community consultation. On Monday 11 September 2023, Area Connect advised that the service would be reduced to operate on Fridays only.

The Maydena service continues to operate on Fridays only, and the Ellendale service continues to operate on Monday and Wednesday. These are the only general access services in the area.

School bus services

The Upper Derwent Valley has a number of dedicated school bus services which serve area schools. The main schools in the Upper Derwent Valley include Glenora District School, Westerway Primary School, and Maydena Primary School.

Route	Description	Operator	Approx. one-way length (km)
2582	Maydena-Glenora	Wade Rowlands	29.25
2583	Glenora-Gretna via Rosegarland	Valley Transport Pty Ltd	24.5
2634	Ouse-New Norfolk	Andrew McNeill	115.0
2670	Mount Lloyd-New Norfolk	Kinetic	40.0
2710	Ouse-Glenora via Gretna	John Pyke	86.0
2842	Ouse-Glenora via Ellendale	Valley Transport Pty Ltd	40.5

School bus services may only be used by eligible school students, and are not able to be used as general access services for adult passengers. This inhibits the usefulness of school bus services to the broader public transport network and captures only a small catchment of potential transport users.

There are a significant amount of in-service vehicle kilometres that are contracted within school buses, compared to general access services. As these services cannot be used by ordinary passengers, they do not form a part of the standard public transport network.

Public transport analysis

Services

Public transport services in the Upper Derwent Valley are significantly worse than in previous years, and the deterioration of these services has adversely affected accessibility in these areas.

Using public transport information sourced over several years, an in-depth analysis is available to compare factors such as journey time, fare, and service frequency.

Year	1952			1977	2026
Mode	Train		Bus	Bus	Minibus
Frequency	Mon-Sat		Mon-Sat	Mon-Sat	Fridays
Origin	Maydena		Maydena	Ouse	Maydena
Depart (h:m)	6:35am		7:00am*	1:30pm	9:15am
Destination	Bridgewater	Hobart	Hobart	N. Norfolk	B’water Cove Hill
Arrival (h:m)	9:00am	9:42am	9:45am	2:25pm	10:40am
Journey (h:m)	2 hr 25 min	3 hr 7 min	2 hr 45 min	55 min	1 hr 25 min
Trip length (km)	68	88.9	~75-80	~76-78	70.5
Fare	n.d	9s 11d	13s	$3.75	*$13.50
$ Fare (2026)		$23.04	$30.21	$26.34
Notes			*Tues-Sat		*pre-June 2024

While there is a lack of available data, it is evident that there is a significant change in the way that public transport services have been offered in the upper Derwent Valley region in the last 70 years.

The above shows that road transport has provided the most effective public transport mode. Prices have also decreased on a per kilometre basis, however, distances from Maydena to Bridgewater are negligible when factoring in total number of stops and destinations. Area Connect operates as an on-demand model, enabling flexible pick up/set down at any location, whereas rail services require station infrastructure.

Moreover, the best conclusion drawn from analysing public transport services is that there are less daily services now than historically. This may be down to any number of factors, including a change in industrial potential, such as the decline of logging and timber industries, and reduction of hydro-electric projects in Tasmania.

Infrastructure

There are few to zero bus stops in the study area which comply with the Disability Discrimination Act 2001 requirements for public transport accessibility, and the Disability Standards for Accessible Public Transport.

In June 2023, Derwent Valley Council were successfully awarded a grant by the Tasmanian Government for bus stop upgrades. The council received $60,000, and a tender valued at $120,223 was awarded to MSD Constructions of Magra to carry out the works. This supported the upgrade of 18 bus stops around New Norfolk.

Private transport

The only available private transport in the Upper Derwent Valley is New Norfolk Taxis, which primarily operates a booked service; as well as Maydena Express.

Taxis in Tasmania are regulated by the Department of State Growth. Fares are generally a few cents lower in regional areas than in urban areas.

Maydena Express operate for-hire transfers from Hobart Airport to the Maydena Bike Park. The business is operated by Tasmanian Mountain Bike Adventures.

Active Transport

Walking and cycling in the upper Derwent Valley is limited. Poor safety, sight lines, high speeds, lack of safe and accessible paths, distances between centres, and conflicts with vehicular traffic exist to create barriers to access for cyclists of all abilities.

