Mordialloc Bypass Environment Effects Statement
Regional Economy
Existing Conditions and Impact Report
FINAL REPORT
Prepared for
Major Road Projects Authority
by
Essential Economics Pty Ltd
September 2018
Authorship
Report stage Author Date Review Date Draft V.1 Jack O’Connor 10 April 2018 John Noronha 10 April 2018 Draft V.2 Jack O’Connor 17 April 2018 John Noronha 18 April 2018 Draft V.3 Jack O’Connor 29 June 2018 John Noronha 29 June 2018 Draft V.4 Jack O’Connor 26 July 2018 John Noronha 27 July 2018 Draft V.5 Jack O’Connor 31 July 2018 John Noronha 31 July 2018 Draft V.6 Jack O’Connor 7 August 2018 John Noronha 7 August 2018 Draft V.7 Jack O’Connor 16 August 2018 John Noronha 16 August 2018 Final report Jack O’Connor 14 September 2018 John Noronha 14 September 2018
Disclaimer
Every effort has been made to ensure the accuracy of the material and the integrity of the analysis presented in this report. However, Essential Economics Pty Ltd accepts no liability for any actions taken on the basis of report contents.
Contact details
For further details please contact Essential Economics Pty Ltd at one of our offices:
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Our Reference: 17090
Contents
Executive Summary ...... 1 Introduction ...... 2 1.1 Project Description ...... 2 1.2 Project Configuration ...... 3 2 EES Scoping Requirements...... 6 3 Legislation and Policy ...... 7 4 Methodology ...... 11 5 Existing Conditions ...... 12 5.1 Locational Context and Study Area ...... 12 5.2 Population Growth Trends and Outlook ...... 15 5.3 Industry Structure and Employment Overview ...... 16 5.4 Overview of Enterprises Located in Study Area ...... 20 5.5 Summary ...... 33 6 Risk Assessment ...... 34 6.1 Methodology ...... 34 6.2 Key Findings ...... 37 7 Impact Assessment and Mitigation ...... 40 7.1 Stakeholder Consultation ...... 40 7.2 Summary of Potential Benefits to the Regional Economy ...... 56 7.3 Summary of Potential Impacts on Enterprises and Proposed Mitigation Measures ...... 57 7.4 Cumulative Effects ...... 61 8 Environmental Performance Requirements ...... 62 9 Conclusions ...... 63 9.1 Existing Conditions ...... 63 9.2 Impact Assessment ...... 63 Glossary ...... 65 Abbreviations ...... 66 References ...... 67 Appendix A – Thames Promenade Assessment ...... 68
MORDIALLOC BYPASS – ENVIRONMENT EFFECTS STATEMENT
REGIONAL ECONOMY – E XISTING CONDITIONS A ND IMPACT REPORT
FINAL REPORT
EXECUTIVE SUMMARY
A regional economic assessment study was undertaken for the Mordialloc Bypass project (the project). The key conclusions arising from this study are outlined as follows:
• Enterprises with potential to be impacted by the project are located on Green Wedge Zone 2 Land, Garden Boulevard Industrial Precinct and Woodlands Drive Industrial Precinct.
• No significant impacts were identified for enterprises located at the Governors Road Industrial Node or Chelsea Heights Node.
• Impairment of access was the most common potential impact identified.
• Other potential impacts included loss of carparking (relating specifically to Tarnard Drive properties), and amenity concerns (relating to Autism Plus).
• Potential mitigation measures identified by stakeholder enterprises include Major Road Projects Authority (MRPA) liaising closely with property owners, access management plans to minimise impacts, offset measures (relating to loss of carparking), staging and timing of works etc.
• Economic (related) benefits identified by stakeholders included: - Elevated exposure to passing trade for businesses accommodated by land abutting the project. - Increased efficiencies and connectively in the transport network attributed to project when operational with flow-on benefits to enterprises including efficiencies in product distribution, and access to larger trade and employment catchments (for enterprises within the Dingley/Braeside region as well as firms located in Bayside and Mornington Peninsula suburbs located further south, and firms located in the Dandenong region. - Improved access to the Monash National Employment and Innovation Cluster and Dandenong National Employment & Innovation Cluster. - A more balanced transport network solution in south-east and bayside region of Melbourne due to the provision of a shared pedestrian and cycle path along the project route.
• Potential exist for the project to generate cumulative impacts if the project is constructed concurrently with the following projects: - LXRA Edithvale – Bonbeach level crossing removal project - Moorabbin Airport Development - Hawthorn Football Club – development of future training base and headquarters
However, these impacts are considered minor and manageable.
