ࡱ> _a^%` #bjbj"x"x 44@@yP|||8$'$$Kh^hhhh<h 7M/|0' Dv  |e'hhhh ||  YBE (2) PTY LTD ABN 42 091 442 410 P O Box 420 Nhulunbuy NT 0881. Email: admin@ybe.com.au Phone: 08 8987 0900 Admin Fax: 08 8987 0999 Work Shop Fax: 08 8987 0998 Operations Fax: 08 8987 0996 Application for exemption Who is seeking exemption? The exemption is being sought by YBE(2) as the company operating what will be known as the Gove Peninsula Bus Service. YBE stands for Yirrakala Business Enterprises. This trial bus service is the result of a partnership whose primary partners are the Northern Territory and Australian Government, Rio Tinto (operator of the mine) and YBE (2). YBE (2) is owned by the Yolngu People of the north east Arnhem Land, and its Board of Directors are the 26 clan leaders (Dilaks). YBE(2) is essentially a civil works/construction company. Operating a public bus service is certainly not core business; the company is doing it more as an act of social and cultural responsibility to address a clearly identified need in the region. How long is the exemption for? The exemption would be for the duration of the 2 year trial. It is planned to start the trial service on August 2010. What circumstances or activities are to be covered by the exemption? The exemption sought would be for an exemption, for the bus pilot period, from the requirements under Disability Standards for Accessible Public Transport. The activity is a public bus run on the Gove Peninsula. This would service Nhulunbuy and nearby communities to the north and the south. The service would operate Monday to Friday during daylight hours with four runs per day. As a pilot there is flexibility to change the route, frequency and fare structures. Regular reviews of the pilot will be held. Who will be affected by the application? It is expected that no one will be affected by the exemption. It is anticipated that most of the passengers will be Indigenous. Although all are more that welcome to travel on the bus, Indigenous people are the target group. This is in large part due to low levels of private transport ownership. In discussion with the CEO of Miwatj Health Aboriginal Corporation the concept of the bus service was strongly supported. Miwatji is a prominent independent Aboriginal controlled health service administered by a board of directors who are representatives from communities across the Miwajtj region in East Arnhem Land. The fact that Miwatj does have some clients who have the mobility problems was discussed. Currently there are adequate provisions for transporting these clients and these would continue. Miwatji were comfortable with the plan that an exemption would be granted for the pilot period, with disability access being introduced should the pilot be successful and a permanent bus service established. It was noted that having a public bus service would be a good thing for Miwatj in that staff currently spend a significant amount of time collecting and dropping off otherwise mobile clients for appointments. These are people who simply dont have access to private transport and cant afford taxi fares. With such clients using bus, the staff will be freed up to involve themselves in matters more directly related to health service delivery. In summary, the exemption would make no difference to how disabled people move around the region but would see Miwatj staff having more time to deal with frontline indigenous health matters. Is the exemption necessary? In terms of whether the trial bus service can start, the exemption is essential. Being required to bring the bus already owned by YBE(2) as part of its day-to-day operations up to the required standard as well as the out of bus expenses would unequivocally mean there will be no trial with no guarantee of longevity after the two-year trial period. Costs of compliance would exceed the value of the second-hand bus that will be used. Why should the exemption be granted? As noted above, having to satisfy the applicable standards would mean the trial and the prospect of a permanent and much-needed public service has no chance of ever operating. It is anticipated the majority of passengers will be people whose sole source of income is transfer payments. These people live in one of the most isolated and therefore expensive parts of Australia. Private ownership of roadworthy motor vehicles among the target clientele is not common. There had been considerable pressure for a number of years to introduce the service in large part due to the current reliance on relatively expensive taxis and minibuses. Taxi fares in the area are un-metered and therefore negotiated. During the day it costs $50-$70 (more at night) too travel the 19km from Nhulunbuy to the most southerly part of the route which is Yirrakala. Nhulunbuy is the regions service centre. The bus fare will not be $5. There have been reports of taxi drivers engaging in unscrupulous behaviour such as over-charging by taking advantage of the need for transport and low levels of financial literacy. Introducing a bus service will have significant socio-economic benefits in that people will be able to affordably get the bus to Nhulunbuy and more so, the mine site, which are the main areas of employment. There will also be cultural, educational, health and recreational benefits. Should the exemption be granted to allow the pilot service to start and the pilot be successful, the partnership would then be ready to commence a permanent service. With a permanent service, negotiations between the operator and the Australian Governments Attorney-Generals Department would then begin on staged compliance with the relevant disabled access standards. Should the trial be successful a new bus would be required for a permanent service. It is at this time provisions for disabled access would be introduced. Notes that the early morning and late afternoon bus runs, which comprise two of the four daily runs, are intended to provide transport for workers at the places such as Rio Tinto mine and YBE(2). None of the targeted worker grouphave impaired mobility so for at least half of the operating time disbled access is not an issue. Other than the driver, the service will have a conductor for two of the four circuits that be completed daily. The conductor will be used on what are anticipated to be the two busiest circuits. Both the driver and conductor will be available to assist where possible in making the bus more accessible to diabled people. Depending in passenger numbers, there is a possibility that a trailer will be added to the service. This will be an issue for the aforementioned reguar review process. Should a trailer be introduced, it would be of designed to carry mobility aids. During the review AHRC may be able to advise onhow the objects of the DDA could furthered without undue costs. 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