Transport Connections Evaluation Report - TDSA

Community Strengthening and Volunteering 

 

 

TransportConnections 

Final Evaluation Report 2003–2006

The Transport Connections grant program is a Victorian Government initiative. 

From 2003-2006, the Transport Connections pilot program was managed by the 

Department for Human Services, which commissioned KPMG to undertake this 

evaluation. In the 2006 budget the Transport Connections program received 

additional funding, and from July 2006, the program has been managed by the 

Department for Victorian Communities, in partnership with other State Government 

departments. 

Copyright & Disclaimer 

The materials presented in this report do not represent the views or policies of the 

Department for Victorian Communities. The report was commissioned by the 

Department of Human Services to help inform future policy and program 

development, and has been made publicly available for information purposes only. 

The information is provided solely on the basis that readers will be responsible for 

making their own assessments of the matters discussed and are advised to verify all 

relevant representations, statements and information and obtain independent advice 

before acting on any information contained in or in connection with this report. 

Whilst every effort has been made to ensure that the information is accurate, the 

Department for Victorian Communities will not accept any liability for any loss or 

damage which may be incurred by any person acting in reliance upon the 

information. 

This publication is copyright. No part may be reproduced by any process except in 

accordance with the provisions of the Copyright Act 1968.

ABCD 

Department of Human Services 

Transport Connections 

Program 

Final Evaluation Report 

Government 

July 2006 

This report contains 63 pages 

Final Evaluation - Transport Connections Program 2006 

© 2006 KPMG, an Australian partnership, is part of the KPMG International network. KPMG International 

is a Swiss cooperative. All rights reserved. The KPMG logo and name are trademarks of KPMG. 

Liability limited by a scheme approved under Professional Standards Legislation.

ABCD 


Transport Connections Program 

Government 

July 2006 

Contents 

1 Introduction 3 

1.1 The evaluation 3 

1.2 Purpose of this report 4 

2 The Transport Connections Program 6 

2.1 TCP Funding process 6 

2.2 Policy context for TCP 8 

3 Transport Connections - the last 12 months 10 

3.1 The TCP methodology 11 

3.2 Key performance criteria 13 

3.3 Common themes from the second consultation process 14 

3.4 Significant changes since the mid term evaluation 17 

3.5 Conclusion 17 

4 Overall findings of the evaluation 18 

4.1 Outcomes at the statewide level 18 

4.2 Outcomes at the local systems level 20 

4.3 Outcomes at the individual user level 29 

4.4 Conclusion 34 

5 The future of the Transport Connections Program 35 

5.1 Sustainability and change at the statewide level 35 

5.2 Measuring transport disadvantage 36 

5.3 Governance arrangements 37 

5.4 Role of the coordinator 41 

5.5 Establishing TCP partnerships 42 

5.6 Project catchment size 43 

Appendix A Summary of Transport Connections Initiatives 45 

Appendix B Stakeholders consulted 58 


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is a Swiss cooperative. All rights reserved. The KPMG logo and name are trademarks of KPMG.

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Government 

July 2006 

Disclaimer 

This report is solely for the purpose set out in Section 1.2 of this report and for the Department of Human Services 

(DHS). 

This report has been prepared using financial and performance information provided to KPMG by the Transport 

Connection projects. KPMG has relied on that information being accurate. KPMG has not undertaken any audit or 

other forms of testing to verify the accuracy, completeness, or reasonableness of financial and performance 

information provided. Accordingly, KPMG can accept no responsibility for any errors or omissions in the 

information shown in this report where it is based upon that information provided. 

The reviews of the individual Transport Connections projects were based on a series of interviews conducted with 

stakeholders identified by the individual Transport Connections projects. KPMG has relied upon those stakeholders 

as providing a complete, objective and representative view of the costs and outcomes of the individual Transport 

Connections projects. 

This report provides a baseline of the costs and outcomes of the Transport Connections projects to a specific point in 

time. This baseline does not provide any assurance regarding the likely final costs and outcomes of Transport 

Connections projects, nor the sustainability of any particular costs or outcomes noted. 

This report has been prepared at the request of the Department of Human Services in accordance with the terms of 

KPMG’s engagement contract dated 19 th April 2005. Other than our responsibility to the Department of Human 

Services neither KPMG nor any member or employee of KPMG undertakes responsibility arising in any way from 

reliance placed by a third- party on this report. Any reliance placed is that party’s sole responsibility. 


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1 Introduction 

“An important feature of liveable communities is that they provide access to services for 

people with restricted mobility, such as older people, people with disabilities, and parents 

travelling with children.” Meeting our Transport Challenges 1 

The Victorian Government established the Transport Connections Program (TCP) in 2003 to 

address the access and mobility needs of transport disadvantaged communities and individuals 

in rural and regional Victoria. The TCP is a joint initiative of the Department of Human 

Services (DHS), Department of Infrastructure (DOI), Department for Victorian Communities 

(DVC) and Department of Education and Training (DET). 

TCP supports nine pilot projects across predominantly rural and regional Victoria. Program 

funding totalled $2.1 million over three years. The nine pilot projects aim to be inclusive of the 

community they support by developing flexible approaches and practical solutions for 

addressing transport disadvantage. 

This report is the final report of an evaluation of the three year pilot program. Complementing 

this report are three documents developed by KPMG as part of the evaluation process: 

• Transport Connections – Mid Term Evaluation Report (2005) 

• Transport Connections Pilot Projects – Attachment to Mid Term Evaluation Report (2005), 

a series of case studies on the nine pilot projects, including background information, 

resourcing requirements and outcomes of each pilot project 

• Data Collection Strategy (2005). 

1.1 The evaluation 

The Department of Human Services engaged KPMG to evaluate the outcomes and operational 

effectiveness of the TCP in relation to its objectives of: 

• making better use of existing transport resources through new and coordinated approaches 

• facilitating dialogue between community, transport providers and local businesses to 

develop tailored transport solutions 

• strengthening links between the community and public transport sectors. 

The operating models of the TCP were also reviewed to measure if the model is efficient and 

effective, inclusive of stakeholders, responsive to issues, able to make timely decisions and 

resolve issues, and able to provide timely and useful guidance to the TCP pilot project 

coordinators. 

To oversee the evaluation, a Steering Committee was established comprising representatives 

from DHS, DOI, DVC and DET. 

1 ‘Meeting our Transport Challenges – Connecting Victorian Communities’, Government of Victoria, page 58 


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1.1.1 The evaluation framework 

An evaluation framework was developed and endorsed by the TCP Steering Committee 

(22 June 2005). The evaluation framework establishes the key outcome indicators for the TCP 

at three levels: 

• statewide system level 

• local system level 

• individual user level. 

With a focus on measuring the outcomes of the TCP at the program level, the evaluation 

strategy balanced quantitative and qualitative approaches to ensure that the incremental changes 

and impacts that result from the TCP at each level are captured and assessed. 

1.1.2 The evaluation methodology 

The final evaluation covered the period from July 2005 to May 2006. The evaluation approach 

included: 

• Collating evidence of service system outcomes in relation to access, knowledge, 

coordination, planning, efficiency and sustainability by analysing and reviewing existing 

TCP documentation and data returns provided by the TCP coordinators across three 

collection periods: 

- July to November 2005 

- December 2005 to February 2006 

- March to May 2006. 

• Conducting stakeholder consultations and interviews with the following stakeholders: 

representatives from local TCP Steering Committees; local community members; local 

community organisations; shire council representatives; peak organisations such as 

VCOSS, Disability Advisory Council, Municipal Association of Victoria and Council on 

the Ageing; industry representative bodies such as RACV, Victorian Community Transport 

Association, Bus Association of Victoria and Victorian Taxi Association; representatives 

from DHS, DOI, DVC and DET; and TCP Coordinators. 

The consultation phases of the evaluation included discussions with approximately 354 

individuals through a range of methods, including 31 forums/group discussions, 84 face-to-face 

interviews and 85 telephone interviews. The list of stakeholders consulted in the second phase is 

provided in Appendix B. 

As the focus was on evaluating the TCP at the program level, and due to the individual 

characteristics of the nine pilot projects, elements of the evaluation framework could not be 

applied to all projects. The evaluation approach taken has focussed on the contribution of the 

nine pilot projects to the overall objectives of the TCP. 

1.2 Purpose of this report 

The objective of the final evaluation report is to provide an analysis of the benefits of the TCP, 

including recommendations for future directions. The report also provides guidance on the 


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governance arrangements at the statewide program level and at the local project level to ensure 

appropriate support structures. 

This report has been structured as follows: 

• Section 1 provides an introduction and background to the report. 

• Section 2 presents the TCP overview and background. 

• Section 3 provides an overview of the key benefits identified from the TCP at the time of 

the final evaluation. 

• Section 4 provides an overview of the outcomes at the statewide system level, at the local 

system level and at the individual user level for the final evaluation, and integrates these 

findings with the mid term evaluation. 

• Section 5 identifies the key issues that need to be considered in taking the TCP forward. 

Appendix A highlights the range of initiatives undertaken by the pilot projects during the final 

evaluation stage and Appendix B outlines the stakeholders consulted during the final evaluation. 


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2 The Transport Connections Program 

The TCP has been designed to address the access and mobility needs of transport disadvantaged 

communities and individuals, ensuring vital connections at the local level. Eight of the nine pilot 

projects are located in rural and regional areas of the State, and the other is based in the urbanrural 

interface area in the City of Hume. Figure 2.1 shows the locations of the nine pilot 

projects. 

Figure 2.1: TCP pilot project locations 

The objectives of the TCP are to improve access and mobility for people in rural and regional 

Victoria by: 

• making better use of existing transport resources through new and coordinated approaches 

• facilitating dialogue between the community, transport providers and local businesses to 

develop tailored transport solutions 

• strengthening links between the community and public transport sectors. 

To achieve these objectives, the nine pilot projects have sought to establish links between the 

community transport sector and the public transport sector (including bus, train and taxi 

services). 

2.1 TCP Funding process 

The Victorian Government made available $700,000 per year for a maximum of three years to 

support community-based transport initiatives. Grants of up to $80,000 per year per pilot project 

were available, with the evaluation panel having the additional capacity to recommend recurrent 


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grants in excess of $80,000 per year where the impacts of remoteness or isolation would incur 

higher costs. 2 

The TCP grant guidelines were developed after consultation with the community transport 

sector 3 . Collaborative projects were encouraged as partnerships or consortia, as these were 

identified as a base that would more readily be able to effectively integrate and coordinate local 

transport services. As seen throughout the mid term and final evaluations, this approach has 

been one of the factors for success in the pilot project areas. 

The funding round attracted 31 applications from a range of groups, with nine pilot projects 

granted funding. The successful applicants fulfilled the following seven evaluation criteria: 

• response to access and mobility needs 

• response to other community needs 

• collaborative and inclusive approach 

• community and partner support 

• project viability 

• strategic considerations 

• technical viability. 

2.1.1 Governance 

The TCP is a joint program between the DHS, DOI, DVC and DET, with DHS as the lead 

agency. The program is managed by a joint Steering Committee, with officer representation 

from each of the Departments. 

Statewide meetings of the TCP coordinators and the joint Steering Committee are convened 

bimonthly. In addition, working groups have been established to address the issues that are 

common across the pilot projects, covering: 

• school buses 

• taxis 

• community transport. 

Each of the nine pilot projects is managed by a local partnership or consortium with a lead 

proponent agency. 

To guide each of the nine pilot projects, local Steering Committees or Reference Groups have 

been established. These groups comprise key stakeholders, including representatives from local 

agencies, health services, transport operators (both commercial and community), local 

2 DHS Transport Connections Grant Guidelines, page7 

3 DHS Transport Connections Progress Report 2003–04 page 8 


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government and regionally based State Government departments. Table 2.1 below provides a 

summary of the nine pilot projects. 4 

Table 2.1: Overview of the nine TCP pilot projects 

Pilot Project Characteristics 

Number of Projects 

Auspice agency – local government 4 

Auspice agency – community agency (for example health, 

community transport) 

Full-time coordinator (five days per week) 1 

Part-time coordinator 8 

Three-year funding range: 

$100k to $200k 

$200k to $300k 

$400k plus 

Brokerage funding received 5 

5 

4 

4 

1 

2.2 Policy context for TCP 

Since the inception of TCP, there have been three major policy releases that detail the Victorian 

Government’s efforts to respond to accessibility, inclusion and mobility. These are: 

• Meeting our Transport Challenges – Connecting Victorian Communities (2006) 

• Moving Forward – Making provincial Victoria the best place to live, work and invest 

(2005) 

• A Fairer Victoria (2005). 

2.2.1 Meeting our Transport Challenges – Connecting Victorian Communities 

“…For provincial Victoria, this means maintaining and expanding connectivity within and 

between regions, and providing access to affordable and appropriate transport modes”. 

Meeting our Transport Challenges – Connecting Victorian Communities 

Meeting our Transport Challenges provides a detailed plan for the Victorian Government to 

deliver a ‘world-class’ transport system over the next 25 years. Highlights of this plan include: 

• investing $10.5 billion over 10 years into improving transport infrastructure and services 

• $510 million to deliver greater services (including bus and taxi services) to provincial 

Victoria 

• improving accessibility to metropolitan trains, trams, buses and V/Line services to people 

with restricted mobility. 

4 Please refer to the Mid Term Evaluation Report for a high-level overview of each pilot project, and the Attachment 

to the Mid Term Evaluation Report, which provides a more detailed case study on each pilot project. 


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2.2.2 Moving Forward – Making provincial Victoria the best place to live, work and 

invest 

Moving Forward is the action plan for growth and investment in regional Victoria. Important 

elements included a new $100 million Provincial Victoria Growth Fund to drive economic and 

population growth across Victoria and a $200 million extension of the Regional Infrastructure 

Development Fund. 5 

A major highlight of the statement was the commitment to create new bus and transport 

connections within and between regional centres, small towns and larger centres (including to 

Melbourne). The Government will invest $37.8 million 6 to create new connections and to 

improve bus links to the rail network, new park and ride stations, new bus services and the refit 

of the V/Line regional train fleet. 

2.2.3 A Fairer Victoria 

A Fairer Victoria details the Government strategy for addressing disadvantaged individuals and 

communities. Strategy 12 outlines how the Government will address the need for building 

stronger communities by improving public transport through strengthening the links, flexibility 

and frequency of public transport in growth areas of Victoria. This includes the extension of 

community transport networks to better link with public transport networks. 