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INTRODUCTION
1.1 Project Description
The Mordialloc Bypass project (the project) is the proposed construction of a new freeway connecting the Dingley Bypass with the Mornington Peninsula Freeway; and is predominately to be constructed within an existing road reservation. The project passes between the western boundary of Braeside Park and the eastern boundary of the Woodlands Estate (constructed) wetlands, traverses constructed wetlands at Waterways and approaches to within one kilometre of the Ramsar-listed Edithvale-Seaford Wetlands. The northern and southern ends of the project pass through or border the South East Green Wedge.
The project corridor is approximately 9.7 kilometres in length, comprising two, two-lane 7.5 kilometre long carriageways (with a path for walking and cycling) along the greenfield alignment, and 2.2 kilometres of roadworks required to integrate the project with the Mornington Peninsula Freeway. It is expected that each carriageway will provide for two 3.5 metre wide lanes, with a 3.0 metre wide outside shoulder and 1.0 metre wide inside shoulder. The project will also provide connections from the freeway onto the Dingley Bypass, Centre Dandenong Road, Lower Dandenong Road, Governor Road, Springvale Road and new north facing ramps at Thames Promenade. There will also be an overpass at Old Dandenong Road. Mordialloc Creek and the associated Waterways Wetlands will be spanned by twin 400 metre long bridges.
The proposed alignment allows for a future upgrade of the project to a six-lane freeway standard road within the construction footprint.
The proposed alignment is generally located within the existing road reservation, most of which is already covered by Public Acquisition Overlay, and some of which is already in VicRoads’ ownership.
The project consists of:
• Four- lane freeway standard cross-section (two lanes in each direction), divided by a centre median
• 100 km/hr posted speed limit
• Full diamond interchanges at Springvale Road, Governor Road and Lower Dandenong Road whereby the project is elevated over the arterial roadway with northbound and southbound entry and exit ramps providing access for all directions of travel.
• Half single point urban interchange at Centre Dandenong Road whereby the project is elevated over Centre Dandenong Road and southbound entry and northbound exit ramps provide accessibility to and from the south.
• Addition of northbound entry and southbound exit ramps at the existing Mornington Peninsula Freeway interchange at Thames Promenade to provide access to and from the project. The existing interchange provides ramps to and from Mornington Peninsula Freeway to the south only. The proposed entry and exit ramps will create a full diamond interchange at Thames Promenade.
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• An at-grade T-signalised intersection at Dingley Bypass.
• Elevation of the project over Old Dandenong Road and Bowen Parkway to maintain existing connectivity on these routes.
• Shared use path running north-south along the length of the project and connecting existing paths along the north side of Dingley Bypass and the south side of Springvale Road adjacent to Chelsea Heights Hotel.
• Bus queue jump lanes provided in intersection configurations at the proposed Springvale Road and Centre Dandenong Road interchanges.
1.2 Project Configuration
The proposed alignment and configuration are shown in the Figure 1-1. Full diamond freeway interchanges are proposed at Lower Dandenong Road, Governor Road and Springvale Road. At the northern end of the project, an at-grade signalised intersection has been proposed to connect with Dingley Bypass. A half south-facing single point urban interchange is proposed at Centre Dandenong Road south of Old Dandenong Road. Along the length of the proposed alignment two overpasses have been proposed, they will be located at Old Dandenong Road and Bowen Parkway. Whilst direct project access is not provided for Old Dandenong Road and Bowen Parkway under the proposed configuration, there will be minimal impact on traffic and active transport movement along these routes as the project is proposed to be grade separated from these connections via an overpass arrangement. All existing dominant traffic movement will continue to operate under the proposed network structure.
Safety in design must be considered throughout the development process to ensure the proposed infrastructure would deliver the safety benefit as intended. Safe systems design principles have been considered in the design process in ensuring the proposed facility not only comply with the current design standards but is designed to be forgiving to minimise the likelihood of crashes.
The project configuration is outlined in Figure 1.1 and the regional location of the project is shown in Figure 1.2.
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Figure 1.1: Project Configuration
Source: WSP Mordialloc Bypass EES – Transport Impact Assessment, April 2018
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Figure 1.2: Regional Location of the Project
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2 EES SCOPING REQUIREMENTS
The EES scoping requirements do not provide specific assessment criteria for impacts on the regional economy.
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3 LEGISLATION A ND POLICY
The following sections provide a summary of legislation and policy relevant to this project.
Transport Integration Act 2010
The Transport Integration Act 2010 (the ACT) came into effect on 1 July 2010 and is Victoria's principal transport statute.