Cycling is not an attractive option except for experienced recreational riders who may share the roadway with vehicular traffic. At night, walking and cycling is unlikely to occur due to these factors, as well as low to no street lighting and lack of passive surveillance.

There are no footpaths in the study area that sufficiently provide access for pedestrians along the road reserve in townships. Limited kerb and guttering is present for drainage purposes. Where there is sufficient kerb and guttering for drainage in some towns (i.e. Gordon River Road, Glenora), footpaths are not sealed and are exposed to adverse terrain conditions.

There are no dedicated cycling facilities in the upper Derwent Valley, except for recreational off-road riding facilities in Maydena.

Proposed rail trail

The Precinct Plan proposes the removal of rail infrastructure for the creation of a rail trail for recreational bike riding. Such a proposal should not preclude the future use of rail in the Derwent Valley, particularly for an agricultural, industrial, or strategic national purpose.

The Derwent Valley Railway Preservation Society has been in operation since the early 1990s, and has made progress to gain accreditation to operate heritage tourist trains on the railway line. The last tourist train service operated on the line in 2005. While there has not been operations of trains on the line since then, the infrastructure has been under ‘care and maintenance’ by TasRail as a non-operational part of the State rail network.

In the long term there will be a greater need to provide fast, efficient, public transport options that support growth in communities across Tasmania. Whilst there is low political capital for the development of a strategic plan, there is an appetite within the Tasmanian community for improved public transport, including the future use of rail. It is necessary to consider a future multi-modal network where rail plays a role, and how to best utilize existing infrastructure or where there may be improvements to it.

The Derwent Valley has ample opportunities for growth, particularly with the need for sustainable, alternative modes of public transport. There is also a need to sustain access to dormant areas of industrial potential, including agriculture and timber products, which are likely in the future to see a resurgence in localised use.

Feedback on Precinct Plan

This submission has provided in-depth analysis of historic and current public transport and active transport in the upper Derwent Valley. This is because the Precinct Plan provides sparing commentary on the issue of public transport in the region.

The plan in 2.7 ‘Getting Around’ (p. 25) does highlight that the weekly, Friday-only service from Maydena “…is not suitable for people travelling into Hobart and return in a day.” It also raises poor pedestrian and cycling access, as well as the rail corridor and its current status. As a result, its key considerations are to:

The rail corridor is also listed in 2.9 ‘Place and Identity’ as a significant heritage feature. It considers to explore reuses of the rail corridor for walking and cycling connections.

One of the objectives of the Precinct Plan is “Connected places and communities”, where priorities are placed on “road safety, active transport, and reliable regional links to New Norfolk and Hobart”.

While it is a consideration only, the lack of a specific call out for public transport inhibits the ability for this objective to critically address an area of significant shortfall in the Derwent Valley. This objective is fundamentally about movement and needs to make sure it captures all elements of this across the region.

The objective on “Healthy and thriving communities” aims to “improve walking and cycling links between towns”. The inclusion of this represents a duplication of the previous objective, as this is indirectly tied to transport and urban planning outcomes, particularly around movement and place.

These objectives together then form a consistent, combined approach to movement and place-based priorities for communities in the Derwent Valley. The transport network implicitly creates healthy and thriving communities. Strengthening access, as the objective aims to achieve, is somewhat misaligned, and there should be a greater championing of the development of inclusive public space, thoughtful development of both public and private infrastructure, and the encouragement of commercial and recreational investment.

The repurpose of the rail corridor into a shared-use path has been listed as an action under three objectives. It is a principal action under the “Connected places and communities” objective, and tertiary under the “Vibrant local and visitor economies” and “Healthy and thriving communities” objective.

The use of this project as a cornerstone action, without any further meaningful quantifiable metrics, does not provide ample consideration for its position within the transport corridor, or any future use of the rail corridor. It aims to link economic benefit with movement and place outcomes, which should be considered holistically.

The existing rail corridor is situated away from residential areas, does not necessarily have adequate drainage or all-weather access, and with a lack of kerb and guttering in many townships, accessing a trail is not practical to enable all-abilities cycling. The long distance of the corridor also inhibits its use, and removing the infrastructure would have a not-so-insignificant cost, just as much as upgrading it.