A Fairer Victoria also outlines details for the purchase of new, or replacement, community 

vehicles and the provision of funding for 25 general purpose vehicles through the Community 

Support Fund. 

5 ‘Moving Forward – Making provincial Victoria the best place to live, work and invest’, 2005, page 3 

6 ibid, page 55 


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3 Transport Connections - the last 12 months 

Throughout the second round of consultations, a range of stakeholders supported the TCP 

projects – including local agencies, State Government representatives and, in most areas, local 

transport providers. Benefits of TCP identified throughout the final consultations included the 

following. 

• The pilot projects have provided a way to break down barriers to transport issues and are a 

focal point for communities to raise transport concerns. 

• The TCP has empowered the community to effectively overcome and develop solutions to 

transport issues. 

• The pilot projects continue to raise awareness of transport options and are now a focus for 

discussion of local transport issues. 

• Access to transport in most areas has increased, for example, youth in Golden Connections, 

local community of Mt Beauty and, where accessibility has improved, the independence of 

individuals had also improved. 

• Knowledge sharing and coordination across agencies and shires has continued to improve, 

either in sharing of resources or input into strategic documents and planning. 

• Governance at the statewide level has been critical to the success of the TCP, particularly 

ensuring a “joined up” Government response to transport disadvantage through the 

guidance of the four lead Government agencies. 

• The TCP has allowed the community to identify practical solutions and strategies to assist 

in the provision of transport services. 

• Partnerships and coordination between agencies were reported many times by stakeholders 

as improving over the last 12 months. 

There were a number of tangible benefits identified over the last 12 months, including: 

Increased services 

• Development, trialling or refinement of 23 transport services across the nine pilot projects, 

of which: 

- nine are new route services 

- seven are considered community transport initiatives 

- five are opening capacity to the local community on the school bus network. 

• Planning for seven new transport services is currently being undertaken, including pilot 

services for: 

- a twice weekly service between Donald and Horsham 

- a weekly service between Woomelang and Swan Hill 

- a Gisborne Dial-a-Ride service to meet the needs of Gisborne residents and provide a 

link to the train station 

- a service that will link the communities of Taradale, Elphinstone and Harcourt 

- a trial of public access to the Bemm River school bus run to Orbost 

- upgrading town services throughout the Bass Coast Shire, including Cowes to 

Wonthaggi, Cape Paterson to Wonthaggi and Inverloch to Wonthaggi bus services. 


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Increased access to information 

• Development of eight local transport information brochures. 

• Southern Mallee has reported a 100 per cent increase in registration for Victorian Patient 

Transport Assistance Scheme (VPTAS) over the last 12 months. 

Increased access to transport 

• Three pilot initiatives that have opened up access to school buses to school leavers, 

apprentices and the general community. 

• An increase of 117 per cent in patronage on the Valley to City integration transport 

initiative. 7 

System improvements – collaboration and planning 

• Continued integration of transport and access into local strategic planning. 

• Assistance on two new local transport strategies for the Macedon and Mt Alexander shires. 

• Establishment of nine regional forums to bring together stakeholders to discuss transport 

issues on a regional level, as well as a local community level. 

Assessment of local need 

• Ongoing process to identify community need, including multiple forums and surveys to 

highlight community or sub-population need (for example young people). 

3.1 The TCP methodology 

Over the life of the evaluation, the TCP pilot projects have been continually identifying 

transport issues and working towards practical and local solutions to address transport 

disadvantage. This methodology is seen as effective in responding to a changing environment, 

for example, when the needs of a local community (or particular cohort within the community) 

change over time, infrastructure and provision of transport increases, or the regulatory 

framework is updated and adapted to the needs of the community. The partnerships developed 

over the life of the pilot projects have facilitated this process of change and are critical to the 

continued success of the program. The dialogue and coordination required to contribute to this 

change agenda has involved a range of key stakeholders and was seen by many as the 

foundation to the success of the pilot projects. The TCP coordinators are continually developing 

new partnerships and involving stakeholders at every step to ensure support for new initiatives 

is forthcoming from local communities. Figure 3.1 below summarises the nature of this change 

methodology utilised by the majority of TCP coordinators in undertaking their role. 

7 This is based on patronage numbers provided by Valley to City Efficiently. Figures provided for the period 

November 2004 to May 2005 (216 users) and November 2005 to May 2006 (469 users). 


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Figure3.1: The TCP methodology 

Modified approach 

embedded in local 

transport system 

Community needs analysis 

Strategies for embedding 

changes developed 

Solution monitoring and 

review 

Issues related to transport 

disadvantaged identified and 

prioritised 

Solutions development with 

Key partners 

Solution 

modification 

Solutions implementation 

Each point within this cycle has involved the TCP pilot project and is outlined below: 

• TCP needs analysis: the TCP pilot project utilises a number of strategies to identify need, 

including community forums and surveys. 

• TCP identifies transport issues: the TCP pilot project outlines the issues and prioritises 

the issues that can be addressed. 

• Solutions developed with key partners (including community): TCP and/or 

Government representatives: the TCP pilot project works with the community to develop 

solutions to the transport issues (or barriers) and, where required, identifies local or 

systemic barriers that need to be worked through before the solution is implemented. This 

can, and usually does, involve State Government agency intervention to ensure all policies 

and procedures are adhered to and sourcing additional funding if required. 

• Solution implemented and trialled: the TCP pilot project is then involved in advertising, 

marketing, coordinating and trialling the solution, either a new or refined service, 

contribution to strategic planning or facilitating changes in local agency policies and 

procedures. 

• Solution monitoring and review: the TCP pilot project monitors the transport solution to 

ensure it is meeting its stated objective and need. If required the transport solution is 

modified to update and reflect any learnings from the trial. 

• Strategies to embed change are developed: the TCP pilot project ensures that any change 

in transport provision, or agency procedures, will become embedded into the community. 

This methodology is continuous and ongoing and ensures the TCP pilot projects are evolving 

and never static due to the nature of working with local communities, or cohorts within a 

community. 


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There have been a broad range of activities undertaken by the pilot projects across the life of the 

TCP. To effectively address transport disadvantage, the pilot projects have utilised a 

multi-faceted approach, consistent with this framework, that focuses on the notion raised in the 

mid term evaluation of: 

• people – transport disadvantaged members in local communities 

• place – communities that are transport disadvantaged 

• provision – what transport is available in each community (commercial or community). 

3.2 Key performance criteria 

The Transport Connections Program continued to make significant progress during the final 

evaluation phase. Table 3.1 provides an overview of the key performance criteria and the 

progress the TCP has made against these at the: 

• mid term evaluation point 

• final evaluation point. 

Table 3.1: Overview of TCP against performance criteria 

Evaluation Criteria TCP – Mid term evaluation TCP – Final evaluation 

Ability to identify issues that affect the 

flexibility of transport provision in 

communities 

Development of strategies to manage 

issues 

work well progressed 

work commenced – limited 

progress 

continued success 


Assessment of transport needs work well progressed continued success 

Improved local coordination work well progressed continued success 

Improved local planning work well progressed continued success 

Development of alternative 

models/service responses 



Efficiency of transport options too early to tell work commenced – limited 

progress 

Viability and Sustainability of 

transport options 

Improved access to community 

resources 

Improved access to Government 

funded services 

Increased access and utilisation in 


too early to tell 





progress 





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Evaluation Criteria TCP – Mid term evaluation TCP – Final evaluation 

Individual satisfaction levels in 

relation to: 

• quality of transport options 

• safety of local transport options 

• timeliness of local transport options 

• availability of local transport 

options 

• affordability of local transport 

options. 

not assessed 


progress 

3.3 Common themes from the second consultation process 

3.3.1 Local steering committees and local agencies 

In discussions with local steering committees regarding the benefits of the pilot projects (and by 

proxy the overall program), the following themes came through: 

• the projects have raised awareness of local transport issues 

• the projects have gathered an understanding of transport disadvantage in individual 

communities 

• the projects have promoted collaboration among local agencies and engendered the concept 

of working in partnership to address community need, which have been critical to the 

success of the projects 

• the program overall has begun to break down the barriers between State Government 

departments assisting in promoting a cross-Government response. 

• pilot projects have empowered the community to participate actively in facilitating 

appropriate transport solutions. 

In most discussions, the participants indicated that access to transport and services has improved 

over the life of the projects, however only in some cases could this be quantified. Access to 

information regarding transport options already available was detailed as a positive outcome to 

date of the pilot projects. 

Improvements that could be made to the projects into the future were discussed with the 

following themes repeated on a number of occasions: 

• Greater senior level support from the four lead agencies to provide information, drive and 

links into each department (although it was noted in discussions that this is improving, 

particularly in light of the increased resources at a regional level from the lead agencies). 

• Improved assistance to the coordinators, including manuals and policies and processes to 

assist the coordinators in the early stages of the project. 

• In some instances, Government regulations limit the effectiveness of the projects and are 

not flexible to meet local community needs. 


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The overwhelming feedback when asked about the future statewide governance was that the 

four State Government agencies must remain in a joined-up approach as this has been one of the 

factors that has led to the success of the program overall. However, when discussing local 

governance, and the appropriate auspice agency, opinions were divided, with some participants 

indicating that local government was the preferable auspice agency, and others suggesting that a 

local agency (for example a health or community transport agency) was the preferable auspice 

agency. What is worth noting is that most participants saw it as critical that local government 

was involved on some level within the project, be it as the auspice or on the local steering 

committee. The criticality of Local Government involvement in the program was recognised 

among all stakeholders. This importance however did not impact on the views of stakeholders 

about the preferred nature of the auspice agency. As indicated previously, the auspice agency 

choice was divided, in that Local Government stakeholders preferred Local Government as the 

auspice agency, and local agency stakeholders preferred local agency auspice. These trends 

were universal among the stakeholders. 

3.3.2 State Government representatives 

State Government representatives, overall, indicated that the TCP was exhibiting early benefits, 

particularly in relation to partnerships and collaboration at the local level. Where initiatives had 

been implemented, the consensus was that tangible benefits, such as increased accessibility, 

were already being seen, however, some outcomes at the local level were yet to be achieved due 

to the pilot nature of this program, and the timeframes in which initiatives have been operating 

(particularly those that had been implemented in the last six to twelve months). However, as an 

overall program all representatives were clear in indicating that positive outcomes had been 

achieved in the given timeframe. 

All participants praised the work already undertaken by the coordinators, particularly in 

facilitating partnerships and being a local champion for transport issues. 

Governance at the statewide level was discussed, with no clear view as to which agency should 

lead the program. It was considered that each agency would bring different strengths and 

advantages, and that the involvement of all agencies was critical. Again, in discussing local 

governance, there was a mix of views with regard to the auspice agency, although one 

participant did state that “communities need to decide who takes the lead”. 

3.3.3 Transport operators 

Transport operators expressed a variety of views about the TCP during discussions. Some 

transport operators were positive about the program, and the impact the pilot projects were 

having, indicating that the majority of projects had been successful in identifying, and 

subsequently raising, the issues of the local community. However, in terms of direct benefits, 

there were only a few examples where demand had increased on commercial services due to the 

pilot projects. 

Some commercial operators indicated that the projects had not realised tangible benefits to the 

community although this was not a common theme throughout the discussions. Some transport 

operators indicated that there was a greater understanding of the operating environment that 

commercial transport providers work within, and this can be seen as an unintended positive 

benefit of the projects. 


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3.3.4 Community members 

When discussing the TCP with local community members, their views were based on local 

project initiatives. In discussing the benefits of a particular initiative, most indicated that 

accessibility of transport and services had increased. This included: 

• Participants in Mt Beauty stated that access to local transport had markedly improved over 

the past 12 months and the common view was that the new service is “excellent”. 

• Travellers on the Loch Sport to Sale coastal bus service stated that the changes to the 

timetable on Wednesdays, so that there was a decreased waiting time in Sale, were 

beneficial. This change means that residents do not have to spend additional hours in Sale 

if they only have to go shopping. 

• Local people in Golden Plains Shire are now better able to access local services and, in the 

case of the young people, better able to access social activities and programs. 

All individuals stated that the new initiatives were affordable and safe and they had better 

access to medical appointments (in particular the Valley to City participants cited this as 

beneficial) and shops or other activities. 

The case study below highlights the impact that TCP is having at an individual level on access. 

“Life wasn’t meant to be like this, was it…?” Garry Hammer, Chairperson Wellington Access and 

Inclusion Advisory Group, Let’s GET Connected 

Garry Hammer, a member of the Let’s GET Connected Disability Access to Transport Working Group, 

was involved in a car accident six years ago that left him a quadriplegic. Garry requires access to 

suitable transport in order for him to participate in the local community, and attend medical 

appointments. 

In order for him to connect with transport to Melbourne, or anywhere in Gippsland, Garry relies on the 

use of maxi taxis, which are generally unavailable during the school rush hours in the morning and 

afternoon. Examples of Garry’s experience on public transport include: 

• travelling in the goods carriage of a train to Melbourne, with no access to bathroom amenities, air 

conditioning, views of the countryside and no suitable seat for his carer. 

• being left at Southern Cross station during Commonwealth Games while working as a volunteer and 

still wearing a volunteers uniform, due to the driver not leaving his cabin to provide a ramp for 

access (this occurred on another occasion when the train was not carrying the appropriate 

wheelchair access ramp). 

• never being able to save on transport costs as buses are not wheelchair accessible. 

Since becoming involved in Rural Issues and as a representative on the Disability Access to Transport 

Working Group, Garry is now in a position to voice his concerns regarding the facilities on transport for 

people with disabilities. He has also become an advocate for the local community, and is a member of 

several groups and organisations. 

Gary has shown that becoming involved in TCP can lead to other networks being opened up to better 

connect with the community. 


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3.4 Significant changes since the mid term evaluation 

Since the mid term evaluation, there have been a range of significant advancements, including 

the following. 

• The focus on information provision has reduced, as evidenced by data returns to the end of 

May 2006, where most initiatives had as their primary aim either planning for solutions, 

developing solutions or implementing transport options. This would be expected due to the 

progression of the pilot project life cycle over the three year timeframe. 

• Increased support from a range of stakeholders as initiatives begin to be developed and 

trialled, particularly in some areas where local government, State Government regional 

offices and local agencies have realised the benefits that the TCP can provide to individuals 

and communities. 