The Act requires that all decisions affecting the transport system be made within the same integrated decision-making framework and support the same objectives. The Act brings together the transport portfolio, including ports and marine, under one statute.
The Act, which falls under the auspices of the Department of Economic Development, Jobs, Transport and Resources (DEDJTR) provides a framework with six transport system objectives and eight decision-making principles. Decision makers must have regard to all these objectives and principles. The triple bottom line framework is summarised below.
Economic prosperity
Transport has an important role facilitating economic prosperity. An efficient and reliable transport network helps the productivity of existing businesses. It also helps people access a wide range of job opportunities.
Source: DEDJTR
Social and economic inclusion
Transport plays an important role in developing social and economic inclusion by removing barriers to the use of the transport system. It also has a capacity-building role where
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Source: DEDJTR
Transport resource efficiency and environmental sustainability
The transport sector is a significant consumer of energy, and a major source of urban air pollution. It is important to minimise the resources used by transport. Environmentally- responsible decisions protect, conserve and improve the natural environment. This ensures the ability to maintain and improve living conditions needed to sustain people and other species.
Source: DEDJTR
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City of Kingston Council Plan 2017-2021
The vast majority of land required to accommodate the proposed the project is situated in the City of Kingston.
Kingston’s Council Plan is the key document that will guide the City of Kingston’s (CoK) activities over the 2017-2021 period, including prioritising strategic directions and funding commitments. The following priorities are of relevance to this study:
• Delivering a well-planned, liveable city supported by infrastructure to meet future, which includes including infrastructure and property investment for a functional city now and into the future (p.15)
• Delivering a free-moving safe, prosperous and dynamic city (p.13), including these relevant key directions: - Understand and support our thriving, profitable local economy, including the encouragement of investment into Kingston and the South East to deliver new employment opportunities (p.21) - Functional local traffic management, and advocating for the provision of efficient freight movements (p.21)
Prosperous Kingston, 2016
Prosperous Kingston provides a strategic framework that identifies Council’s objectives for economic development and sustainability.
The document outlines that the CoK is one of Victoria’s major employment centres and its industrial sector is one of the largest and most concentrated in the State (p.4). The municipality’s changing economy is also discussed, in particular those structural economic shifts impacting the local industrial and retail sectors. While the capacity of substantive planned State Government infrastructure investment to bring about dynamic economic change is also outlined (p.3).
The document notes the economic importance of Melbourne’s south-east region which contains the CoK and as well as the municipalities of Greater Dandenong, Monash, Frankston, Casey, Knox, Whitehorse and Maroondah. The south-east region accommodates the Monash National Employment and Innovation Cluster as well as the Dandenong South National Employment Cluster, both of which are significant in a state and national context in terms of their contribution economic and employment outcomes (p.5).
Actions outlined in Prosperous Kingston, which are of most relevance to the development of the project, include the following:
• Work with the State Government to successfully deliver key arterial road investments (Priority 1 - Strategic Economic Planning, p.9)
• Develop measures and strategies to enable the delivery of a fit-for-purpose road network to support globally competitive business (Priority 1 - Strategic Economic Planning, p.9)
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• Leverage off government infrastructure investment to maximise the broadest possible economic opportunities (Priority 2 - Regional Collaboration and Partnerships, p.11)
Moorabbin Airport Master Plan
The 2015 Master Plan sets out the strategic vision for Moorabbin Airport over the next 20 years, as a major Victorian transport gateway, as a centre of general aviation and flight training and as an existing and growing hub for employment, community life and economic activity in metropolitan Melbourne and Victoria.
The economic and employment role of the Airport is summarised on page 20 of the Master Plan:
• Moorabbin Airport is one of the fastest-growing economic and employment activity centres within metropolitan Melbourne. Economic activity at the Airport is currently valued at $340 million annually and is expected to increase by 240% to $825 million by 2035 as aviation and non-aviation developments identified in the 2015 Master Plan are implemented.
• Employment at Moorabbin Airport will grow from 3,300 jobs to 8,500 jobs over the 20- year planning period of the 2015 Master Plan (a 255% increase), making it a significant centre for job creation and employment.
• Employment growth at the Airport will assist the City of Kingston to reduce unemployment rates which are up to 2% above the national average (at the time the Master Plan was prepared).
• Moorabbin Airport: - represents 5% of the City of Kingston’s workforce (66,000 workers), and is a significant contributor to the Southern Subregion workforce (825,000 workers), making the Airport one of the most significant employment areas in metropolitan Melbourne; - is within the emerging Kingston Central and Braeside Economic Precinct and accounts for 16% of the 19,800 industrial, retail and service jobs in that precinct; - will deliver up to 3% (5,200) of the new jobs required for the Southern Subregion; - meets the “20-minute neighbourhood” State Government policy objective, with nearly 60% of the Airport workforce living within a 20-minute drive of the Airport; and - is recognised as a Transport Gateway and an economic and employment centre.
