LC EIC Inquiry into the Use of School Buses in Rural and Regional Submission 131 Received 8 July 2021

SUBMISSION To The Victorian Parliamentary Inquiry into the use of School Buses in Rural and Regional Victoria

And Response to the Parliamentary Inquiry Discussion Paper by Kaya Hill

The School Bus Solution: Innovative Public Transport for Regional Victoria

June 2021

1 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

Acknowledgements and Limitations

This submission is limited by a lack of more extensive direct community engagement with the full range of key stakeholders, most particularly those contracted bus operators currently involved in providing the school bus service in smaller townships.

However, it has been informed by a range of areas within the Rural City Council, as well as key local service providers and also, community members of the Council-auspiced Disability & Access Advisory Committee (DAAC).

2 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

1. Introduction

The Rural welcomes the opportunity to put forward our thoughts in response to the initiative shown by Rod Barton, MLC, in seeking to think more holistically and equitably, about how we might deliver a better level of public transport for people living in regional Victoria, while also ensuring children are assisted in getting to school.

Commendations too, are offered to Kaya Hill, for her excellent discussion paper The School Bus Solution: Innovative Public Transport in Regional Victoria, which illuminates the key issues and potential greater Net Community Benefit and economic efficiency to be gained from a more integrated, comprehensive utilisation of existing systems and resources. This illumination is perhaps best demonstrated in Figures 1 and 2, on page 4 of the discussion paper. At a glance, these maps of school bus and public transport routes across regional Victoria clearly indicate how much more of regional Victoria could so readily be covered by an adapted public transport system, if integration with the school bus service was achieved.

Beyond that, the Discussion Paper also acknowledges a number of other relevant logistical, child safety and practical considerations that we agree need careful consideration, as part of any implementation plan. However, we confirm these matters should not, do not, preclude a successful integration of the two services and, equally important, raising public awareness of it.

Bearing in mind relevant legislative requirements, most particularly that guiding Planning and Transport infrastructure provision in Victoria, there is firm encouragement to proceed in this more integrated direction toward better public transport provision for Victorians living in regional areas.

As the Discussion Paper does not canvas the relevant legislative framework for the challenge ahead, we believe it is most relevant and necessary to ensure this legislative guidance is placed at the forefront of our collective thinking about whether and how best to proceed with the task at hand.

For example, the stated objectives of Planning in Victoria, which include, inter alia, under section 4) 1. a) c) and e) requirements to:

- provide for the fair, orderly, economic and sustainable use and development of land;

- to plan for all Victorians; and

- enable the orderly provision and co-ordination of public utilities and other facilities for the benefit of the community

Without going into a more thorough discussion about existing legislative support for the task at hand, the Transport Integration Act also encourages a

3 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021 more co-ordinated approach, as illustrated in the extracts set out below and overleaf. Most particularly, key sections include 6, 7 and 8, noting too the relevance of section 10, which deals with environmental sustainability and 11. 2) a, c and d, which confirm the intention to provide for effective integration of land use and transport, and to facilitate access to social and economic opportunities.

We note and commend the Discussion Paper for already recognising, in Table 1, page 10, the disparities that already exist between metropolitan and regional areas, in terms of highest level of education. That is, proportion of Victorian residents holding a degree, depending on where they live: Major City (42.2%) or Outer Regional, such as within the Mildura LGA (19.5%) as at 2014.

4 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

In addition to the Terms of Reference for this Parliamentary Inquiry, this submission is guided by the above most relevant legislative provisions pertaining to Planning and Transport Integration.

5 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

The structure of this submission is as follows:

 Acknowledgement of the Terms of Reference

 Discussion Paper – Response to Matters Raised

 Conclusion and Recommendations – Mildura as an ideal Trial Region

6 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

2. Terms of Reference – Acknowledgement

As set out on the relevant page of the Victorian Parliament website, we understand the Terms of Reference for this matter to be as follows:

We note the Discussion Paper has been structured in accordance with the above Terms of Reference.

3. Discussion Paper – Response to Matters Raised

In this section, comments are offered only on key aspects of the Discussion Paper most relevant to the Mildura regional experience. As a general comment, we concur with the findings and points made in the Discussion Paper.

3.1 Transport Disadvantage – regional and rural Victorians, a Mildura Rural City Council perspective

The Rural City of Mildura is the largest municipality in Victoria, by geographical area (over 22,000 square kilometres). Although the city of Mildura serves a wider cross-border region, the total population within the municipality distributed well-beyond the major city of Mildura and smaller townships such as and Red Cliffs. As at 2016, according to the State government’s Victoria in Future publication, the total population for the municipality was 53,356 and was expected to have grown to beyond 55,000 by 2021. https://knowyourcouncil.vic.gov.au/councils/mildura

As indicated by Figure 1 overleaf, being located in the far northwest corner of the State, the municipality is also the most remote, overall and in terms of the

7 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021 number of smaller townships and settlements distributed across the municipality.