• A shift in the Hume Transport Links pilot project operating structure, based on the 

learnings from other projects, and the findings of the mid term evaluation. This has seen 

the pilot project undertake more community consultation, needs assessment, stakeholder 

engagement and development activities to extend the focus of the pilot from one large 

initiative (the ConnectaBus) to undertaking smaller activities to garner community support 

and engagement. 

• A focus on transport issues in rural and regional areas at a statewide level, and an 

increasing recognition that greater flexibility is required within the regulatory framework to 

enable a more responsive approach to local needs and circumstances. An example of this 

flexibility is demonstrated in the country taxi review and in other State Government 

initiatives, such as the release of the statewide policy document Meeting our Transport 

Challenges. 

3.5 Conclusion 

Overall, the TCP has utilised a range of strategies to respond to transport disadvantage. 

Stakeholders were positive about the impact the program was having on individuals and the 

communities in which they operate, and that the projects should continue into the future to 

address and respond to transport disadvantage. 


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4 Overall findings of the evaluation 

“Improving transport connections between communities will give Victorians access to jobs 

and services, as well as their family and friends.” Meeting our Transport Challenges 

This section outlines the key outcomes and overall findings of the evaluation. It brings together 

the findings from the mid term evaluation and the final evaluation to draw a conclusion, and is 

discussed at the statewide, local and individual user level. 

4.1 Outcomes at the statewide level 

In line with the mid term evaluation findings, common feedback from evaluation participants, 

particularly local agencies and external stakeholders such as Royal Automobile Club of Victoria 

(RACV), Victorian Council Of Social Services (VCOSS) and Local Government Association of 

Victoria, centred around the pilot projects successfully raising the profile of transport 

disadvantage, and attempting to influence change at both local and systemic barriers. 

4.1.1 Identification of transport disadvantage within communities 

Local working groups and transport advisory groups continue to meet and discuss local 

transport related issues. As discussed in the mid term evaluation, the focus of these groups is 

tailored to incorporate all issues associated with transport disadvantage. Complementing this 

strategy is a focus on regional forums to bring together relevant stakeholders to focus not only 

on local communities, but how they fit within a regional environment. 

A current example of this is the Upper Hume Regional Transport Forum that incorporates 

important stakeholders, such as transport operators, local government, community health and 

transport, DHS, DVC and DOI. This group has met five times and will provide ongoing and 

sustainable dialogue at a regional level (post the pilot project), as all partners have committed 

and signed the Terms of Reference to ensure a continued focus. As stated by the TCP 

coordinator, “the RTF (Regional Transport Forum) is placed in an ideal position to provide for 

ongoing improvements, the development of benchmarks and standards suitable for transport 

users and providers alike.” 

In bringing together regional forums and local working groups, the pilot projects have also 

included State Government representatives from those agencies that can influence better 

outcomes for transport disadvantaged individuals. In particular, some stakeholders (including 

local steering committees) commented that support received from DOI regionally had improved 

and contributed significantly to developing and implementing appropriate solutions over the last 

12 months. 

The common issues relating to transport disadvantage across particular groups, communities 

and transport provision remain consistent with the mid term evaluation findings, however 

having identified the issues, pilot projects are beginning to address these, in conjunction with 

State Government agencies. These are issues such as: 

• transport gaps for young people have been addressed by Bass Coast, Golden Connections, 

and Let’s GET Connected 


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July 2006 

• Two Rivers, Hume Transport Links and Valley to City Efficiently have addressed scarcity 

of volunteers in pilot project areas. 

One particular aspect of identifying need is then attempting to influence and change systemic 

barriers that impede local solutions. Over the last 12 months, some systemic barriers have begun 

to be reviewed, such as: 

• opening of spare capacity on school buses has been successfully managed by Let’s GET 

Connected, and Southern Mallee TCP 

• unsuitable timetables for major transport services have been resolved by Getting Around 

(Macedon and Mt Alexander), with the implementation of an early train to Bendigo 

• inflexibility of taxi services, and regulations, is currently being addressed by the Country 

Taxi Review, with participation from the statewide TCP taxi working group. 

Table 4.1 below indicates the number of regional forums/advisory groups that have been 

initiated by the TCP. 

Table 4.1: Overview of working groups 

TCP initiated groups Mid term evaluation phase Final evaluation phase 

Regional forums/advisory groups 5 9 

The TCP pilot projects are now well placed to understand community need and identify 

transport disadvantage. Since the mid term evaluation, a number of initiatives have been 

implemented to address transport disadvantage at both a local level, via working groups and 

regional forums, and at a statewide level, via reviews of policies or service provision. 

Identifying transport disadvantage within communities is the first step in addressing the issue, 

and this has been raised as one of the major benefits of the program overall. As a result, an 

effective response can be considered by all partners at a local, regional and statewide level. 

4.1.2 Development of systems level solutions to transport disadvantage 

The TCP statewide working groups have continued to address common issues faced by all pilot 

projects, in particular: 

• the taxi working group has provided information and a submission to the Victorian Taxi 

Directorate review 

• the school bus working group has developed a discussion paper to address and provide 

solutions to opening up spare capacity on this resource. 

As outlined in the mid term evaluation, the pilot projects provide an effective mechanism for 

raising issues at the statewide level. This concept was summarised as the ‘three layers of TCP’ – 

local working groups, TCP Pilot Project and Statewide TCP Steering Committee. A positive 

development since the mid term evaluation has been the introduction of regional forums to 

assist in identifying and developing sustainable solutions to transport disadvantage. This 

additional step is now embedded in some pilot project areas and is another useful mechanism to 

cascade policy and legislative frameworks set at a statewide level (see Figure 4.1 below). 


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Figure 4.1: The layers of TCP 

Local 

Working 

Groups 

TCP Pilot 

Project 

Statewide TCP 

Steering 

Committee 

Regional forums/ 

Advisory groups 

Overall, the TCP has been effective at raising local transport issues to the appropriate level. 

Since the mid term evaluation, pilot projects and Government agencies have recognised that 

some issues and solutions can be dealt with at a regional level, and have now included this 

within their project activities. It is important to ensure that future working groups are: 

• time limited 

• focussed on one concept/issue at a particular time 

• receive appropriate support to ensure their effectiveness. 

These solutions are sustainable and low-cost (only requiring participants’ time and some minor 

expenses) and assist local communities to understand transport issues, and the policies and 

procedures that can impede the process of addressing these issues. 

4.2 Outcomes at the local systems level 

4.2.1 Assessment of transport need 

As highlighted in the mid term evaluation, the 

TCP pilot projects have all undertaken some 

form of needs assessment for the communities in 

which they operate. In undertaking this in the 

first instance, the TCP pilot projects have been 

well placed to understand the needs of the 

community, and how to match existing resources 

with community needs. 

Northern Hume Transport Forums 

This is a series of four forums that will focus on 

the transport disadvantaged groups within 

Hume, including: 

• young people; 

• people with disabilities; 

• senior members; and 

• families. 

This initiative will provide an opportunity for 

the residents in Northern Hume, and the 

services that support them, to have direct input 

into transport and strategic planning, to 

identify priority transport issues and to identify 

potential solutions for these issues. 


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In keeping with the concept of the TCP project cycle (as raised in Section 2.2), the assessment 

of transport need has continued across the life of the program, due to the continually changing 

need of a community, or a particular cohort of that community. In particular, current needs 

assessment activities include: 

• West Wimmera Youth Survey – Wimmera TCP, in partnership with the West Wimmera 

Council Youth Officer undertook a survey of young people aged between 11 and 25 years 

of age. The overall aim was to create an understanding of the transport (and activity) 

requirements of young people in the West Wimmera Shire to determine whether current 

transport services were meeting the needs of this population cohort. 

• Bass Coast Transport for Waterline – residents in the towns along Westernport Bay, with 

guidance from Bass Coast TCP, will prepare a series of initiatives to improve access to 

services. 

Again a range of needs assessments options have been utilised by the pilot projects, ranging 

from surveys to forums and community consultations. The assessment of transport need is an 

integral component of the program to break the cycle of transport disadvantage in local 

communities. This component has been one of the major activities undertaken by the pilot 

projects, particularly in the first phase of the project life. With the ever-changing need of 

communities, and cohort groups within a community, this activity will continue to play an 

important role across the life of the TCP projects (and any future projects). 

4.2.2 Improving local transport planning 

Inclusive planning practices provide communities with opportunities for involvement in 

the development of integrated transport solutions, an effective approach to addressing the 

needs of the transport disadvantaged within a community. 

In its simplest form, planning involves: 

• setting a vision 

• outlining priorities and defining the issues 

• generating feasible solutions 

• capacity building in terms of resources available and the allocation of these resources 

• evaluation of the plan on a continual basis. 

At the mid term evaluation point, stakeholders, such as local government and local agencies, 

were becoming increasingly aware of the nature of transport issues and the importance to plan 

appropriately for service provision to increase accessibility to these services and/or activities 

within their community. 

Throughout the final evaluation phase, planning continues to be a focus for the pilot projects, 

with relevant examples including: 

• Macedon planning for Harcourt, Taradale and Elphinstone bus service - funding for a bus 

service linking Taradale, Elphinstone and Harcourt to the V/Line rail network has been 

provided through the Government’s Moving Forward statement. These towns were 

surveyed to explore what service will best suit the needs of the residents. 


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July 2006 

• development of the Vision for Public Transport in Bass Coast Shire 2010 

• Wimmera TCP has contributed to the Hindmarsh Positive Ageing Plan. 

These planning activities not only directly relate to transport provision, but also to service and 

strategic agency planning. This approach is critical in attempting to integrate transport planning 

across communities and regions and redress the historic division of modal specific planning 

arrangements. 

Coordinators raised advocacy on behalf of communities as a significant activity at all levels, 

including statewide and regional. This advocacy role is apparent in the number of submissions 

that the coordinators contributed to on issues such as school bus policy, country taxi regulations 

and input into the Victorian Taxi Directorate (VTD) review. 

Table 4.2 highlights the range and quantity of planning processes that the TCP pilot projects 

have instigated, or contributed to, over the three-year program life. 

Table 4.2: Overview of assessment of need options 

Planning process 

Mid term evaluation 

phase 

Final evaluation 

phase 

Shire strategic plans 13 4 17 

Statewide submissions 9 10 19 

Total 

Planning is a critical element in designing an effective response, and provides communities and 

stakeholders with an opportunity to contribute and determine the appropriate response to local 

transport (and service delivery) issues. Transport planning is an evolving activity and is required 

on a continual basis due to the changing needs of a community. 

4.2.3 Improving transport coordination 

Throughout the final evaluation round of 

consultation, improved coordination was raised as a 

benefit of the TCP. Highlighting this in the mid 

term evaluation as an emerging benefit, the 

continuation of partnership building has ensured 

that better coordination of resources is on the 

agenda of local stakeholders past the initial threeyear 

timeframe of the pilot projects. Current 

examples of effective transport coordination 

include: 

• Fulham Prison taxi shuttle project – This 

project provides visiting families an affordable 

taxi fare ($5 return trip) by utilising the multi 

purpose taxi in Sale. The Prison subsidises the 

service by making up any shortfall in the 

metered fare, which is approximately $28 each 

way. The subsidy varies based on the number 

Valley to City integration model 

The new service between Mt Beauty and 

Albury-Wodonga commenced in November 2005. It 

is described as the integration of the Community 

Health Transport Program and the private route 

service provided by Pyle’s Coach Line. The service 

builds on the existing route service with an increase 

in travel days from Wednesday to now include 

Tuesday and Thursday. 

The new service incorporates a flexible door-todoor 

service for the Community Health clients and 

a fixed route service for other users. 

The service is subject to the standard DOI fare, and 

includes the provision of a concession, and costs 

users $12.10 for the round trip from Mt Beauty to 

Albury/Wodonga and return – a trip of 

approximately 180 kms. 


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July 2006 

of passengers. Under the original arrangements, individual taxi sedans were used at a cost 

of $22 each way without subsidisation. 

• Valley to City Efficiently Integration model (refer text box). 

An important advancement over the last 12 months is that engagement with transport providers 

(both commercial and community) has improved from the perspective of stakeholders, including 

the operators. As one external stakeholder noted “…there has been a shift in attitude of 

transport operators [in that particular area]…they are thinking outside of the square…”. The 

benefits in new perspectives include: 

• better utilisation of existing resources 

• increased understanding of the pressures faced by transport operators and effective 

engagement to achieve feasible solutions 

• challenging the traditional way of delivering transport services. 

For example, as a result of the Valley to City integration model, a partnership has developed 

between the private operator and public health service. This has resulted in the private operator 

and the community health transport coordinator working closely to solve transport difficulties 

that may arise for the Mt Beauty community. 

Each pilot project, in designing an effective initiative (or solution), has understood that 

partnerships and networks are important in delivering a coordinated response to meet the needs 

of the community, and they have invested time and effort in ensuring that coordination becomes 

embedded into the thinking of the community. 

4.2.4 Alternative models of transport provision 

At the time of the mid term evaluation, the TCP had trialled 15 services, established 5 new 

services and refined 11 services. These initiatives were identified as being effective due to the 

nature of the quick response, an effective mechanism for fostering community support. 

Since the mid term evaluation, the development of new or trial services and refinements to 

existing services has continued in the majority of pilot projects. Further examples over the last 

12 months include: 

• Southern Mallee School Bus agreement - Tyrrell College at Sea Lake have recently agreed 

to allow people aged 60 years and over to access spare seating capacity on the Sea Lake 

School Bus Network. This means that older people (who have been pre-approved to travel) 

will be able to access the local school bus and travel into Sea Lake, accessing shops and 

services, and/or linking with a new Sea Lake to Swan Hill V-Line bus service. 

• Golden Connections: Youth Sporting and Recreational Activities - Golden Connections 

Community Transport (GCCT) has initiated recruiting and training of specific volunteer 

drivers from within the Carngham Linton Football Netball Club and Rokewood Corindhap 

Football Netball Club to facilitate and coordinate the transport requirements to enable the 

young members from these clubs to attend more sporting events and associated social 

functions. To assist with the costs, young members from the Carngham Linton Football 

Netball Club have entered into an agreement with GCCT to clean one of the vehicles on a 

regular contract basis. 