In view of the importance of Moorabbin Airport to the regional economy, it is important for this study to identify benefits facilitated by the project for enterprises located on the site, as well as identify any potential negative impacts on the employment node during the construction and operational stages of the project and propose suitable mitigation measures where necessary.
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4 METHODOLOGY
This report assesses the existing regional economic conditions associated with the project and the impact on businesses and the regional economy through the construction and operation of the project, as well as cumulative impacts associated with the project.
The methodology for the Regional Economy Impact consists of the following:
• Review local and state policies, strategies and laws relating to these enterprises where relevant to the project.
• Prepare an overview of the enterprises located within the defined Study Area.
• Map the Study Area, indicating enterprises/precincts as being of High, Medium and Low importance in terms of access impacts from the project alignment.
• Identify issues, opportunities and constraints associated with the project from an economic perspective through stakeholder consultation.
• Identify potential impacts on the regional economy arising from the project including, detailed commentary on enterprises which have the potential to be significantly impacted.
• Undertake risk identification and analysis relating to potential regional economy and business impacts. This includes preparation of risk registers and participation in a multidisciplinary project Risk Assessment Workshop.
• Identify mitigation measures to reduce potentially negative impacts on business, industry and the regional economy.
• Identify Environmental Performance Requirements to guide implementation of the project.
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5 EXISTING CONDITIONS
5.1 Locational Context and Study Area
Locational Context
The project will be located in metropolitan Melbourne’s south-east bayside region, some 20- 30km from Melbourne’s CBD, connecting the suburbs of Dingley and Chelsea Heights, as shown in Figure 5.1. The project will be some 9.7km in length connect the end of the Mornington Peninsula Freeway to Dingley Freeway.
Figure 5.1: Regional Location of the Project
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Study Area
For this regional economic assessment study, a Study Area has been identified and encompasses the following Australian Bureau of Statistics (ABS) Statistical Area 2 (SA2) locations: Clarinda-Oakleigh South, Clayton South, Moorabbin-Heatherton, Moorabbin Airport, Dingley Village, Mordialloc Parkdale, Braeside, Aspendale Gardens-Waterways, Keysborough and Chelsea Heights, as shown in Figure 5.2.
Figure 5.2: Economic Study Area
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Key Precincts/Nodes
This Study Area represents the region of most relevance to the project from a ‘regional economy’ context. Key precincts in the Study Area are shown in Figure 5.3 and include the following:
• Green Wedge Zone 2 Land – bounded by Dingley Freeway, Tootal Road, Old Dandenong Road, and Boundary Road. This land accommodates a number of uses permitted under the ‘green wedge’ planning controls, notably nurseries, landscaping materials and soil
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retailers, as well as some market gardens (located in close proximity to Centre Dandenong Road). A significant quantum of land is vacant or underutilised.
• Moorabbin Airport – this site is controlled by the Federal Government and key aspects include: - Airport, flight training school, Australian National Aviation Museum, and other associated aviation aligned uses. - DFO Moorabbin (shopping centre) - Kingston Central Plaza (shopping centre) - Chifley Business Park, which accommodates a number of large format industrial uses, some office, and a Costco store (large format discount retail).
• Garden Boulevard Industrial Precinct – accommodates a range of industrial and aligned office uses, some of which directly abut the vacant reserve that would accommodate the project. A McDonald’s restaurant and Coles Express (service station) are located at (or near) the intersection of Boundary Road and Centre Dandenong Road.
• Woodlands Industrial Precinct – accommodates a range of industrial and aligned office uses, some of which directly abut the vacant reserve which would accommodate the project.
• Governors Road Industrial Node – a developing node of industrial uses is located in proximity to the project alignment.
• Chelsea Heights Node – accommodates retail, industrial and other enterprises located in the area of Chelsea Heights, the most prominent of which are the Chelsea Heights Hotel and Womersley’s Mitre Ten.
In addition to the key precincts and land uses outlined above, the residential areas of Dingley Village and Waterways, as well as Braeside Park are located directly east of the proposed alignment. The residential suburb of Aspendale Gardens abuts the project alignment between Mordialloc Creek and Springvale Road.
