FAQs

Transport for NSW released the draft New England North West Strategic Regional Integrated Transport Plan on Thursday 30 April 2026. This 20-year transport strategy talks explicitly to the Great Northern Railway stating that “The Australian and NSW Governments are not planning to progress reinstatement of the old northern rail corridor north of Armidale”. 

The Plan notes that the alignment of the Main North Line dates back to the steam era and would need significant land acquisition, earthworks and new structures and to meet current engineering standards. 

The plan also speaks to the overall role of rail trails and mentions one of the key initiatives under the goal of '"increasing travel choices within towns and enhance amenity' as "Future role of non- operational rail lines and disused assets resulting from a council-led proposal for a New England Rail Trail in accordance with the process for establishing a rail trail under the NSW Rail Trails framework.” (on page 14)

The line has been unused for over 30 years, and many sections have fallen into disrepair and would take considerable investment to reinstate the line. The northern rail corridor is a public asset already in state ownership that currently delivers little economic or community value. 

The draft transport strategy also highlights the “growing interest in regional cycling tourism with projects like the New England Rail Trail highlighting the potential for rail trails and scenic cycling routes to attract visitors, support local economies, and encourage broader community participation in active transport.” 

Glen Innes Severn Council has identified improved walking and cycling connections as an important part of creating a more active and connected community. Council’s Community Strategic Plan supports repurposing significant assets, including the Glen Innes to Armidale rail corridor, to add to the region’s visitor, cultural and employment opportunities.

The proposed rail trail would provide a new off-road walking and cycling route linking Glen Innes with Glencoe, Stonehenge and the wider rural landscape. It would also complement opportunities to improve cycling connections between the Glen Innes Railway Station precinct and the town centre.

The Department of Premier and Cabinet consulted the community on the proposed New England Rail Trail in early 2018, with public sessions held in Guyra and Tenterfield and results released in April 2018. Read the Stakeholder consultation plan available in the document library or by clicking on the Community Consultation Report New England Rail Trail here.

In February 2024, Glen Innes Severn Council commissioned independent research company Taverner Research to undertake a telephone survey measuring community awareness, understanding and sentiment about the proposal.

Findings of this survey can be found in the Precincts and Partnerships New England Rail Trail Business Case (2025) here.

The most commonly identified concerns included reinstating rail services, construction and maintenance costs, impacts on adjoining landholders and whether Council funding should be directed elsewhere.

Council is now undertaking further consultation specifically focused on the proposed Glen Innes to LGA boundary section. Feedback received through this process will inform Council’s consideration of the project and its next steps.

Rail trails around the world have become highly successful tourist attractions, delivering significant economic benefits to rural towns and villages that might otherwise face decline.

The New England Rail Trail Business Case (2020), prepared for Armidale Regional Council and Glen Innes Severn Council, identified significant opportunities for increased visitation, visitor spending, local employment and business growth associated with the proposed trail.

 A wide range of local businesses can thrive as a result, including bed and breakfasts, cafés, bakeries, art galleries, farm‐gate produce outlets, wineries, caravan parks and bike shops.

For rail trail users and the broader community, the benefits extend beyond economics to include improved recreation opportunities, stronger social connections, and positive health and wellbeing outcomes.

As well as general recreational users, rail trail visitors are typically middle‑aged, well‑educated cycling enthusiasts who value quality accommodation and good food, and who are willing to pay for high‑quality experiences.

In addition, developing a rail trail ensures the corridor is actively maintained, kept free of weeds, and supports the restoration of existing but deteriorating rail infrastructure, preserving it for future generations.

How landowners choose to benefit from rail trail–related business opportunities will depend on their own initiative and entrepreneurial outlook. However, Council’s Project team will actively support those who are interested in developing a business, working closely with them to maximise opportunities and improve the likelihood of success.

The proposed Glen Innes to Ben Lomond section is expected to support increased visitation and visitor spending in the region.

Earlier feasibility work for the broader Armidale to Glen Innes trail identified the potential to attract new day and overnight visitors, encourage longer stays and support greater visitor expenditure across the New England region. However, actual visitor numbers and economic benefits would depend on factors including the final trail length, connections with other sections, available visitor services and the way the trail is promoted.

A 2018 feasibility study estimated that a completed Armidale to Glen Innes trail could eventually bring approximately $4.55 million in additional spending into the regional economy each year. This was a projection for the full 103 km trail—not the Glen Innes Severn section alone—and was based on 2018 assumptions.