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• Mallacoota to Genoa bus service demonstration project – this initiative is the first 

demand/responsive service to be trialled in Victoria. This service meets the V/Line bus on 

Tuesday, Thursday and Sundays, if bookings are made. The fare is $4.20 one-way (full 

fare) and $2.10 one-way (concession). 

The service utilises the senior citizens’ 17-seater bus (which was purchased by a local 

community member). It received funding from DOI for six months between December 2005 

and June 2006, and further funding to July 2007 was recently announced. 

The willingness to test out solutions is still a critical ingredient and strength of the pilot projects. 

Table 4.3 sets out the range of activities that have affected transport provision change as result 

of the TCP. 

Table 4.3: Overview of transport provision changes 

Transport services 

Mid term 

evaluation phase 


phase 

Trial transport projects 15 9 24 

Refinements to services 11 10 21 

Other transport provision initiatives 9 5 14 

Total 

Due to the nature of the projects, there was much time and effort expended in the beginning 

phases to assess need and provide information to the community. Once these issues were 

addressed, the projects have begun to focus on providing more flexibility in how transport is 

delivered in their project catchment. As can be seen from the above table, the pilot projects have 

advanced through the project cycle and are now effecting greater change on existing transport 

provision, or implementing new transport options. 

4.2.5 Improved efficiency of local transport provision 

At the time of the mid term evaluation, efficiency of transport options was difficult to measure 

due to the infancy of the TCP. The concept of efficiency is still relatively hard to measure across 

the TCP due to the variability of initiatives and the focus of the pilot projects. 

Efficiency of local transport provision has been explored by pilot projects as a way of better 

leveraging current transport resources. In particular, the utilisation of transport stock during 

down time (such as school buses) is still being worked on by many pilot projects. Sharing of 

resources across agencies (such as mini buses, or cars – refer text below for case study) is also 

being trialled in a number of locations, and replacement of transport vehicles to carry more 

passengers has occurred in Gippsland (Fulham Prison Taxi Shuttle Service.) 

One example of efficient use of transport resources, and volunteer time that is occurring, is the 

Valley to City Integration model. As outlined in the text box in Section 5.2.3, this model is 

described as the integration of the Community Health Transport Program and the private route 

service provided by Pyle’s Coach Line. The service builds on the existing route service with an 

increase in travel days from Wednesday to now include Tuesday and Thursday. The benefits of 

this model include: 

• a reduction in demand for the community health transport to provide services that require 

an individualised and personal transport service 


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July 2006 

• a decrease of 9,228 kilometres in travel for the community health transport, and thus a 

decrease in recurrent costs 

• lower capital requirements for the community health program as the life of the vehicle is 

either extended or the vehicle is not required at all. 

Better coordination of resources, and planning for service delivery, are activities that require 

time to embed in communities as process and procedure changes are required from an agency 

and provider perspective. 

In some instances, service substitution is being explored. For example, the initiative of the 

Southern Mallee TCP developing a non-emergency patient transfer service to free up the limited 

paramedic services, being applied in the Macedon Ranges shire. This is in the early stages, 

however health services in that area have identified a growing problem of getting people to 

Melbourne for medical appointments. 

Overall, there are examples where transport provision is being undertaken more efficiently that 

could be applied across other areas. Sharing of resources is beginning to occur in a number of 

locations, and there is a heightened focus on efficiency in a regional and rural setting to ensure 

transport is meeting the needs of the community (and those transport disadvantaged within the 

community). 

Dargo Community Bus 

Dargo is a remote community located on the Dargo River 120 km north of Sale in the Great Dividing 

Ranges. The local TCP project (Let’s GET Connected) was invited to jointly host a community 

meeting in conjunction with the Best Start Program to assist with the Dargo Community Bus initiative. 

Best Start, Dargo Primary School and the TCP project each contributed $5,000 to the purchase of the 

second hand 18-seater bus, after signing a partnership agreement. 8 The Dargo Community Bus Service 

provides a flexible service to the entire Dargo community, with the Dargo Primary School being the 

owner and accredited operator of the bus. The model of operation is based on the Cohuna Bus project 

that was implemented in 1997, and continues to operate today .9 

Since the community bus came into service, it has been used on 3810 occasions by the Dargo Primary 

School to allow students to participate in an exchange program with Stratford Primary school on a 

weekly basis, to attend swimming lessons in Sale, and other social activities such as arts functions. 

The Dargo Primary School will begin using the bus twice weekly from the beginning of the next school 

term to further improve interaction with a larger school as Dargo Primary is now down to five 

students. The local community has also made use of the bus on eight occasions for activities such as 

golf days, funerals, and local pub transport. 11 

This service, has been successful in providing local residents (in particular local primary school 

students) access to services and activities that may have been difficult to access previously, and 

utilising a community resource efficiently to meet the entire community need. 

8 Information provided by Let’s GET Connected Case Study. 

9 Ibid 

10 Information provided by Dargo Primary School 

11 Ibid 


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4.2.6 Improving access to local and Government resources 

As indicated in the mid term evaluation, 

stakeholders reported increased access to 

services, either through changes to transport 

provision or better coordination between local 

agencies. 

This focus on improving access to services and 

resources has continued across the life of the 

pilot projects, and many initiatives are targeted 

at transporting people from their home, or 

community, to services or activities. In 

developing alternative transport modes or 

refining services, the pilot projects are 

improving accessibility and invariably 

increasing the options community members 

have in regard to health services, social 

activities or shopping options. 

Macedon – early morning V/Line train to Bendigo 

The Melbourne to Bendigo train line has undergone 

extensive infrastructure works, and trains were 

returned to the line in February 2006. 

The new timetable has an early morning train to 

Bendigo arriving at 8.15am, rather than 10.34am. 

This change to the timetable now allows residents 

in the Macedon Shire to access the Bendigo 

employment market, educational facilities and 

other services in the regional centre of Bendigo. 

In addition, DOI has organised a TrainLink bus to 

link the morning and evening train with the 

university, TAFE colleges and the hospital. 

Current examples that are opening up access to local and Government resources include: 

• Let’s GET Connected Gippsland East School Bus initiative – this is a continued joint 

initiative developed by Let’s GET Connected, Gippsland East Local Learning and 

Employment Network (GELLEN) and Gippsland Department of Education and Training to 

set up and trial access for post school students in Gippsland East on public school buses. 

The trial is occurring on the Bairnsdale school bus network (consisting of 36 school buses 

arriving in Bairnsdale daily) and the Sale network (consisting of 34 buses arriving in Sale 

daily). This initiative is providing free access to school buses for post school students aged 

between 15-24 years. This service allows this young people to access further education and 

training courses at university, TAFE or adult education courses, increasing opportunities to 

enter employment. 

• Macedon early train to Bendigo (refer text box for full details). 

Increasing access to local and Government resources also includes activities supported by local 

agencies and/or Government (state and local). A number of pilot projects have assisted 

particular groups within communities to become involved in Government initiatives, including: 

• Golden Connections: FReeZA initiative - The FReeZA program is a ‘by-youth for-youth’ 

approach to leading the planning, development and delivery of music and cultural events in 

the local community. Golden Plains Shire is funded to deliver five music or cultural events 

per year. The Golden Connections project provided volunteer drivers and vehicles for 

transporting young people in Golden Plains Shire to activities within the shire and planning 

forums in Geelong. 

• Southern Mallee TCP has also identified that, by implementing a new service, an impact on 

accessibility to health and other services would result. The survey results from the 

Woomelang to Swan Hill consultations indicated that most would travel to Swan Hill for 


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July 2006 

various health appointments. One hundred and seventy nine people stated that they would 

use a proposed Woomelang to Swan Hill bus in order to access appointments and x-rays, 

while 21 people stated that they would use the bus service to access further education. 12 

Table 4.4 below indicates the range of activities that have increased access to local and 

Government resources. 13 

Table 4.4: Overview of activities increasing access to local and Government resources 

Local and Government Resources 

Mid term 

evaluation phase 


phase 

Health service initiatives 8 6 14 

Education service initiatives 3 6 9 

Total 

• By trialling, refining and establishing 58 transport provision solutions 14 , the pilot projects 

have been able to increase accessibility to a range of local and Government services, 

including health, education and social services or activities. The planning and coordination 

activities undertaken, and those still to be undertaken, ensure that the benefits already 

derived will continue into the future as the community builds its capacity to respond to 

transport disadvantage. 

4.2.7 Viability and sustainability of transport options 

As discussed in the mid term report, the viability and sustainability of transport options is an 

issue that rural and regional communities across Victoria must face. The difficulties that some 

communities face regarding population density and distances to travel will affect the transport 

response that is available to them. 

4.2.7.1 Enhanced utilisation of community resources 

Some of the pilot projects have increased the available community resource base by assisting in 

the recruitment and training of volunteers, including: 

• Wimmera TCP bus license registration assistance – this initiative aimed to decrease 

transport isolation by building capacity within communities. The Wimmera TCP is 

providing participants with the skills required to utilise transport infrastructure already in 

their towns. There is no cost to the participants for this initiative as the pilot project is 

contributing brokerage funding. At the end of May 2006, there were 12 participants 

registered, with seven only requiring VTD certification and five requiring both a light rigid 

vehicle license and VTD certification. 

• Golden Connections recruiting a further 13 volunteers to assist in transport provision in and 

around the Golden Plains Shire. 

12 This service is due to begin in July or August 2006 according to information provided by the TCP coordinator. 

13 These relate directly to activities that are increasing the accessibility of either education or health services (such as 

opening up capacity on school buses for TAFE students or assisting people get to Melbourne for specialist 

appointments) and have that specific focus for the activity. 

14 This is the total number across the life of the TCP. 


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As mentioned by several stakeholder groups, particularly those reliant on volunteers, it is 

becoming increasingly difficult to attract volunteers to undertake activities in the community. 

Those volunteers that are available are ageing and moving towards a phase where they will soon 

be dependent on volunteers themselves. 

Table 4.5 provides an overview of the recruitment of volunteers by the TCP over the life of the 

program. 


Community resources Mid term evaluation phase Final evaluation phase 

Volunteers recruited 47 Approx 20 

4.2.7.2 Flexible funding arrangements 

In examining the range of transport initiatives planned or implemented by the pilot projects, at 

least 19 have required, or are awaiting the outcomes of, Government funding. The funding 

sourced already ranges from approximately $7,500 for the Bass Coast Summer Bus Service to 

approximately $15,000 for the Mallacoota-Genoa bus service in Gippsland. 

During the mid term evaluation, some TCP coordinators raised the concept of a discretionary 

pool of funding that could be accessed to implement, on a case-by-case basis, trial projects that 

required a small amount of seed funding. As part of the Victorian Government Transport and 

Liveability Statement, Meeting our Transport Challenges, a ‘Flexible Transport Solutions 

Fund’ will be established that all communities (regardless of TCP project involvement) can 

access for small funding allocations to trial or implement new, low-cost transport services or 

projects – including project development and minor capital works to improve access and 

mobility 15 . 

The funding will total approximately $4.19 million over four-years and be managed by DOI, 

with collaboration with other state agencies. 

This is a significant advancement in addressing transport disadvantage in local communities as 

there will be a dedicated and accessible funding stream. It will take away the need for 

communities to search for funding options to affect change and build capacity, which, in some 

instances, only requires a relative minimal amount of investment. In this way, promotion and 

change of current service provision can be addressed in a sustainable manner, utilising a 

‘broker’ model to adapt new ways of transport service provision. 

4.2.7.3 Brokerage funding 

At the time of the final evaluation, the TCP pilot projects had not finalised or submitted their 

Annual Reports for the financial year 2005/2006. However, access to brokerage funds continues 

to be a strategy that enables some transport options to be continued, or established. A current 

example is: 

• Wimmera TCP utilising $10,000 of brokerage to assist Wimmera Southern Mallee LLEN 

financing the bus operation in the region to transport young people to Vocational Education 

15 ‘Flexible Transport Solutions’, A Victorian Government Initiative, Fact Sheet May 2006. 


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and Training (VET) classes in Horsham and at Longerenong College each Wednesday 

during this school year. 

According to the TCP coordinator, the VET buses play a vital role for the program on two 

distinct levels: 

• the buses transport approximately 175 students each week 

• without the participation of students that are transported in from outlying areas, student 

numbers would be too low to offer some of the courses. 

As discussed above, access to flexible funding options can assist communities in implementing, 

or maintaining, transport services. The establishment of the ‘Flexible Transport Solutions Fund’ 

can assist those areas with low population bases to broker and develop a transport service in the 

short to medium term. 

4.3 Outcomes at the individual user level 

To assess the impacts at the individual level, a number of methods were utilised. These 

included: 

• Where TCP pilots directly develop or trial demonstration services, coordinators were asked 

to assist in conducting an individual user survey to capture information on improved access 

and utilisation of local transport options, increased user satisfaction with local transport 

options in terms of quality; safety; timeliness, availability and affordability. 

• Focus groups were held with individual community members in the majority of pilot 

projects. 

• Travellers on the Loch Sport to Sale bus were interviewed while travelling on the bus to 

gain their perception of local transport options, and the impact TCP has had. 

As only two projects undertook the individual user survey, the results are not rigorous enough to 

draw conclusions from, and thus have not been included in the final evaluation. However, 

observations can be made about those individual initiatives on a stand-alone basis. 

Assessment of the outcomes of the TCP at the individual user level, for the final evaluation, has 

also drawn on the data collected previously by the pilot projects about the impact of their 

various initiatives on individuals who are identified as transport disadvantaged, utilised 

qualitative data from the stakeholder consultations and data collected by the coordinators over 

the last 12 months on the initiatives undertaken by the pilot projects. 

4.3.1 Increased knowledge and awareness of available transport options 

• Provision of information represented an early gain to the TCP pilot projects, with 22 

brochures developed and distributed by the mid term evaluation. This ranged from 

transport timetables, to accommodation assistance and subsidy eligibility and availability. 

Access to up-to-date information emerged as a key requirement for those who are transport 

disadvantaged, and the pilot projects are continually addressing this need. 

• Over the last 12 months, as noted in section 3.1, the focus on information provision has 

reduced. However, the pilot projects are still developing and implementing information 


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July 2006 

solutions so that local communities are made aware of the available transport options. Over 

this time, a total of eight new brochures have been produced and distributed, including: 

• Hume Integrated Transport Information for Craigieburn and Roxburgh Park – in 

conjunction with MetLink, who will contribute to the design and printing costs, Hume 

Transport Links is developing materials that will include relevant transport information 

such as public transport, taxis, community transport and transport safety information. The 

first materials developed will be those aimed at seniors and young people. 

