Commercial fitness operators will have to register with the City of Bendigo before operating in public parks.
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Following a six-month trial, the Greater Bendigo City Council has adopted a new Fitness Operators Policy for businesses that conduct commercial operations in local parks, gardens and sporting reserves. The new policy means commercial fitness operators will now need to obtain a permit to conduct their operations at local parks, gardens and reserves. City of Greater Bendigo active and healthy lifestyles manager Lincoln Fitzgerald said an increase in the number of commercial fitness operators in recent years had prompted the City to develop the policy. “The six-month trial conducted by the City relied on operators to voluntarily register their commercial activity, and for the industry to self-regulate compliance with limited support from City staff. This was done to allow the trial to take place with no fees and to limit the costs associated with its enforcement,” Mr Fitzgerald said. “During the trial period, 13 businesses registered as regular providers and three as casual providers. However, the City understands there is a number of other fitness businesses operating on public land without permission and any regulation of their activities. “During and after the trial, the City consulted with those impacted by the policy including commercial fitness operators, class participants, park users and City staff responsible for maintaining the public space and enforcing the policy. “Overall, consultation supported a more regulated approach to ensure an equitable, protected, respected and consistent industry. “The City recognises that commercial fitness operators do provide a range of alternative physical recreation activities for residents that would otherwise not be available. However, the policy places conditions on the types of equipment and activities that can take place. “The aim of the new policy is to manage these activities in a manner that balances industry needs, provides protection of public built and natural assets and maintains community access and amenity to these facilities.” The new policy will be integrated within the review of the City’s Local Law Number 5 Municipal Places which is set to be reviewed late 2017. [post_title] => The park is for the public [post_excerpt] => Commercial fitness operators will have to register with the City of Bendigo before operating in public parks. [post_status] => publish [comment_status] => open [ping_status] => open [post_password] => [post_name] => the-park-is-for-the-public [to_ping] => [pinged] => [post_modified] => 2017-08-22 10:21:37 [post_modified_gmt] => 2017-08-22 00:21:37 [post_content_filtered] => [post_parent] => 0 [guid] => https://governmentnews.com.au/?p=27880 [menu_order] => 0 [post_type] => post [post_mime_type] => [comment_count] => 0 [filter] => raw )  => WP_Post Object ( [ID] => 27883 [post_author] => 670 [post_date] => 2017-08-22 08:13:46 [post_date_gmt] => 2017-08-21 22:13:46 [post_content] => The Australian and Victorian Governments are committing significant funds to connect the Port of Melbourne to major freight hubs using the existing rail network, but container operators are warning that the success or otherwise of the concept is in the detail. Governments come up with the money Expressions of interest will soon to be sought to deliver a series of rail freight ‘shuttle’ initiatives on the existing rail network by connecting the port to major freight hubs and businesses. Federal Minister for Infrastructure and Transport Darren Chester said the proposal would take advantage of rail’s ability to shift larger volumes of freight than trucks. “[We] are seeing a boom in exports, which has led to trucks taking more produce and freight to the ports. This project will provide the ability to shift larger volumes of freight via rail compared to trucks, and reduce congestion on our roads,” Mr Chester said. “The freight and logistics industry had identified rail’s potential to reduce transport costs by about 10 per cent, with the proposal potentially improving Australia’s competitiveness.” Victorian Minister for Roads, Road Safety and Ports Luke Donnellan said the initiative will take trucks off local roads in Melbourne’s inner west. “The Port of Melbourne will remain our primary freight hub for a generation. With container numbers expected to double over the next two decades we need to act now to share the load between road and rail. “Alongside the West Gate Tunnel, 24-hour truck bans in the inner west and the Port’s rail access plans, this project will help shift containers from residential streets onto dedicated routes to the port.” The Australian Government has committed $38 million and the Victorian Government will provide $20 million to the initiative. Funding will be available to upgrade rail connections and improve terminal access. The devil’s in the detail The largest conglomeration of container transporters in Victoria the Container Transport Alliance Australia (CTAA) has welcomed the recommitment of $58 million in funding by the State and Federal Governments towards port rail shuttle services in the Port of Melbourne, but has warned that there is ‘much to do’ to make metropolitan rail freight services commercially viable. “There is no doubt that moving more containerised freight to and from the Port of Melbourne and metropolitan intermodal terminals must be part of the future for Australia’s largest container freight port,” CTAA director Neil Chambers said. “To date, however, next to no containers move to and from metropolitan areas and the port due to the lack of adequate rail infrastructure and the added costs of using rail for intermodal movements. “The optimal landside movement of an import container once discharged from a ship involves around six “lifts” if delivered direct from wharf to customer then direct to the empty container depot for de-hire by road.” “This number of ‘lifts’ rises with the current situation where many containers are ‘staged’ through transport yards to take account of the mismatch of operating hours and other logistics management reasons, both the full container as well as the empty. This can increase the number of ‘lifts’ to as many as ten. “However, unless we can achieve true ‘on-dock’ rail operations to remove the need for the last-mile movement of the containers within the Port to be undertaken by truck or some other form of transfer vehicle, the number of ‘lifts’ for a typical intermodal operation would be twelve or more. “Every time you touch the container it costs money, and the current lack of rail integration is the killer from a competition point of view. “Truly viable intermodal terminals in Australia and overseas also provide the value-added services in situ that reduce local freight journeys and strip out costs for the cargo owner. This is what we need to aspire to through strategically located intermodal terminals in Melbourne’s west, north and south-east. “It’s important, therefore, that the Port of Melbourne complete its rail strategy development in a timely manner, that the state’s overall freight strategy is refreshed, and the national freight strategy finalised, to ensure that intermodal rail operations are considered as a complete system, not just a series of disjointed nodes with no adequate integrated port connections and infrastructure “I think we need to be cautious that the community isn’t given the impression that rail intermodal operations will be a panacea to the removal of trucks from our roads,” Mr Chambers said. “That won’t be the case, because even if we get this right, which we all hope we will, the future still involves thousands of truck movements to and from the port, as well as to and from intermodal terminals for final delivery to the end user. “We need integrated planning that enhances and protects the future viability of road and rail freight, reduces community amenity impacts where possible, but doesn’t harm freight productivity and cost competitiveness.” [post_title] => Will Melbourne’s port shuttle work? [post_excerpt] => Governments are committing millions to connect the Port of Melbourne to major freight hubs, but operators are warning of more work needed. [post_status] => publish [comment_status] => open [ping_status] => open [post_password] => [post_name] => melbournes-port-shuttle-go-ahead-will-work [to_ping] => [pinged] => [post_modified] => 2017-08-22 10:22:17 [post_modified_gmt] => 2017-08-22 00:22:17 [post_content_filtered] => [post_parent] => 0 [guid] => https://governmentnews.com.au/?p=27883 [menu_order] => 0 [post_type] => post [post_mime_type] => [comment_count] => 0 [filter] => raw )  => WP_Post Object ( [ID] => 27834 [post_author] => 670 [post_date] => 2017-08-14 15:19:18 [post_date_gmt] => 2017-08-14 05:19:18 [post_content] => A disproportionate number of children expelled from Victorian Government schools have a disability, are in out of home care, or identify as Aboriginal and Torres Strait Islander, according to the Victorian Ombudsman. Tabling an Investigation into Victorian government school expulsions in Parliament, Victorian Ombudsman Deborah Glass said children as young as five and six are being excluded from government schools in a process riddled with gaps that lacks concrete data. The report found significant reform is required to measure exactly how many children are excluded from government schools each year, and to ensure no child is ever excluded entirely from the Victorian education system. "A key purpose of the investigation was to find out whether expulsions complied with the Ministerial Order - which includes ensuring the student is provided with other educational and development opportunities," Ms Glass said. "What we found was a confused and incomplete picture. There were so many gaps in the expulsion reports it was not possible to answer the questions with any certainty. But we can say that some two-thirds of expulsions fail to comply on at least one count, with the lack of information suggesting that this number may well be considerably higher." Education Department figures state that 278 children were expelled from the Victorian Government school system in 2016. "The official number is likely to be only a fraction of the number of children informally expelled, on whom no data is kept. Somewhere between hundreds and thousands of children each year disengage from formal education at least in part as a result of pressure from schools. We simply do not know where they end up," Ms Glass said. "But we do know that some 60 per cent of those in the youth justice system had previously been suspended or expelled from school, and over 90 per cent of adults in our prisons did not complete secondary school. The link between educational disadvantage and incarceration is not new, but remains compelling." A previous Ombudsman investigation in 2015 on the rehabilitation and reintegration of prisoners identified educational disadvantage starting in childhood as a key factor leading to imprisonment as an adult. Ms Glass called for additional resources for principals facing the difficult balancing act of supporting children with challenging behaviours while also providing a safe environment for work and study. The investigation - which involved outreach with parent and community groups across the state - identified that many children expelled from schools display behaviour stemming from disruption and disadvantage in their lives and called for major investment in the school system to help such children. "A welcome start would be recognising that while expulsion remains an option of last resort, no child should ever be expelled from the state's education system as a whole. A commitment to supporting early intervention is also vital. The challenging behaviour of children is frequently rooted in trauma, disability or mental health. The investment not made in supporting schools to deal with this behaviour will almost inevitably require a vastly greater investment later, elsewhere, to deal with their challenging behaviour as adults," said Ms. Glass. The key recommendations from the report are:
- [That the Minister for Education] Amend Ministerial Order 625 to ensure that a principal cannot expel a student aged eight years old or less from any government school without the approval of the Secretary or her delegate and consider any additional changes to the Order necessary to give effect to the recommendations that follow.