Figure 1: Mildura Rural City Local Government Area and Regional Context

Mildura is the major economic, administrative and service centre for a wider, cross-border region known as Sunraysia, which covers a significant agricultural and rural hinterland across the , including townships of Wentworth, Dareton, Gol Gol and Buronga, all of which are located in but whose residents rely on Mildura for education, social, sport, entertainment, health and a range of other essential activities and services, including public transport.

This cross-border interrelationship generates some social and economic benefits to Mildura, as well as fostering a strong sense of community, across the border. This is partly due to the shared geographical isolation from metropolitan centres of governance, whether Sydney or , perhaps made stronger because of recent Covid-related border closures in 2020, despite there being no local Covid cases since April of that year.

Confining our focus to the Victorian side of the Murray River border with NSW, as Figure 2 overleaf clearly shows, there are a number of smaller townships and settlements spread out across the Mildura Rural City LGA, including in quite isolated areas where there is no public transport (bus) service at all.

The residents of these communities are the most likely beneficiaries of an improved integration of the School Bus service to accommodate a pre- registered public transport service.

8 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

Figure 2: Mildura Rural City Council (MRCC) area, showing the many small townships and settlements of Murrayville, , Nangiloc and Colignan, and , and more significant service centres of , Red Cliffs, Merbein and Mildura.

Key areas of special need: youth, elderly and low income households

As the Terms of Reference and Discussion Paper already acknowledge, geographic isolation tends to be associated with social and economic disadvantage.

To some extent, this disadvantage “goes with the territory”, however, given the chronic and well documented affordable housing crisis in Melbourne and severe shortage of rental housing stock even in most regional cities too, the markedly lower cost of housing (for purchase for rent) also tends to attract people who might best be described as “housing refugees” who would otherwise be faced with being homeless.

9 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

As one senior Council officer commented:

 Of Mildura’s ‘new arrivals’ almost half are resettling for humanitarian reasons. Access to public transport for new settlers, and particularly for women who are less likely to hold a drivers licence, this integrated service would have significant benefit.

 With affordable housing in rural areas, such as Ouyen, there has been a change in townships demographics. Unfortunately these outlying towns do not have the community services an assets, including public transport, to best support families and individuals. We then see a compounding problem with some of our most vulnerable community members having the least access to social supports and reduces health and wellbeing outcomes and the cycle of poverty continues. It is these rural communities who have the most to gain.

Those most vulnerable to such disadvantage tend to be youth, elderly and members of low-income households, that is, where there is no direct access to a car.

This lack of an independent means of mobility can be for a number of reasons: either because the individual is too young or being a recent migrant, unable to have a driver’s licence or because of progressive frailty or disability, have had their driver’s licence revoked e.g. deteriorating eyesight or it’s because of limited disposable income, being unable to afford a reliable car and cover operating costs of fuel and vehicle registration.

The Discussion Paper generally addresses well the issue of disadvantage for these key groups across sections 1.2 1.3 and 1.4 of the paper. We would only add the lack of safe cycling networks, footpaths and pram crossings, along with poor standard of design and maintenance of highways makes an integrated School Bus Service even more important to reducing locational disadvantage and the social and economic consequences that come from it.

The only additional comment we would make is, given the particular vulnerability of these groups, any integrated bus service in remote regional areas should continue to be a free service, at least to those holding a Centrelink or Seniors Card.

3.2 Local Public Transport Deficits

The Discussion Paper gives due recognition to the general trend of rural and regional areas over Victoria tending towards distinct deficits in public transport provision overall, including even in main towns or regional cities such as Mildura. The only additional fact we would highlight here is Mildura being the only substantial regional city without any passenger rail service, for some 28 years.

Apart from the questions of equity and fairness (lack of) around the present situation, there is a need to recognise the flow on consequences, logistical and financial, for Victorians living in rural and remote areas and needing

10 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021 specialist medical, education or other care and support. Certainly technology and innovation, such as “tele-health” can help fill the breach but not always.

Even for those living within the main townships of Merbein, Red Cliffs and Mildura, the existing bus services are limited in frequency and inefficient in terms of route and travel time. For further information, refer Appendix 1, for a copy of the existing Mildura Bus Link routes and timetable.

Perhaps the most telling and convincing content in the Discussion Paper are the two maps, Figures 1 and 2, set out on page 4. These two figures, show at a glance, the extent of current public transport routes and how much greater a coverage could be achieved, if the school busses were made accessible to the general public. We hasten to acknowledge here that we concur, for a number of reasons that such wider access should be subject to a pre- registration system. These reasons are discussion in the following sub- section.

3.3 Challenges and Opportunities posed by an Integrated Bus Service

In response to sections 4 and 5 of the Discussion Paper, which refer to potential “barriers” and “benefits”, as required by section 4 of the Terms of Reference, again, we concur with the matters raised therein.