The brochures and access maps produced by the pilot projects are also subject to regular updates 

to ensure that communities have the correct information. 

Table 4.6 below highlights the number of brochures and maps developed as part of the TCP. 

This includes all timetables, accessibility maps, accommodation options and subsidy 

information available to eligible travellers. 16 


Information brochures Mid term evaluation phase Final evaluation phase Total 

New information brochures 22 8 30 

As can be seen from the above table, the focus on information provision has shifted from being 

a high priority to more of a watching brief exercise. This, as discussed earlier by the TCP cycle, 

is to be expected as the pilot projects move from identifying immediate need (such as lack of 

information) to developing solutions for more complex transport issues. 

Information provision can be an effective, and relatively cheap, sustainable investment if it is 

embedded into current processes at the local system level and, in particular, the statewide level. 

While it might be sufficient this time for the projects to produce appropriate timetables and 

information brochures, for long-term sustainable change, thought has to be given as to how this 

should be done into the future. The example of Hume Transport Links collaborating with 

MetLink, the provider of information to the metropolitan Melbourne public transport network, 

in developing appropriate travel information can be seen as an attempt to embed this practice. 

The role of the projects might be one of coordination of information, rather than production and 

distribution of transport material. 

16 The number in the mid term evaluation column includes the Southern Mallee initiative to produce and install 

information stands in each of the 30 townships across that region. For the purposes of this evaluation, it has been 

counted as one initiative, rather than 30. 


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Government 

July 2006 

“The benefits of the Golden Connections Community Transport service will be visible in the areas of 

community connectivity, needs based service delivery and advocacy.” Golden Connections 

Coordinator 

The Golden Connections Community Transport initiative seeks to improve access to transport 

opportunities, specifically targeting frail older people, disabled persons and their carers, and young 

people living in Golden Plains Shire. 

A young person from a low socio-economic background is currently involved in an investigative and 

support program for early school leavers. Due to his geographical isolation, and lack of access to a 

car or other transportation, he tends to miss out on many opportunities including social interaction 

with peers. This young person has had limited access to both Council and community run initiatives 

including the opportunity to join the local football team (due to the fact that he could not get transport 

to training and games). He also has to travel an hour on his bike to reach his place of work. 

As a result of the community bus, this young person is now able to participate in Shire run camps and 

programs, join the local youth group and has been transported to various peer connection 

opportunities which have significantly contributed to his overall well-being and social connection. 

4.3.2 Improved access and utilisation of local transport options 

At the time of mid term evaluation, the pilot projects had implemented 15 trial services and 

refined 11 services, leading to better outcomes for individuals. During that period, adequate 

time was required to ensure user behaviour changed to ensure utilisation of services. Over the 

last 12 months, the pilot projects have continued to develop and implement a range of transport 

options (23 service changes). 

By re-visiting those initiatives that have had time to embed themselves within the community, 

there are examples of improved utilisation of transport options. Of particular note are: 

• Golden Connections Community Transport patronage increased from 3,205 client trips in 

the year 2004/2005 (July to May) to 5,723 clients in 2005/2006 (July to May). This also 

represents an increase in the average number of monthly trips from 291 in 2004/2005, to 

520 in 2005–06 (see Figure 4.2). The coordinator observed that the initial growth from 

aged and frail people is now being supplemented with more youth, people with disabilities 

and community clients. Anecdotal feedback from clients has been positive, leading to 

personal referrals and growth in client base. 


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Government 

July 2006 

Figure 4.2: Golden Connections Patronage Figures - FY2004–05 and FY2005–06 

Source: Golden Connections TCP Coordinator 

Client Trips 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

July August September October NovemberDecember January February March April May 

Month 

FY2004-2005 

FY2005-2006 

• Valley to City integration model increase in utilisation for comparison of seven-month 

period November 2004 to May 2005, and November 2005 to May 2006, from 216 

passengers to 469 passengers, an increase of 117 per cent (see Figure 4.3). Reasons for 

such an increase include: 

- increased frequency and regular times of travel. Clients can now travel three days per 

week (as opposed to one day fixed route or the ad hoc trips undertaken by the 

community transport) 

- greater ability to link into other service such as the early and late bus they can be mixed 

and matched to suit 

- more locations included in travel destinations resulting greater accessibility to services 

- expanded capacity by 20 seats twice weekly. 

Figure 4.3: Valley to City Integration Model Patronage 2004–05 and 2005–06 

Source: Valley to City TCP Coordinator 

140 

120 

Passengers 

100 

2004–05 

2005–06 

80 

60 

40 

20 

0 

November December January February March April May 

Month 


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Government 

July 2006 

• Bass Coast Summer Bus Service increase in patronage from the first year load of 

approximately 500 passengers, to a second year patronage level of 984 (exceeding the 

objective of carrying 720 passengers). Some of the reasons behind the increase in 

patronage include: 

- lower fares than the first year, including a staged fare structure 

- operating the service each weekday over the summer period, and a Saturday service. 

The examples above demonstrate that services, when implemented and given a reasonable 

demonstration time, can be well utilised by community members leading to greater access to 

services and activities. The Bass Coast summer bus service is an excellent example of 

demonstrating the service over a short period of time, and then applying some of the learnings 

from the demonstration to enhance and better meet the needs of the community. 

As discussed earlier, the pilot projects have shifted focus from providing quick, short-term 

solutions, such as information provision, to implementing and affecting transport service 

provision change. In moving along the project cycle the pilot projects have begun to tackle the 

complex issues involved in commercial and community transport provision, and highlighted 

that community members, when given time, will utilise new or refined services. 

4.3.3 Increasing accessibility 

As highlighted in the mid term evaluation of the pilot projects, and throughout the final 

evaluation, the pilot projects have been able to influence not only the accessibility to transport 

option, but also the accessibility to local services. Accessibility to transport is one facet of the 

TCP, however, increasing access to services (either health, social or others) is an important 

factor in community connectedness and the well-being of those individuals within the 

community. 

In the text box below, is an individual perspective on how the TCP has impacted, and benefited, 

the lives of the individual within the Craigieburn community. This case study highlights not 

only impact on transport options, but on quality of life areas of individuals. 

“The ConnectaBus takes me to right places, and it is lovely to go out on Sundays”. Craigieburn 

resident using the Hume Transport Links ConnectaBus service. 

The ConnectaBus service picks up transport disadvantaged community members within Roxburgh 

Park and Craigieburn and transports them to popular destinations, such as the local shopping 

centres, cinemas, The Northern Hospital, Broadmeadows Railway Station, churches and community 

centres. 

A Craigieburn resident has used the ConnectaBus service on four occasions to access the 

Broadmeadows Shopping Centre. This resident does not drive and has a medical condition that 

makes it difficult to walk long distances. She has a daughter who lives close-by, however, there are 

times when the daughter is unavailable to drive the resident to where they need to go, particularly on 

Sundays. 

In being able to access this service, the resident now has the choice to go on Sunday outings to 

Broadmeadows Shopping Centre. The last time she utilised the service, her two year-old grandson 

also went along for the ride. The service also serves as a social outing because of the interaction 

with other passengers, and is affordable and accessible. 


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Government 

July 2006 

4.4 Conclusion 

The TCP overall, through not only the examples cited above but throughout this section, has 

been effective in: 

• identifying and assessing need 

• improving local planning to consider and address local transport issues 

• influencing statewide policy in addressing transport disadvantage 

• implementing local solutions to transport provision 

• increasing accessibility to transport options, and in most cases, the utilisation of said 


• increasing the accessibility to community resources, local and regional services, and 

community activities. 


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Government 

July 2006 

5 The future of the Transport Connections Program 

Building on the success of the nine TCP pilot projects, the Government has allocated funding 

towards the Flexible Transport Solutions initiative. The Flexible Transport Solutions program 

has two core components: 17 

• An expansion of the TCP, to support up to 30 projects across Victoria, to be managed by 

DVC. 

• A flexible fund to provide funding for new, low-cost services and projects identified by 

local communities, to be managed by DOI. 

Funding for this initiative will total $18.3 million over four years, including $14.15 million for 

the expansion of TCP and $4.19 million for a Flexible Transport Solutions Fund. 

With this recent budget announcement to commit more funds to rollout 30 projects across 

Victoria, some themes to enhance the chances of future success need to be addressed. These 

include: 

• sustainability and change at the statewide level 

• measuring transport disadvantage 

• governance arrangements at a statewide and local level 

• the role and skills of coordinators 

• establishing TCP partnerships 

• the project catchment size. 

5.1 Sustainability and change at the statewide level 

An issue that warrants consideration is that of sustainability and embedding change into the lead 

agencies involved in redressing transport disadvantage (that is, those that can affect change on 

the people, the place and provision of transport). 

This focus should be on clarifying the issue of TCP sustainability to the view that the TCP 

should inform developments that impact on the agencies so that the learnings from the pilot 

projects are taken up and embedded to address systemic issues. Current examples where these 

systemic issues can be addressed include: 

• Integrated transport information products such as community and regional transport 

resources (for both commercial and community vehicles), information on subsidy 

assistance, agencies that can provide volunteer assistance and accessibility maps for 

communities (such as those developed by Bass Coast and Mt Beauty). 

• Integration of transport into service planning at a statewide level, including disability, 

health and HACC service plans. This activity has begun at a local level whereby pilot 

projects have contributed to strategic plans of local government and local agencies, 

17 ‘Flexible Transport Solutions’, A Victorian Government Initiative, Fact Sheet May 2006. 


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Government 

July 2006 

however, this needs to be taken up and embedded with statewide departmental plans for 

service delivery. 

• Integrated planning and assessment of the take up of new routes/new services by either 

public, private or community transport providers. 

Embedding change at a statewide level will build off the current work being undertaken at a 

local level by the pilot projects, and lead to a focus on a multi-dimensional view of service 

delivery planning and integration across the State. 

Recommendation 1: Transport disadvantage should be recognised as factor needing to be 

addressed within communities. Strategies for minimising the level of transport disadvantage 

should be embedded into all planning activities undertaken by both the State Government 

Departments and Local Governments. 

5.2 Measuring transport disadvantage 

Measuring transport disadvantage from a community perspective is essential in formulating a 

planned response to transport disadvantage. While the pilot projects have been successful in 

highlighting transport need (a proxy for transport disadvantage), understanding how the 

communities are transport disadvantaged is an important first step in undertaking the necessary 

actions to address this. 

Developing an indicator/s for assessment of transport disadvantage should be the next step for 

the lead agencies involved in TCP. One method is to link into the current work being 

undertaken by the DVC in measuring community capacity and connection, via the DVC 

Outcomes Framework that provides the basis for monitoring changes in key aspects of 

community strength/capacity. In particular, indicators on transport disadvantage could be 

developed that link into the following elements of the Outcomes Framework: 18 

• service improvement outcomes (for example, better access to services, improved 

partnerships between community/business/government) 

• improvement in community connectedness (such as, more people involved in active 

recreation and sport, more volunteers from diverse backgrounds). 

These indicators could be incorporated into the framework with information relating to these 

indicators being collected via the Victorian Population Health Survey, conducted in a joint 

effort between DHS and DVC. 

Recommendation 2: Measures of transport disadvantage should be developed and integrated 

into current DVC community capacity building tools to: 

• support an ongoing understanding of the level of transport disadvantage within 

communities and identify the need for appropriate actions. 

18 “Community Strength in Victoria”, page 6. Accessed at www.dvc.vic.gov.au on 1 July 2006. 


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Government 

July 2006 

5.3 Governance arrangements 

Governance of the TCP is a critical component, particularly with the recent announcement by 

the Victorian Government to expand the program. The three facets of governance that are most 

critical, and that are discussed in the following sections, are: 

• statewide governance; 

• regional governance; and 

• local project governance. 

5.3.1 Statewide governance 

The importance of cross government representation in the governance arrangements of the 

program is seen by all stakeholders as a key hallmark of the success of the TCP initiative. There 

is now need to consider how such a governance framework will work in a sustainable way 

within each of the key portfolios represented on the Multi-Agency Steering Committee. The 

following governance arrangements are recommended to ensure representation by key 

stakeholders (see Figure 6.1): 

Draft Governance Framework for Flexible Transport Solutions 

Statewide Multi- Agency Steering Committee 

Regional TCP 

Steering Committee 

Regional Forum 

TCP 

Project 

TCP 

Project 

DVC 

DHS 

DIIRD 

DPI 

TCP 

Project 

TCP 

Project 

TCP 

Project 

DOJ 

DET 

DOI 

DSE 

At a Statewide level 

Chaired by DVC, a Multi-Agency Steering Committee involving representatives of DOI; DHS 

and DET should oversee and be responsible for the management of the TCP. Supported by 

DVC’s Transport Connections Unit the Multi-Agency Steering Committee should be 

responsible for all aspects of the TCP including: 

• policy and procedures 


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Government 

July 2006 

• resourcing 

• project approval 

• monitoring and review 

• reporting to Government. 

Other factors that need to be considered to ensure the appropriate structures at a statewide level 

are in place include: 

• How will DHS be represented so that it ensures that across the department it is able to 

provide a coordinated response from the perspective of people who are transport 

disadvantaged? 

• How will DOI be represented so that it ensures that across the department it is able to 

provide a coordinated response from the perspective of all forms of transport provision in 

response to the issues associated with transport disadvantage? 

• How will DVC be represented so that it ensures that across the department it is able to 

provide a coordinated response from the perspective of the needs of different communities 

in response to the issues associated with transport disadvantage? 

It will be essential that the governance framework not only addresses issues at a statewide level 

but also highlights the importance of those within each of the key portfolios. 

At the Regional Level 

In recognition of the scale of roll-out expected in the next phase of the program, and the pivotal 

role that the TCP will play in this process there is need to establish a Regional Level Steering 

Committee. Involving each of the agencies represented in the Statewide Multi-Agency Steering 

Committee (DVC; DOI; DHS and DET). The Regional Level Steering Committee will be 

responsible for the oversight and guidance of the TCP projects within the region. Importantly 

the Regional Level Steering Committee will be responsible for informing the Secretary’s 

Regional Forum of key issues and highlighting areas requiring a coordinated response at a 

regional level for their consideration. The Regional Level Steering Committee will also report to 

the Statewide Multi-Agency Steering Committee on a regular basis. The Regional TCP Steering 

Committees should be supported by DVC’s Transport Connections Unit. 