The use of the rail corridor for a cycle trail has been discussed for over twenty years, and in that time, there has not been a business case, environmental impact assessment, or transport plan that has fundamentally verified its benefit to the community. The Precinct Plan has attempted to raise this, however, does not provide meaningful reasons as to why. There is a lack of evidence to support its inclusion.

At the same time, the Derwent Valley Council has held partnership agreements with the Derwent Valley Railway Preservation Society, and there have been substantial volunteer hours and work underway by the Tasmanian Association of Tourist Railways to gain access, accreditation, and operate rail vehicles on this part of the non-operational network. The use of this project as a cornerstone is inconsistent with community sentiment. Consultants do not appear to have engaged with relevant stakeholders, except TasRail, when they proposed the inclusion of this project.

The inclusion of the rail trail reduces the efficacy and effectiveness of the Precinct Plan to deliver better outcomes for transport in the region, particularly within towns, villages, and places of residence. Any funding project for transport in the region should consider upgrades to kerb and guttering in, within, and around towns and residences, as well as support the upgrade of bus stops to DDA compliance.

Recommendations

While there is merit is understanding and taking into consideration the existing infrastructure that is situated in the upper Derwent Valley for transport needs, it is apparent that there are better ‘low-hanging fruit’ opportunities to address movement issues in the region.

As widely prefaced in the Plan, private vehicles are the predominant mode of transportation in the region. The distances covered in the region, between centres and towns, warrant greater consideration for public transport over active transport needs, in order to support shifting people from cars onto public and active transport.

The economic benefits of recreational riding, as well as heritage interpretation of the rail corridor, are beneficial. Increased investment in infrastructure in the upper Derwent Valley, within townships and villages, will increase amenity and liveability in these areas.

The construction of shared pathways within principal towns, and along roads, would provide greater connectivity across the region than on a rail trail. There is consideration for multiples users of the rail corridor, including the construction of a rail trail adjacent to existing rail tracks, however the economic potentials of both modes should be aligned to the outcome, and not preclude the future use of rail in the region.

My recommendations for the Precinct Plan are that:

• DVC establish a program of shared path construction within principal townships and along key road reserves in the Precinct Plan, to connect residents and communities.
• DVC maintain its support for the Derwent Valley Railway and provide in-principle support to the DVR and Tasmanian Association of Tourist Railways to expand its lease and business plan, at no cost to ratepayers.
• DVC collaborate with DSG and bus operators to increase bus frequency and service spans back to historic levels.
• DVC establish a program of constructing DDA-compliant bus stop infrastructure in the Derwent Valley.
• DVC explore options with public transport operators to transport bicycles to the Maydena Bike Park.

References

Area Connect 2018, Facebook post on proposed Maydena-New Norfolk connector, Facebook, 5 September 2018, https://www.facebook.com/areaconnecttasmania/posts/pfbid0Y85rdHhFBDcqHHqAorfAzAQFoAsWbr4Ur4qLzeYq28t7kcQXuAf1q51B4auVfzbFl

Area Connect 2018a, Facebook post on new Maydena-New Norfolk service, Facebook, 24 September 2018, https://www.facebook.com/areaconnecttasmania/posts/pfbid0Gs9wm55SbhaXKS4SGDhFiktYrLcePLd41phGEKiVobb4MZQRzVH6ai9w6qhT3Bsol

Area Connect 2018b, Facebook post on extension to Bridgewater, Facebook, 8 October 2018, https://www.facebook.com/areaconnecttasmania/posts/pfbid0Z6DephGWCKubmd9gwqnprkNkQ3kBhusnDVdpQGvWq3t9qS6mNpxivFDRCQFf6DCnl

DSG 2021, Trial services: Area Connect, Tasmanian Government, https://web.archive.org/web/20210509112525/https://www.transport.tas.gov.au/public_transport/bus_timetables/trial_bus_services

DSG 2026, Area Connect, Tasmanian Government, accessed 11 February 2026, https://www.transport.tas.gov.au/public_transport/bus_timetables/area_connect_trials

Note

The final Upper Derwent Valley Regional Precinct Plan was released in May 2026.

In June 2026, the Tasmanian Department of State Growth (DSG) was renamed Building Tasmania. This feedback was written prior to then, and uses the older name.