- [That the Department of Education] Embed the principle and expectation in policy or guidance that no student of compulsory school age will be excluded from the government school system (even if expelled from an individual government school).
- Every human life has equal value.
- A person’s autonomy should be respected.
- A person has the right to be supported in making informed decisions about their medical treatment and should be given, in a manner that they understand, information about medical treatment options, including comfort and palliative care.
- Every person approaching the end of life should have access to quality care to minimise their suffering and maximise their quality of life.
- The therapeutic relationship between a person and their health practitioner should, wherever possible, be supported and maintained.
- Open discussions about death and dying and peoples’ preferences and values should be encouraged and promoted.
- Conversations about treatment and care preferences between the health practitioner, a person and their family, carers and community should be supported.
- Providing people with genuine choice must be balanced with the need to safeguard people who might be subject to abuse.
- All people, including health practitioners, have the right to be shown respect for their culture, beliefs, values and personal characteristics.
- be an adult, 18 years and over; and
- be ordinarily resident in Victoria and an Australian citizen or permanent resident; and
- have decision-making capacity in relation to voluntary assisted dying; and
- be diagnosed with an incurable disease, illness or medical condition, that:
- is advanced, progressive and will cause death; and
- is expected to cause death within weeks or months, but not longer than 12 months; and
- is causing suffering that cannot be relieved in a manner the person deems tolerable.
Container Transport Alliance Australia (CTAA), representing companies responsible for the majority of container transport to and from the Port of Melbourne, has called on the Andrews’ Victorian Labor Government to help container transport operators get a ‘fair go’ in the toll pricing to use the West Gate Tunnel. CTAA was responding to the announcements by the Victorian Premier that a consortium headlined by John Holland and CPB Contractors has been selected to build the West Gate Tunnel Project (formally known as the Western Distributor Project) to commence in early 2018, and that once completed, there would be 24/7 ‘bans’ on trucks on roads in the inner west of Melbourne. CTAA director Neil Chambers said: “Not surprisingly, container transport operators in the inner and outer Western industrial suburbs undertake numerous truck trips to and from the Port of Melbourne during the day, at night and on weekends, to service vital container trade volumes through the biggest container port in Australia.” “The original government business case called for Transurban to consider a reduced toll price for transport operators undertaking these shuttle operations, as well as suitable trip caps, and the favourable treatment of Higher Productivity Freight Vehicles.” Read more here. This story first appeared in Transport and Logistics News. [post_title] => Will the West Gate Tunnel ‘ban trucks’? [post_excerpt] => 24/7 'ban' on trucks in inner western Melbourne. [post_status] => publish [comment_status] => open [ping_status] => open [post_password] => [post_name] => will-west-gate-tunnel-ban-trucks [to_ping] => [pinged] => [post_modified] => 2017-04-06 15:28:21 [post_modified_gmt] => 2017-04-06 05:28:21 [post_content_filtered] => [post_parent] => 0 [guid] => https://www.governmentnews.com.au/?p=26841 [menu_order] => 0 [post_type] => post [post_mime_type] => [comment_count] => 0 [filter] => raw )  => WP_Post Object ( [ID] => 26817 [post_author] => 658 [post_date] => 2017-04-05 11:15:57 [post_date_gmt] => 2017-04-05 01:15:57 [post_content] => By Claire Hibbit
- Licensing applications not thoroughly assessed before being approved. In some cases licenses were granted where applicants had hidden the truth about their past criminal convictions and associates
- Allocating resources to compliance activities inflexibly and based on factors other than risk
- Inadequate guidance and training for inspectors
- Unreliable data about liquor and gambling inspections
- Building VCGLR's leadership capacity
- Having a specialist team to monitor the Melbourne Crown Casino
- Addressing serious systemic gaps in the compliance division
- Seeking additional budget to establish a presence in regional Victoria
- Reviewing and updating people and culture policies and practices
- Working better with other regulatory and enforcement bodies such as Victoria Police.
Governments are committing millions to connect the Port of Melbourne to major freight hubs, but operators are warning of more work needed.
Expulsion is not the answer, says the Victorian Ombudsman.
Victoria has developed a safe and compassionate voluntary assisted dying framework.
WVPHN will soon roll out the GoShare patient education platform to 800 health professionals.
The Victorian government’s plans to connect central Melbourne to the city’s west have been called into question.
Pretend reference checks and pay rises for the family.
Financial assistance grants unfrozen.
24/7 ‘ban’ on trucks in inner western Melbourne.
Major hospital deal in Melbourne.
Fines could hit $2 million.
Attorney-General speaks out.