TCP has a wide range of stakeholders that need to be informed and engaged to ensure the 

success of the program. Key to this process is the need to clarify roles and responsibilities for 

such communication. The following table outlines the proposed roles and responsibilities for 

stakeholder engagement and communication. 


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Government 

July 2006 

Key mechanism 

Statewide Multi-Agency 

Steering Committee 

Regional TCP Steering 

Committee 

Role and responsibilities 

• Overarching responsibility for all aspects of TCP and the Flexible 

Transport Solutions Initiative. 

• Engagement of statewide stakeholders such as peak bodies such as the 

Taxi Association; Bus and Coach Association etc 

• Establishment of partnership with key groups such as MAV; RACV and 

RDV to enhance the Victoria’s response to redressing transport 

disadvantage. 

• Regional responsibility for TCP 

• Engagement of regional stakeholders such as Local Government; 

Community and Health Services; Transport Providers; Community 

Transport providers 

• Establishment of partnerships to support the operations of the TCP 

projects within the region. 

5.3.2 Local project governance 

“There is a need to consider which organisation is best placed to champion the projects 

…providing freedom to innovate, experiment and even fail in order to develop the best 

model” Regional State Government representative. 

Auspice Agency 

Current pilot projects have a number of auspice agencies (see Table 3.1). As discussed in the 

mid term evaluation, no one agency is seen to be more effective over another. Rather, the 

benefit of this model is that the community decides which agency is best placed to auspice the 

pilot projects. Over the course of the evaluation, the following observations can be made: 

• The flexibility that the pilot projects have is seen as critical as it allows them to respond to 

the changing needs of a community, or cohort within the community. 

• Successful projects are auspiced by local government and community agencies. 

• Local government engagement is critical, either as an auspice or on the local steering 

committee as a community supporter/champion. 

• The community (or local agencies) are the best resource to decide appropriate auspice 

agency as this agency becomes the local champion, rather than having the role forced upon 

them. 

What is most important at the local level is the engagement of local government within the 

projects. If local government is to be as the auspice agency, then the community must decide 

this during the planning and application process. If, however, the decision is made that the 

auspice agency will be a local agency (such as a local health agency) then local government, at a 

minimum, should be a participant on the local steering committee. As shown by the evaluation, 

successful projects have garnered support from local government in some form. Due to their 

role within local communities in delivery of services, and acting as the voice and advocate, it is 

critical that local government is engaged in the projects, and from the beginning of the project 

application process. 


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Government 

July 2006 

Local steering committee 

Project Level Steering Committees are essential in that they support the exchange of 

information between key stakeholders; encourage joint problem solving and ensure that the 

work undertaken by the project remains focussed n the three contributing factors impacting on 

transport disadvantage – people, transport provision, place. 

Drawing from the work of the mid term evaluation, it is not expected that the nature or range of 

stakeholders engaged at the project level will be prescribed, rather membership should be 

determined based on interest and willingness to contribute to redressing transport disadvantage 

in the community. It is envisaged that as part of the process of engagement, local councils will 

be approached to ascertain their interest in participating in the project development and ultimate 

implementation. 

In discussing this with stakeholders during the final evaluation, the following themes came 

through: 

• Stakeholders indicated that the local steering committee must have representation of local 

community members. 

• Local government should be on the steering committee (especially where projects cover 

multiple shires). 

• Other essential representatives include: 

- local health agencies 

- agencies with a focus on youth 

- agencies that deliver services to people with disabilities 

- education 

- other agencies that interact with vulnerable individuals and communities. 

• Transport operators (commercial and community) may be included where appropriate. 

These stakeholders could also be engaged by other means where participation on a local 

steering committee is not warranted. 

Consideration needs to be given to the participants on the local steering committee by the local 

communities to ensure those best placed to understand and provide solutions to transport 

disadvantage are engaged appropriately. Local steering committees need to drive initiatives and 

be utilised to inform the community about the TCP activities. 

Recommendation 3: That the auspice agency for future TCP projects is decided by the 

community, to ensure they act as a supporter and champion of the project, and the role is not 

forced upon them. The auspice agency should be resourced and supported by communities 

and State agencies in performing this role. 

Recommendation 4: That local government, where it is not an auspice agency, is engaged by 

the TCP projects, and is invited to participate on the local steering committee. 


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Government 

July 2006 

5.4 Role of the coordinator 

The role of the coordinator is critical to the success of the local TCP projects. The coordinator is 

the facilitator, networker and supporter of TCP within the local community and can be likened 

to a community development worker. Community development has a long history in the health 

and human services field. Community development activities can be targeted at: 

• people in the community 

• government, local agencies and business. 

The emphasis is on facilitating the involvement of local people and working with government, 

non-government organisations and business to ensure greater coordination and efficiency in 

whole of government and a whole community response. 

The key skills of a coordinator include: 

• Development of networks – including the identification and development of relationships 

with stakeholders. These stakeholders include: 

- government representatives from the Commonwealth, State and local agencies who 

have responsibility for the community 

- community groups and local businesses. 

The coordinators should participate in these formal networks at the local level in order to 

understand the community and pattern of service provision within that community. 

• Undertake consultations – including the planning and facilitation of consultations and 

public meetings. By undertaking the consultations, coordinators should also be able to 

conduct needs analysis using a mixture of qualitative and quantitative data collection 

methods, such as: 

- focus groups 

- surveys 

- interviews 

- existing datasets (for example Australian Bureau of Statistics datasets). 

The coordinator should also be competent in collating and presenting this information to 

stakeholders, and be able to assess and apply the strategic worth of the analysis for 

maximum value. 

• Plan and facilitate group activities – including facilitating group work, promoting 

effective communication, managing conflict between individuals and organisations, be able 

to work with and empower steering committees and to undertake the role of a committee 

support person. 

• Support community leadership – including the ability to obtain the support of key 

sponsors in the community who will champion particular projects, develop leadership skills 

of community members and be able to publicise the wins through local media. 

• Accountability to stakeholders – including the ability to prepare funding submissions, 

provide funding agency with data for evaluation purposes, and identify and document 

victories and lessons that can be used for development of future initiatives. 


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Government 

July 2006 

Community development will be easier in areas where there is a high level of social capital. 

Those involved in community development are accountable to both the community and the lead 

agency. Time must be taken to ensure that the manager in the lead agency understands 

community development - processes and outcomes - and is realistic about the results that can be 

obtained. 

It is important that the coordinator is given support by the auspice organisation – it is a difficult 

role in that it can be quite lonely. If community development is new to an organisation then 

appropriate organisational induction strategies should be employed. 

As discussed in the mid term evaluation, there was variability as to the working arrangements of 

the coordinators, such as full time/part time status, and pay conditions. The following 

observations can be made regarding these issues: 

• At a minimum, coordinators should be employed for three days per week due to the nature 

and amount of work that can be done within a project catchment. 

• The coordinator is the pivotal resource within a project and conditions, such as pay, should 

reflect this to attract people with an appropriate background and level of experience. 

In order to assist new coordinators, lead agencies should provide a range of information and 

tools to assist with guiding the coordinators in their tasks (such as, induction manuals, examples 

of needs assessments, guidance on how to conduct working groups and community forums). 

Recommendation 5: That the DVC and other agencies provide appropriate support to the 

coordinators and ensure guidance material, professional development structures, and 

conditions are in place before commencement of the projects. 

5.5 Establishing TCP partnerships 

As discussed in Section 3.2, the funding and application process awarded nine pilot projects 

grants of between $130,000-$420,000 over three years. In rolling out the new program to a 

potential 30 individual projects, the application process is an important first step in ensuring the 

structures and systems in place at a local level are appropriate to meet the objectives of the 

overall program. 

With the importance placed on the partnerships and networks within a local (and regional) 

catchment to assist the success of the projects, the following aspects should be considered: 

• In line with the first round of funding for the pilot projects, an evaluation process to 

examine the responses against the funding criteria should be undertaken as a way of short 

listing applications. 

• As a second step, a local assessment by the lead agencies should be undertaken to ensure 

the level of support described in the application is robust enough to assist the potential 

projects. This stage could involve a visit to each potential location for discussions with the 

proposed auspice agency, nominated partners, and other local stakeholders. The benefit of 

this additional step is that the lead agencies get a first-hand look into the strength of the 

partnerships, and also the local community/s. 


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Government 

July 2006 

• After undertaking these steps, the lead agencies can award the project the funding applied 

for, ask for further information or ask for refinements to be made to the application itself. 

Throughout the application process, appropriate levels of support should be provided by the lead 

agencies, particularly in relation to: 

• advice regarding what is required in the application 

• examples of successful applications 

• guidance on structures, partnerships, and activities that could be undertaken in a local 

project catchment. 

This assistance should be provided evenly across all areas to ensure those communities, or 

catchments, which are without appropriate resource levels, are not disadvantaged further. 

Recommendation 6: That DVC, and the other lead agencies undertake a two-stage 

application process to better understand the communities in which assistance is being sought. 

The lead agencies should also offer and provide support throughout the application process 

to ensure local communities, or catchments, are not further disadvantaged. 

5.6 Project catchment size 

The catchment area of the local projects varies across the program, from pilot projects focussing 

on single communities to pilot projects spanning multiple Local Government Areas (LGAs). 

Observations from the evaluation process include: 

• The success of the projects is not wholly dependant on the catchment size – projects can be 

successful where they are located in a single community, for example, Valley to City 

Efficiently, in a single LGA such as Bass Coast TCP, or multiple LGAs such as Let’s GET 

Connected. 

• Where projects span multiple shires, the focus of a coordinator can be diluted by the 

number of communities, or distance required to travel in that catchment. 

• Where a coordinator is auspiced by more than one agency across multiple shires, the 

duplication of work can decrease the effectiveness of that project. Examples include 

different reporting formats and timelines or different strategies and vision of each shire. 

If projects are to operate across multiple LGAs, some thought needs to be given to the 

following: 

• Two coordinators in one project can enhance the effectiveness if the project spans multiple 

areas. For instance, each coordinator can focus on a certain community/s, or cohort in a 

community, the coordinators can ensure alignment across multiple areas (such as planning 

and strategy documents undertaken in a coordinated manner), and both coordinators can 

bring expertise from a range of areas (for example, communication, planning and 

facilitation). 

• Should a project wish to span multiple areas with one coordinator, greater support may be 

required from the regional and statewide representatives to assist the coordinator in 

meeting their objectives, and planning their work program. 


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Government 

July 2006 

While TCP projects have been successful where they cross more than two LGAs (for example,. 

Southern Mallee), it is recommended that each project should not cover more than two to three 

LGAs with a single coordinator. 


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Appendix A 

Summary of Transport Connections Initiatives 



Government 

July 2006 

The following tables provide an overview of the TCP initiatives from 1 July 2005 to May 31 2006. It details the following information: 

• TCP Pilot Project undertaking the initiative 

• name of the initiative 

• details of the initiative 

• target group of that initiative. 

Transport 

Connections Pilot 

Project 

Two Rivers 

Southern Mallee 

Name of Initiative Description of initiative Target Group 

Moyne Health Services volunteer driver 

recruitment 

Review and Promotion of Casterton Subsidised 

Taxi Card 

Regional Advisory Group 

Expansion of Casterton – Hamilton Inter-town 

Service (RS) 

Subsidisation initiative 

Commercial enterprise options for rural towns 

This initiative was undertaken to better allocate 

resources and induct new volunteers, and review 

existing education/training needs. 

A subsidised $2 taxi card was introduced to assist 

with local transport for those unable to drive or 

without access to a car. 

The Regional Advisory Group meets quarterly to 

discuss transport issues for South West Victoria, 

and to review progress on projects. 

The Casterton – Hamilton services is a fixed route 

service running on school days. An expanded 

service to include a second bus commenced in 

February 2006, due to heavy demand from students 

and general public. 

This initiative identified three bus services that are 

only partly subsidised by the State Government. 

This initiative advocated for the full subsidisation 

of these services in order for them to continue and 

service the community. 

This strategy was developed to provide capacity in 

small towns to assist in identifying and developing 

their own transport solutions, including self-funded 

hire car services. 

General community interested in volunteering. 

Casterton community. 

Local Government Authorities; 

Private transport operators; 

DOI and DVA; 

LLEN; 

Local PCP; and 

South West Community Transport Program. 

Secondary students in Casterton and Coleraine; and 

General public in Casterton and Coleraine. 

Residents in Ultima, Lake Boga, Tooleybuc, Piangil, Wood 

Wood, Beverford, Woorinen and Robinvale, particularly 

those who do not drive and need to travel to Swan Hill and 

Mildura. 

Residents in small communities in the Southern Mallee 

region. 


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Project 

Getting Around 

Transport Project 



Government 

July 2006 


Non-emergency transport strategy 

Pilot V-Line bus services (RS) 

Information initiative 

Better use of resources initiative – school buses 

Early morning train to Bendigo (RS) 

Gisborne Dial-A-Ride 

This strategy sets out what is required in order to 

pilot a flexible door-to-door long distance medical 

transport service for people living in Ganawarra 

Shire to free-up paramedics to undertake 

emergency transport. 

A new regular pilot transport service is being 

planned to operate twice weekly between Donald 

and Horsham. 

A new service is being planned between 

Woomelang and Swan Hill. It is anticipated the 

service will operate once a week. 

This initiative aimed to increase the community’s 

knowledge of transport and transport related 

information across the thirty-townships across the 

Southern Mallee. Activities included development 

of information stands in each community that 

stored transport brochures, regular newsletters, low 

cost accommodation options and marketing and 

media material. 

This initiative was developed to ensure a better 

allocation of resources, particularly converting 

school bus services into route bus services, 

providing additional transport options for isolated 

communities. 

The new V/Line train timetable, as a result of this 

initiative, has an early morning train going to 

Bendigo – arriving at 8.15am rather than 10.34am. 

This enables residents around Bendigo to use the 

train to get to work, school and other services. 

The aim of the project is to identify and receive 

funding for the best transport service to meet the 

needs of Gisborne, and providing a link to the 

railway station. 

Residents in Ganawarra requiring medical transport. 

Residents in Minyip, Rupanyup, Murtoa and Donald. 

Residents in Yarriambiack and Buloke Shire. 