It is likely most of the rail will be removed. It is our hope that some of the rail would be reclaimed by Council for potential incorporation into rail trail infrastructure such as seating, sign/fence posts, tables, or even artwork along the rail trail.  

In general, scrap steel merchants purchase scrap steel in Australia and trade it on the scrap steel market for recycling. The bulk of this steel is melted down overseas for sale to manufacturers for a whole range of new products, some of which comes back to Australia in various forms, e.g. steel components for the construction industry or new consumer products.

Council will look to source Federal and or State Government funding to construct the rail trail. To ensure we have the best chance to secure this funding we must undertake comprehensive preliminary investigations to meet the NSW Government’s Rail Trail Framework.

Council has committed $170,000 of its own funding to undertake the preliminary survey, environmental, heritage and engineering investigations required under the NSW Rail Trails Framework. In November 2024, Council secured an agreement allowing access to the rail corridor so this work could be undertaken for the proposed Glen Innes to LGA boundary section.

Completing these investigations will give Council a clearer understanding of the project’s feasibility, potential impacts and likely cost. It will also provide the supporting information required for any future government funding applications.

Council has not determined final construction details. 

The June 2025 business case provides a concept that includes:

• generally removing existing rails and sleepers;
• reusing the existing ballast to strengthen the trail base;
• constructing a gravel trail on the existing formation where practical;
• reinstating or upgrading drainage; and
• bypassing some bridge structures with new low-level crossings. The concept proposed a trail width of up to four metres to allow construction using standard unsealed-road techniques. This is a business-case assumption and not an approved final design.

The final alignment would need to respond to environmental and heritage findings, engineering requirements, safety, costs and impacts on adjoining landholders.

As yet no decisions have been made on who will maintain the trail nor how that will be funded. 

The June 2025 business case assumes that, if the project proceeds and the necessary corridor arrangements are established, Glen Innes Severn Council would be responsible for the trail and the assets constructed or modified as part of the project.

The business case estimates maintenance costs of approximately:

• $55,000 in the first full operating year; and
• approximately $56,650 in the following year, allowing for escalation.

Maintenance could include grading and repairing the trail surface, drainage work, weed and vegetation management, fencing, stock crossings, signage, and inspections of structures.

Managed grazing, community participation and maintenance partnerships could be considered as ways to reduce costs. These are proposed approaches only. Final arrangements would need to be determined before construction proceeded.

No construction delivery model has been approved because Council has not decided to construct the trail and construction funding has not been secured.

The June 2025 business case considered using a combination of Council crews and external contractors. Under that concept, Council resources could undertake suitable trail, drainage and bridge works, while specialist contractors would complete work requiring particular qualifications or accreditation.

Any final delivery model would depend on:

• the investigation and design findings;
• environmental and heritage approvals;
• available Council and contractor resources;
• funding conditions;
• procurement requirements; and
• a further decision by Council.

Protecting rail heritage is an important benefit of the rail trail and heritage preservation is therefore a key element being considered during the Preliminary Works stage. 

The June 2025 business case identifies 14 bridges along the earlier 35.5 km Glen Innes-to-Ben Lomond alignment, ranging from approximately four metres to 116 metres.

Earlier engineering investigations found that several of the major timber bridges were in poor or very poor condition and would require substantial work before they could safely carry trail users.

The current concept proposes retaining station buildings and off-track railway relics. It also considers bypassing some bridges with new low-level crossings, reducing construction risk while allowing the original structures to remain as heritage features.

The treatment of each structure would be determined by engineering and heritage assessments. Opportunities to adapt station precincts for visitor, commercial or community uses may also be explored, subject to ownership arrangements, approvals and available funding.

Investigations into potential contaminants associated with past use of the rail corridor are currently underway as part of the Preliminary Works stage.

Rail trails can be used for walking and cycling by everyone. Motorcycles will not be permitted on the trail. Decisions around mobility scooters, horses and dogs are yet to be made. During this consultation and any future consultations, we are keen to hear your ideas.

Emergency vehicles would have full access to the rail trail. An emergency response plan would be developed in consultation with local police, fire and emergency services and would be incorporated within an overall Rail Trail Management Plan.

No final decision has been made about the location or number of toilet facilities.

The June 2025 business case identifies the potential use or upgrade of facilities at:

• Glen Innes;
• Stonehenge Recreation Reserve; and
• Glencoe.

The final arrangements would depend on the trail design, expected demand, servicing requirements, environmental considerations and available funding.