We start from an initial premise that it is all but self-evident an integration of public and school bus services for rural and remote region will make more efficient use of precious resources, while delivering better outcomes for the community, as evidenced in the Maps shown on page 4 of the Discussion Paper. From there, we believe a better way to think about barriers and benefits is to use the terminology of “challenges and opportunities”.

That is, to pose the question: What is needed to make this integration work, work well, for all Victorians, most particularly the most vulnerable, being children, people with disabilities and frail elderly no longer allowed to drive and all living in remote ?

We believe the Discussion Paper canvasses well the benefits and concerns, particularly around child safety / “stranger danger”. However, we would highlight the potential to foster a stronger sense of community by bringing members of the community together in an enhanced bus service.

Ultimately, it is the local bus operators who will be key to successful integration.

Bringing a greater cross section of remote and rural communities together in the one vehicle, on what is likely to be a longer journey than a typical urban bus route, can provide the chance for locals to get to know each other.

11 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

As part of that, ideally, children will be taught basic courtesy protocols but perhaps even get time to share perspectives with other passengers. http://bowlingalone.com/.

Whether a system of pre-registration for non-school children using the integrated bus service is warranted remains a question for further consideration. The Child Safe Standards must apply to the organisations both responsible for the development of the integrated bus service model and the organisations responsible for delivery. Applying the Child Safe Standards will ensure clear governance arrangements, a commitment to child safety, a code of conduct setting clear expectations regarding appropriate behaviour, human resource practices that reduce risk, appropriate responding and reporting protocol’s, risk management and mitigation strategies, ensure children’s concerns are heard and taken seriously and support accountability. One of the great strengths of rural and remote Victorian communities is the reality/distinct likelihood that we all know each other, or soon will, from regular use of an integrated bus service. This alone is not enough to keep children safe.

There are a number of ways to create a socially accountable mechanism, particular via bus driver and teacher training, to ensure known identities and becoming familiar with “who’s who” on the bus, each day, on each service. Training in the Child Safe Standards and specifically recognising and responding to identified risk factors is suggested for consideration.

This can create a socially convivial atmosphere while also making it perfectly normal and reasonable for the bus driver to identify any newcomer / non-pre- registered passenger that may be encountered, and following any standard protocol to deal with such a situation in a polite but still socially accounted for manner. Even presenting a Centrelink or Seniors Card would be a form of identification and more effective and accessible than a MYKI card.

Fostering social ties doesn’t just happen by accident. Certainly, there are many lessons to be gained from the tragedy that befell Daniel Morecombe. Ideally, there could be a “conductor”/ bus monitor, or some other guided supervision via a range of people we would call “Capable Guardians” in CPTED language** (e.g. teacher and bus driver, parents, regular passengers).

** https://www.cpted.net/ https://www.victoria.ca/assets/Departments/Planning~Development/Developm ent~Services/Documents/regulations-crime-prevention-environmental- design.pdf

In short, given the all but obvious merits of an integrated school and public bus service, it then remains a matter of how integration can be made to work?

The following key mechanisms are offered for further consideration:

12 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

- Better public awareness, ongoing, of a newly integrated system;

- Publication and Dissemination of a newly integrated Timetable;

- Integrated service provider awareness, e.g. local community health, library, Senior Citizens and CWA branches, GP, chemist, school, police, ambulance and other services, to help ensure potential beneficiaries of the new integrated bus service are made aware of their additional service options;

- Pre-registration (If deemed necessary), complete with identification credentials such as a Council rates notice, Centrelink / MyGov customer reference number or Medicare number;

- Specific training of key personnel: To ensure child safety including, school teachers, police, ambulance and bus driver personnel; and

- Use of applied technology, including CCTV within each bus.

4. Conclusions and Recommendations

In summary, our comments are as follows:

- We Commend the initiative;

- The Transport Integration Act 2010 encourages better integration and efficiencies to be gained;

- Planning and Environment Act requires all State agencies to plan to meet the needs of All Victorians and to better co-ordinate between State agencies;

- There are significant social benefits to be gained and existing significant hardships removed if an integration of service, to include public access to the School Bus Service, was allowed;

- Pre-registration of non-school student passengers may not be necessary, provided suitable training to ensure “capable guardian” mechanisms and all other necessary practices are in place to ensure safety of all passengers, all the while fostering stronger sense of community amongst Victorians living in more isolated parts of the State;

- The Child Safe Standards must apply to the organisations both responsible for the development of the integrated bus service model and the organisations responsible for delivery.

13 of 14 LC EIC Inquiry into the Use of School Buses in Rural and Regional Victoria Submission 131 Received 8 July 2021

- Service integration may require an upgraded fleet to ensure universal accessibility, including for parents with prams;

- Mildura Rural City Council would support a local trial.

14 of 14