Residents in the Southern Mallee region. 

Residents in Southern Mallee region. 

Residents in the Macedon and Mt Alexander shire. 

Residents of Gisborne and New Gisborne; and 

DOI. 


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ABCD 



Project 



Government 

July 2006 


Information provided to bus service planning 

process – Maldon and Baringhup residents 

Non-urgent medical transport in Bendigo corridor 

As part of the Bendigo transport review a number 

of towns were not recognised as outlying towns for 

the purpose of the review. This initiative advocated 

on behalf of Maldon and Baringhup. 

Local agencies were cautiously interested in sharing 

resources to assist in getting people to Melbourne 

(and Kyneton) for medical appointments. 

This initiative aimed to involve departments who 

funded community/health transport to: 

- collect data on the journeys they fund 

Maldon and Baringhup residents; and 

DOI. 

Local Health service agencies; and 

DOI. 

- work out if the data is useful for planning. 

Hume 

Links 


Drafting transport strategies for Macedon Ranges 

and Mount Alexander Shire Councils 

Planning for Harcourt, Taradale and Elphinstone 

bus service (RS) 

Information provision on existing services to 

Lancefield and Romsey residents 

ConnectaBus pilot (CT) 

Hume Community Transport Group 

The purpose of this initiative is to develop transport 

strategies for the Macedon Ranges and Mt 

Alexander Shires. 

Funding for bus service linking Taradale, 

Elphinstone and Harcourt has been approved. This 

initiative sets out to find the best service for these 

towns. 

The aim of this initiative is to provide information 

to residents on local bus services, putting in bus 

stops, designing and distributing timetables and 

timetable holders. 

The ConnectaBus service operates across Roxburgh 

Park and Craigieburn. It is a door-to-door flexi 

route community bus service, utilising a twelveseater 

mini-bus. 

Hume Community Transport Group is a bi-monthly 

meeting of community transport providers in the 

city of Hume that aims to improve communication 

and coordination between community transport 

providers. 

Residents of Macedon and Mt Alexander shires. 

Residents of Harcourt, Taradale and Elphinstone. 

Romsey and Lancefield residents. 

Residents of Craigieburn and Roxburgh Park. 

Community transport operators. 


47 



ABCD 



Project 

Valley to City 

Efficiently 

Let’s Get Connected 



Government 

July 2006 


Integrated Transport Information for Craigieburn 

and Roxburgh Park 

Northern Hume Transport Forums 

Hume Bus Availability Directory 

ConnectaBus/Public Transport Survey 

Integration model (RS) 

North East Regional transport forum 

Joint initiatives 

TAFE & Post-school student travel on school 

buses trial (SB) 

An initiative that aims to provide transport 

materials towards specific groups within the 

community, including information on taxis, 

community transport. 

The aim of this initiative is to provide an 

opportunity for northern City of Hume residents to 

have input into the strategic planning for transport 

in the area. There will be four forums held across 

this year – the first being 12 th July. 

A directory was collated that defines the buses that 

are owned and operated by commercial and not-forprofit 

sectors within the City of Hume. 

A survey was undertaken in March/April 2006 to 

generate information about the barriers that exist 

for local transport disadvantage residents in 

Craigieburn and Roxburgh Park. 

The new service is an integration of the Community 

Health Transport Program and the private route 

service, known as the Wednesday Shopping bus. 

This forum is an attempt to provide a strategic and 

sustainable approach to resolving transport related 

issues in the Upper North East. This includes 

mapping services, reducing duplication and 

demystifying transport regulations and legislation. 

There have been six forums to date. 

A joint initiative developed by Let’s GET 

Connected, Gippsland East Local Learning and 

Employment Network (GELLEN) and Gippsland 

Department of Education and Training to set up and 

trial access for post school students in Gippsland 

East on public school buses. 

Senior members in the community; and 

Young people in the community. 

Young People; 

People with disabilities; 

Senior members; and 

Families. 

Community members and organisations within the City of 

Hume. 

Residents of Craigieburn and Roxburgh Park. 

Residents of Mt Beauty. 

Local Government Authorities; 

DHS, DOI and DVC; 

Rural Access 

Private transport operators; 

Community Health providers; 

Community Transport; and 

NELLEN. 

Youth aged 15-24 years old 


48 



ABCD 



Project 



Government 

July 2006 


Youth transport survey 

Melbourne medical transport assistance program 

(CT) 

Aboriginal driver education project pilot 

Transport advocacy 

The Let’s GET Connected project undertook a 

number of youth focus groups and transport surveys 

as part of mapping transport disadvantage and to 

identify possible transport solutions for young 

people. 

Local Health services and hospital social workers 

have been engaged to arrange volunteer assisted 

travel to get people from home to their nearest train 

station or V/Line bus stop; lodge a Red Cross 

Referral Form with the additional transport 

assistance required by passenger. 

Upon arriving in Melbourne a Red Cross will car 

pick the person up outside the Southern Cross 

Railway Station ensuring safe arrival and transfer to 

their Melbourne destination. 

Obtaining a drivers license was a huge barrier for 

indigenous people, therefore Learner Driver 

Project, modelled on a similar NSW program would 

be investigated. The program will consist of 

volunteer driving instructors, access to 

comprehensive insured vehicles, culturally 

appropriate car rallies, driver testing strategies, 

assistance with legal issues, appropriate training 

software programs and financial management 

The establishment of local community Working 

Groups across the two Shires and the Gippsland 

HACC Transport Provider networks (Gippsland 

wide) has proven that some transport hurdles are 

not ‘too hard’ to overcome. The project is 

successfully promoting a ‘we can’ attitude, which is 

indicating cultural changes among individuals, 

operators, State Government and organisations. 

Youth aged 12-24 years old 

Gippsland residents requiring travel to see health specialists 

Indigenous community – Gippsland East 

Gippsland 

Gippsland HACC transport pilot strategy – in 

conjunction with Bass Coast TCP and DHS 

(2004-05 and 2005-06) 

Gippsland HACC Clients 


49 



ABCD 



Project 



Government 

July 2006 


Gippsland HACC insurance project 

(2004-05, 2005-06 and 2006-07) 

East Gippsland initiatives 

East Gippsland Disability Brochure (2004-05 and 

2005-06) 

Bemm River - school bus general public access 

trial (SB) 

Bairnsdale Red Cross patient transport proposal 

(CT) 

Let’s GET Connected coordinated the project from 

beginning to end resulting in a first publication of a 

Disability Parking Bay Brochure for East 

Gippsland. The brochure provides a listing of 

townships and where the disability parking bays are 

located; information on parking permit eligibility 

and how to apply for a disability-parking permit for 

individuals and organisations. 

Let’s GET Connected project engaged Bemm River 

community to ascertain the need to access transport 

to Orbost through meetings and surveys. Once the 

need was established Orbost Secondary College 

School Bus Coordinator, Gippsland Department of 

Education and Training (DET) and Department of 

Infrastructure were approached to get an agreement 

to enable a trial for Bemm River community to 

access the school bus into Orbost. 

Let’s GET Connected initiated discussions with 

Melbourne Red Cross and lobbied on behalf of the 

region for a Red Cross patient transport program. 

Red Cross agreed that there was a service gap and 

were engaged to meet with local health transport 

providers and health services in East Gippsland to 

discuss the proposal. 

Following this Red Cross gave a commitment to 

source funding for two vehicles and to set up a 

patient transport service on the condition that 

Bairnsdale Regional Hospital partner with Red 

Cross by housing and auspicing the proposed 

patient transport service. 

Gippsland HACC providers 

People with disabilities 

Local agencies that provide services to people with 

disabilities 

Bemm River Community 

People who require transport to health, medical and 

specialist appointments. 


50 



ABCD 



Project 



Government 

July 2006 


Lakes Entrance town bus service proposal 

Buchan Bus N Freight demonstration project 

Mallacoota – Genoa bus service demonstration 

project (RS) 

Post-school student access on school buses – 

Buchan, Orbost, Far East networks (SB) 

The Department of Education and Training (DET) 

Aboriginal Liaison Officer and Let’s GET 

Connected entered into discussions to address 

aboriginal student absenteeism and the lack of a 

town bus service in Lakes Entrance. 

A partnership was formed and Lakes Entrance 

schools were then engaged. Through the schools 

students and families were surveyed to ascertain 

and demonstrate the need for a town bus service. 

Funding applications have been lodged to 

Departments of Victorian Communities and 

Infrastructure thus far without success. Currently 

the proposal is sitting with the Gippsland Regional 

Managers Forum and has been listed as a priority 

project to be funded in 2006. 

Buchan Bus N Freight is a passenger and freight 

service currently operating three days per week- 

Monday, Wednesday and Friday. It is the first time 

a bus service has operated the 80km route to 

Bairnsdale (one way) in 45 years. 

This initiative is the first demand responsive service 

in Victoria and aims to connect an isolated 

community to a V/Line service three times per 

week (Tuesday, Thursday and Sunday). The service 

is demand responsive and will not run if there are 

no bookings. This initiative provides an affordable 

transport option ($4.20 one-way full fare) to 

Mallacoota and surrounding district residents. 

Protocols and access has been established with 

Orbost Secondary College for post school students 

to travel free on all school buses coming into 

Orbost – 7 buses approximately. 

The Principal of Buchan Primary school agreed to 

allow free travel on the school bus for any post 

school student needing to come into Buchan for 

training and education purposes – 1 bus. 

Residents of Lakes Entrance 

Buchan and surrounding districts residents 

Mallacoota and surrounding district residents 

Post school students, 15-24 years old 


51 



ABCD 



Project 



Government 

July 2006 


East Gippsland transport assistance brochure 

Paynesville Transport Initiatives 

This initiative provides a comprehensive brochure 

outlining information regarding transport 

information and assistance, including, taxi 

subsidies, VPTAS scheme, Companion Card, taxis, 

health services transport and accommodation 

assistance. 

This initiative has the four following components: 

East Gippsland Shire 

Residents of Paynesville 

Bemm River Bus Stop Initiative 

- marketing & promotion - Paynesville Bus 

Services; 

- Paynesville & district transport profile; 

- undertake a feasibility study to ascertain 

the need to: 

• extend the existing route 

service to other abutting 

villages 

• propose an additional route 

service to connect with 6:15am 

V/Line train departing 

Bairnsdale through to Sale, 

Traralgon & Melbourne 

- accessible low floor bus proposal 

Bemm River’s nearest bus stop is located at 

Cabbage Tree approximately 55kms from the 

township. 

The Let’s GET Project on behalf of the community 

was able to negotiate a closer bus stop to be located 

at the Bemm River turn off, Princes Highway at 

Manorina – approximately 26kms. 

Residents of Bemm River and surrounding districts 


52 



ABCD 



Project 



Government 

July 2006 


Genoa to Bairnsdale Route Service Feasibility 

Study 

Far East Gippsland School Bus Access initiatives 

(SB) 

A funded Feasibility Study that will look into the 

viability of: 

• A return daily service at peak times along the 

Princes Highway from the NSW border to 

Bairnsdale 

• A Monday to Friday service arriving in 

Bairnsdale at 9am 

• A Let’s GET Connected partnership with East 

Gippsland communities, Gippsland region 

Department of Infrastructure (DOI) and 

Regional Managers Forum 

• Public Access on Far East Gippsland School 

Bus Network 

• Post School Student Access on Far East 

Gippsland School Bus Network 

Let’s GET Connected project initiated and 

facilitated discussions with Tubbut School Principal 

to trial general pubic access on the three school 

buses and roll out free travel access for post school 

students. 

NB There is no public transport in Far East 

Gippsland remote communities - Bonang, Bendoc, 

Tubbut, Goongerah and Delegate River. 

Post school students 15-24 years old 

Community members 

Wellington initiatives 

Dargo community bus service (CT) See Case Study Two – Section 5.2.5 Residents of Dargo, particularly local primary school 

Residents of Loch Sport and Paradise Beach 

Coastal bus service 

(2004-05 and 2005-06) (RS) 

Discussions began in September 2004 and a 

submission for an additional service and revised 

timetable was accepted in May 2005. 

The Let’s GET Connected project identified that an 

additional service to Sale and revised timetable 

would be well supported in the community 

following a community consultation process. 


53 



ABCD 



Project 

Bass Coast 



Government 

July 2006 


Fulham Prison shuttle service trial 

Community building 

Vision for Public Transport in Bass Coast Shire 

2010 

Bass Coast Summer Bus Service (RS) 

Motorised Scooters and Electric Wheelchairs 

brochure 

(2004-05 and 2005-06) 

Cowes Easy Access map 

Inverloch Easy Access map 

Public Transport service improvements 

Wonthaggi Public Transport Interchange 

Improving Public Transport Infrastructure in Bass 

Coast Shire 

This initiative provides visiting families an 

affordable taxi fare ($5) from Sale train station to 

Fulham Prison. The Fulham prison subsidises the 

shortfall in the metered fare ($28 each way). 

This initiative allows anyone within the community 

the opportunity to express their views about 

transport in a constructive manner. 

This initiative will develop a strategic framework 

for identifying specific projects and priorities for 

the Bass Coast TCP work programs. 

A bus service connecting Inverloch and Cowes, run 

over two successive summer school holiday periods 

(04–05 and 05–06). 

A brochure designed to assist people to understand 

their responsibilities as a scooter or wheelchair 

user, and to make sure the equipment meets their 

needs. 

The Cowes Easy Access Map outlines pedestrian 

facilities, and impediments to the use of those 

facilities (such as footpaths, accessible telephones, 

ATM). 

The Inverloch Easy Access Map outlines pedestrian 

facilities, and impediments to the use of those 

facilities (such footpaths, accessible telephones, 

ATM). 

Upgrading and improving town services including 

Cowes – Wonthaggi, Wonthaggi Town Service, 

Cape Paterson – Wonthaggi and Inverloch – 

Wonthaggi services. 

Proposal to provide a single interchange in 

Wonthaggi for public transport. 

A review of public transport stops in the Shire to 

illustrate the required improvements to public 

infrastructure. 

Fulham prisoner families and friends. 

Residents of Bass Coast Shire 

Bass Coast Shire and TCP project 

Year 1 – Teenagers; and 

Year 2 – Teenagers and senior community members. 

Current and new users of electric scooters. 

General community and visitors, with a specific objective 

of aged and mothers using prams. 

General community and visitors, with a specific objective 

of aged and mothers using prams. 