No. While the placement of bins may appear to be common sense, evidence shows that bins invite rubbish. Many national park trails do not have bins and operate successfully under the protocol of ‘carry out what you carry in’.

Illegal dumping of rubbish is currently a problem in some areas of the rail corridor and it is believed it is more prevalent along the rail corridor because the corridor is effectively not used and poorly maintained. With use, illegal dumping along the corridor is likely to become less of an issue.

In other rail trail areas, littering has not been a problem due to the nature of the users. The Lilydale to Warburton Rail Trail in Victoria and South Australia's Clare Valley Riesling Trail are kept spotless, with little or no signs of litter.

Concerns about trespassing are a regular theme for rail trails throughout the world. Concerns are commonly expressed during the initial phases but trespassing is extremely rare, or non-existent, in practice. Typical rail trail users are not the type of people likely to trespass.

A rail trail would be a public thoroughfare, the same as a road. The situation would be no different from somebody trespassing via a road, driveway or the existing disused rail corridor. If somebody trespasses on private land and hurts themselves, the landowner cannot be held liable unless they were shown to be negligent. The onus would be on the trespasser to prove negligence.

Public liability while on the rail corridor would be the responsibility of the trail manager. The trail manager would be required to have public liability insurance in place.

No. A rail trail would be the same as a road passing your property and would not be a factor in insurance premiums.

The same laws that protect people everywhere in NSW would protect rail trail users, adjacent landowners and property, and would be enforceable by police.

Removing existing overgrown vegetation along the rail corridor would minimise hiding places and create long sight distances. The regular presence of rail trail users would provide passive surveillance, reducing the likelihood of crime.

Research and anecdotal evidence suggests conversion of rail trails tends to reduce crime by cleaning up the landscape and attracting people who use the trail for legitimate reasons, such as recreation and transport.

Numerous testimonials from law enforcement officers where rail trails exist confirm that anticipated crimes rarely or never occur. 

Final fencing requirements have not been determined and would be assessed property by property.

The June 2025 cost estimate includes approximately 40.3 km of new fencing, as well as allowances for repairing or removing old fencing, clearing fence-line regrowth and providing screening vegetation.

Fencing may be required to:

• separate trail users from livestock and farm operations;
• identify the boundary between the corridor and private property;
• manage access near homes or sensitive areas;
• accommodate stock and machinery crossings; and
• address privacy and safety requirements.

Affected landowners would be consulted before final fencing and access arrangements were determined.

Yes, vehicle access at roads and driveways would take priority. Signage and line-marking would be installed on the rail trail at driveways to show this. Chicanes, or other calming devices, would be installed at trailheads and road crossings with high levels of traffic.

Where houses are close to the proposed rail trail, the site would be inspected and the resident/owner consulted. Measures to maintain residents' privacy could be implemented. This might include planting trees to form a screen or, in extreme cases, installing screen fencing or detouring the trail to keep it away from houses.

A Biosecurity Risk Assessment for all primary producers along the rail corridor will be undertaken within the Preliminary Works stage.

For the Tumbarumba Rail Trail, Local Land Services conducted a Biosecurity Risk Assessment that identified all the risks associated with biosecurity and proposed management measures to address them.

The Tumbarumba Biosecurity Risk Assessment can be found here.

The rail corridor will be maintained if it becomes a rail trail and will be less prone to bushfire risk. Some landowners have expressed concerns around the risk of unintentional fire-lighting and ways to mitigate this risk will be looked at in detail in the design phase of the project.

A well maintained rail trail has the potential to act as a firebreak and would be more accessible to the Rural Fire Service should there be a fire.

The corridor will be cleared of obstructing vegetation. Weeds will be identified and disposed of appropriately. Council’s weeds and biosecurity team would likely conduct regular inspections.

A maintenance program for the rail trail would include weed management. 

Yes, existing farm access will be maintained. Gates and fencing will be installed to separate rail trail users from stock being moved across the corridor. 

The fencing and stock crossing requirements along the corridor will be inspected on-site and the adjacent resident/ owner will be consulted during the design process.

If dogs are permitted on the rail trail they would need to be kept on leashes, in accordance with a code of conduct. The Companion Animals Act places responsibilities on all pet owners. A dog in any public place other than an approved off-leash area must be under the effective control of a competent person and restrained by an adequate chain, cord or leash.

There is no evidence that trails decrease adjacent property values.

Public facing community consultation opportunities will be available from Mid July to mid-August. Council will promote location, date and timing via the Have Your Say page, Council social media platforms, Visitor Information Centre and electronic newsletters.