Residents without suitable transport, particularly senior 

residents. 

Current and potential new public transport users. 

Current and potential new public transport users. 


54 



ABCD 



Project 

Wimmera 



Government 

July 2006 


Transport for the Waterline 

Gippsland HACC pilot transport strategy – in 

conjunction with Let’s Get Connected and DHS 

(2004-05 and 2005-06) 

Taxi working group – Victorian Taxi Directorate 

submission 

School bus working group – Issues discussion 

paper 

Proposed V/Line Services for Bass Coast 

Residents 

Bass Coast Transport Timetable Brochure 

Transport needs survey for communities between 

Woomelang and Swan Hill – in conjunction with 

Southern Mallee TCP 

Waterline refers to the small towns along 

Westernport Bay. Residents, under the guidance of 

Bass Coast TCP, will prepare a series of initiatives 

to improve access for residents of these towns. 

A review of volunteer transport provided through 

HACC service delivery in the Gippsland region. 

A paper was prepared discussing the future role of 

the VTD, and taxi issues that the VTD should 

address. 

A paper was prepared to highlight issues and 

potential solutions to opening up spare capacity on 

school buses. 

This is a second proposal to restructure the existing 

V/Line coach services to operate more frequently 

including on the weekends. 

An update to the initial transport brochure for Bass 

Coast originally published in 2004. 

This initiative surveyed residents in Yarriambiack 

and Buloke Shires to establish the need for 

transport between Woomelang and Swan Hill. 

Pilot service – Woomelang to Swan Hill A new service is being planned between 

Woomelang and Swan Hill. It is anticipated the 

service will operate once a week. 

Brokerage funding – transporting students to VET 

classes and Longerenong College (CT) 

Car pooling initiative (CT) 

(2004-05 and 2005-06) 

Transport needs survey for communities between 

Donald and Horsham – in conjunction with 

Southern Mallee TCP 

Wimmera TCP provided $10 000 to Wimmera 

Southern Mallee LLEN to assist in financing the 

buses that transport young people from around the 

region to VET classes in Horsham. 

This initiative attempted to maximise the use of 

existing transport resources, and provide a method 

to link people into the community and associated 

networks. 

This initiative surveyed the communities between 

Donald and Horsham to establish the need for a 

regular transport service between these towns. 

Residents of Waterline area, particularly those without 

access to private transport, such as low income families, 

and senior residents. 

HACC agencies across Gippsland. 

Government representatives. 

Government representatives 

Current and potential public transport users, particularly 

those travelling between Bass Coast and Melbourne, 

Cranbourne and Dandenong. 

Current and potential public transport users. 



Youth in the Wimmera region. 

Residents of Edenhope, Rainbow, Hopetoun, Jeparit, Nhill 

and Goroke. 



55 



ABCD 



Project 

Golden Connections 



Government 

July 2006 


Pilot service – Donald to Horsham 

West Wimmera Youth Survey – in conjunction 

with West Wimmera Shire Council 

Hindmarsh Positive Ageing Plan 

Bus license registration assistance 

Golden Connections Community Transport (CT) 

Golden Connections – Freeze initiative (CT) 

Golden Connections – Sporting and Recreational 

Activities (CT) 

A new regular pilot transport service is being 

planned to operate twice weekly between Donald 

and Horsham. 

This survey aimed to understand the activity and 

transport requirements of young people in West 

Wimmera Shire. 

Roots Projects were engaged by the Hindmarsh 

Shire to develop a “Positive Ageing Strategy”. 

Wimmera TCP provided information and assistance 

in bringing together this strategy. 

This initiative aims to increase capacity in 

communities by providing participants with the 

skills required to utilise existing transport 

infrastructure, such as buses. 

The Golden Connection Community Transport 

Initiative seeks to improve access to transport 

options, increase transport opportunities, reinforce 

and maintain partnerships with key stakeholders, 

and plan, manager and coordinate a viable and 

effective community transport service. 

The Golden Connections project provided volunteer 

drivers and vehicles for transporting young people 

in Golden Plains Shire to activities within the Shire 

and planning forums in Geelong. 

The aim of this initiative is to allow the young 

people of Caringham Linton Football Netball Club 

and Rokewood Corindhap Football Netball Club to 

attend games and functions within the Lexton 

Plains Football League catchment. 

An agreement has been struck where by the 

Caringham Linton Football Netball Club 

representatives clean one of the vehicles on a 

regular basis to keep costs to a minimum for the 

young people. 


Youth in West Wimmera Shire. 

Residents in Hindmarsh Shire. 

Residents in the Wimmera Region – particularly those 

interested in active community participation. 

Frail older residents of Golden Plains Shire; 

People with disabilities in Golden Plains Shire; and 

Young people in Golden Plains Shire. 

Youth in Golden Plains Shire 

Caringham Linton Football Netball Club 

Rokewood Corindhap Football Netball Club 


56 



ABCD 



Project 



Government 

July 2006 


Golden Connections – Drug Action Week 

initiative (CT) 

Golden Connections provided transport to young 

people in the shire to attend workshops and 

planning forums to participate in Drug Action 

Week initiatives. 

Youth in Golden Plains Shire 


57 



ABCD 



Government 

July 2006 

Appendix B 

Stakeholders consulted 

We would like to acknowledge and thank participants in the final evaluation process. The 

stakeholders consulted include: 

B.1 Transport Connections Coordinators 

• Jess Fritzhe – Hume Transport Links 

• Bernie Trim – Golden Connections 

• Karen Fuller – Wimmera Transport Connections 

• Pauline Thorson – Southern Mallee Transport Connections 

• Rebecca Moreton, Glenda Chapman, Brian Sinni and George Edwards – Two Rivers 

• Sheryl McHugh – Let’s GET Connected 

• Rhonda James – Let’s GET Connected 

• Elaine Hill – Valley to City Efficiently 

• John Sanderson – Bass Coast Transport Connections 

• Bronwen Machin – Getting Around 

B.2 Hume Transport Links 

Name Organisation Type 

Ann Jessop Delfin Group Discussion 

Diane De Krester Hume Whittlesea LLEN Group Discussion 

Eleanor Benson Northern Hospital Group Discussion 

Libby Owen Craigieburn Health Service Group Discussion 

Julian Pezzino Northern Bus Lines Group Discussion 

Cosimo Pulitano Northern Bus Lines Group Discussion 

Michael De Jager Broadmeadows Bus Lines Group Discussion 

Narelle Staub Link Community Transport Interview 

Doris Dunmall Community Member Interview 

Frances Stewart Community Member Interview 

Sue Morris Community Member Group Discussion 

Dianne Campbell Craigieburn Family Day Care Group Discussion 

Jill Scanlon Hume City Council Group Discussion 

B.3 Golden Connections 


Fayth Andrews Golden Plains Shire Interview 

Noel Brebner Golden Plains Shire Interview 

Jackie Welsh Golden Plains Shire Interview 


58 



ABCD 



Government 

July 2006 


Teegan Kelley Golden Plains Shire Interview 

Danielle Hughes Barwon Health Interview 

Sybill Gilett Community Member Interview 

Mary Perdrisat Community Member Interview 

Richard Sloane Department of Infrastructure Interview 

David Ward Department of Infrastructure Interview 

Alex Tascas Department of Human Services Interview 

Marge Bolton Department for Victorian Communities Interview 

Roger Saleh Community Transport Driver Group Discussion 

Ros Spierling Community Transport Driver Group Discussion 

Eve Perin Community Transport Driver Group Discussion 

Matt Rollo Community Member Group Discussion 

Amie Perin Community Member Group Discussion 

Robyn Stuart Community Member Group Discussion 

Ken Pfluger Community Transport Member Interview 

Pauline Hammond Golden Plains Shire Interview 

Ilana Mcleod Ballarat Community Health Centre Interview 

B.4 Wimmera Transport Connections 


Suzanne Gatz Regional Development Victoria Group Discussion 

Jodie Baldwin Dunmunkle Health Service Group Discussion 

Bernie O’Shannessy Grampians Disability Advocacy Group Discussion 

Jenny Ackland West Wimmera Shire Group Discussion 

Debbie Coyle Wimmera Volunteers Inc Interview 

Andrew Kuhne Horsham Taxis Interview 

Alison Ey Wimmera Steering Committee Interview 

Tracey Chenoweth Dunmunkle Health Service Interview 

Paula Clarke Yarriambiack Shire Interview 

Raelene Michel Wimmera Hub Inc. Interview 

B.5 Southern Mallee Transport Connections 


Bill Keane Buloke Shire Council Group Discussion 

Linda Kelly Southern Mallee PCP Group Discussion 

Anne Graham Cohuna and District Hospital Group Discussion 

Paul Smith Swan Hill District Hospital Group Discussion 

Bob Parkinson Rural City of Swan Hill Group Discussion 

Philip Symes Ganawarra Shire Council Group Discussion 

Fiona Gorman Rural City of Swan Hill Group Discussion 

Kate Bibby Sea Lake Development Committee Interview 

Ross Carter Seal Lake District Hospital Interview 


59 



ABCD 



Government 

July 2006 


Don Connolly East Wimmera Health Service Interview 

Eric Butcher Transport operator Interview 

B.6 Two Rivers Transport Connections 


Di Fitzgerald Moyne Health Services Group Discussion 

Noelene Joosen Moyne Health Services Group Discussion 

Fran Kinnersly Moyne Health Services Group Discussion 

Barb Smith Moyne Shire Group Discussion 

Jim Kent Lions volunteer driver Group Discussion 

Eril Guyett Transport user and volunteer driver Group Discussion 

Margaret Hiscox 

Committee member for Friends of Group Discussion 

Moyneyana/Volunteer Driver 

Lynda Beekhof Volunteer driver Group Discussion 

Claire Coller Volunteer driver Group Discussion 

Chris Brown 

Old Casterton Courthouse Community Group Discussion 

Centre 

Norm Russell Lions Club of Casterton Group Discussion 

Margaret Lockett Casterton Community Centre 

Group Discussion 

Committee of Management 

Theo Smoldens 

Board of Management Casterton 

Community Centre 


B.7 Let’s Get Connected 


Anna Cook East Gippsland Shire Council Group Discussion 

Kim Radford East Gippsland Shire Council Group Discussion 

Sandra Kelly 

Gippsland East and Gippsland 


Aboriginal Coop 

Lesley Murray Orbost Regional Health Service Group Discussion 

Jenny O’Neill 

Wellington Councillor and School Group Discussion 

Focussed Youth Services 

Anne Kinne East Gippsland TAFE Group Discussion 

Garry Hammer Community Member Group Discussion 

Di Campbell VicRoads Group Discussion 

Peter Gault Councillor - Wellington Shire Group Discussion 

Glenys Butler Wellington Shire Council Group Discussion 

Julie White Carer Group Discussion 

Lauren Carey Gippsland Red Cross Group Discussion 

Marlene Constable Department of Veterans Affairs Interview 

Catherine Brigg 

East Gippsland Learning and 

Interview 

Employment Network 

Rachel Bell Kilmany Uniting Care Interview 

Kate Nelson East Gippsland Shire Council Interview 


60 



ABCD 



Government 

July 2006 


Paul Crozier Department of Infrastructure Group Discussion 

Wayne Berryman Department of Infrastructure Group Discussion 

Fiona Xuereb Department of Education & Training Group Discussion 

Lisa Mason Department of Human Services Group Discussion 

Will Hanrahan Department of Human Services Group Discussion 

John Meyers Fulham Prison Interview 

Rob Christie Principal, Dargo Primary School Interview 

Eight Community Loch Sport to Sale Bus Travellers Interview 

Members 

Jenny Trewin Transport Operator Interview 

B.8 Valley to City Efficiently 


Jen Walker 

North East Local Learning and Group Discussion 

Employment Network 

Barb Pyle Pyle’s Coaches Group Discussion 

Deanne Drage 

Upper Hume Community Health Group Discussion 

Service 

Dennis Wykes 


Service 

Trevor Marshall Alpine Health Interview 

Neroli Raff 

Ovens & King Community Health Interview 

Service 

Les Griffin Volunteer driver Interview 

Therese Dynon Volunteer driver Group Discussion 

David Dynon Volunteer driver Group Discussion 

Frank Vail Transport user Group Discussion 

Karen Wykes Volunteer driver and transport user Group Discussion 

Bev Bowie Volunteer driver and transport user Group Discussion 

Hans Knoess Volunteer driver Group Discussion 

Ian Docking Transport user Group Discussion 

Dennis Wykes 


Service 

Joy Whitman Transport user Interview 

B.9 Bass Coast Transport Connections 


Louise Sadler 


Neville Kirth 


Doug Prescott 


Nadine ? 


Joe Ford 


Gill Heal 



61 



ABCD 



Government 

July 2006 


Graham Ireland Bass Coast Mental Health Program Interview 

Richard Parry Bass Coast Shire Council Interview 

Kath McEntee Department for Victorian Communities Interview 

Nicki Hotham Bus Operator – Wonthaggi Interview 

Bob Evans Bus/Taxi Operator – Phillip Island Interview 

B.10 Getting Around – Macedon and Mount Alexander 


Tim Liston Macedon Ranges Shire Council Group Discussion 

Simon Aalbers Macedon Ranges Shire Council Group Discussion 

Ray Brindle Local Resident and Consultant Group Discussion 

Lorraine Beyer Macedon Ranges Shire Council Group Discussion 

Melissa Prescott Macedon Ranges Shire Council Group Discussion 

Alan Gladman Department of Infrastructure Group Discussion 

Jenny Sitlington TCP Coordinator Group Discussion 

B.11 TCP Statewide Steering Committee 

• Rina Sherry – Department of Human Services 

• Sharon Williams – Department of Human Services 

• Stephen Roddis – Department of Infrastructure 

• Gianfranco Spinoso – Department for Victorian Communities 

B.12 Other Stakeholders 

• Graeme Vellacott – Department of Infrastructure 

• Janet Wood – Chairperson, Ministerial Advisory Council of Senior Victorians 

• Robyn Adams – Victorian Community Transport Association 

• Delysia Westwood – Victorian Taxi Association 

• John Stanley – Bus Association of Victoria 

• Clair Thorn – Disability Access Council 

• Anne Harris – RACV 

• Jared Osbourne – Victorian Local Government Association 

• Kate Colvin – Victorian Council of Social Services 


62

Transport Connections Evaluation Report - TDSA

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