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Figure 5.3: Economic Study Area: Key Precincts/Nodes
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5.2 Population Growth Trends and Outlook
Population Trends
Strong population growth has occurred in the Study Area in recent years which has predominantly been attributed to urban infill development and densification. In 2016, the Study Area’s population was some 109,090 persons, having increased from 94,500 persons in 2008, an overall increase of +14,500 persons across the 8 years. The Study Area’s annual average growth rate (AAGR) in population over this period was approximately +1,820 persons, or +1.8%, which was the same growth rate for Greater Melbourne overall over this period.
Population growth trends for the Study Area (overall), as well as each SA2 area between 2008 and 2016 are shown in Table 5.1. Of all Study Area SA2s, Keysborough observed the highest annual growth in population from 2008 to 2016 (+920 persons, or +4.1%).
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Table 5.1: Population Growth Trends, Study Area, 2008-2016 SA2 Area 2008 2010 2012 2014 2016 AAG AAG (No.) (%) Kingston LGA Aspendale Gardens - 8,270 8,990 9,230 9,400 9,490 +150 1.7% Waterways Braeside 20 20 30 60 90 +10 20.7% Chelsea Heights 5,300 5,350 5,360 5,430 5,520 +30 0.5% Moorabbin - Heatherton 8,160 8,280 8,490 8,760 9,240 +140 1.6% Moorabbin Airport ------Mordialloc - Parkdale 18,840 19,440 19,820 20,270 20,870 +250 1.3% Dandenong Clarinda - Oakleigh 12,220 12,230 12,210 12,250 12,280 +10 0.1% South Clayton South 11,460 12,080 12,600 13,100 13,440 +250 2.0% Dingley Village 10,450 10,550 10,630 10,710 10,780 +40 0.4% Keysborough 19,780 20,480 21,790 24,290 27,380 +950 4.1% Total 94,500 97,420 100,160 104,270 109,090 1,820 1.8% Source: ABS Regional Population Growth, Cat No. 3218.0
Population Growth Outlook
For this assessment, future population has been forecasted for Study Area by applying applicable Victoria in the Future (2016) growth rates to the Study Area’s 2016 population base, as shown in Table 5.2. Victoria in the Future (2016) is the Victoria State Government’s official population projections. By year 2031, the Study Area is forecast to contain a population of around 129,610 persons, an increase of +20,530 persons from the 2016 level. Average annual growth in population for the Study Area from 2016 and 2031 is forecast to be +1,370 persons or 1.2%.
Table 5.2: Forecast Population, Study Area, 2016-2031 Year 2016 2020 2024 2028 2031 AAG (No.) AAG (%) Study 109,090 115,080 120,290 125,480 129,610 +1,370 1.2% Area Population AAG (No.) +1,500 +1,300 +1,300 +1,380 AAG (%) 1.3% 1.1% 1.1% 1.1% Source: ABS Regional Population Growth, Cat No. 3218.0; DELWP, Victoria in the Future (2016)
5.3 Industry Structure and Employment Overview
A broad overview of the industry structure of employment and occupation of residents, the provision of local jobs, and business counts in the Study Area has been undertaken for the purposes of this assessment; see Tables 5.3, 5.4, 5.5, 5.6 and 5.7 respectively.
Key findings are outlined below:
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Industry of Employment (Study Area residents)
• Although the vast majority of Study Area residents are employed in industries belonging to the Tertiary Sector (80.3%), the share of Study Area residents employed in the Tertiary Sector is 3.0 percentage points lower than the respective share observed by Greater Melbourne (83.3%).
• Health Care and Social Assistance is the largest individual industry for employment of Study Area residents with 5,660 employed residents and an overall share of 11.5%. Other prominent industries for employment include, Manufacturing (5,530 employed residents; 11.2% share), and Retail Trade (5,400 employed residents; 10.9% share).
• The share of Study Area residents employed in manufacturing industries is significantly higher (3.5 percentage points) than Greater Melbourne. This can be attributed to the substantial quantum land used for industrial purposes in the Study Area and the surrounding regions.
Industry of Occupation (Study Area residents)
• As consistent with Greater Melbourne, the largest occupation of employment in the Study Area is Professionals with an overall share of 21.7% followed by Clerical and Administrative Workers (14.8% share), Technician and Trade Workers (13.2%), and Managers (12.6%).
• While the share of Study Area residents employed as Professionals or Managers is lower than that observed for Greater Melbourne, the proportion of Study Area residents employed respectively in ‘blue collar’ professions, as well as in Sales and Clerical Administration Roles is higher than the Greater Melbourne average.
Provision of Local Jobs
• Manufacturing is by far the largest individual industry for the provision of local jobs in the Study Area employing some 14,210 persons and comprising 23.8% of all local employment. In comparison, the share of jobs attributed to the Manufacturing in Greater Melbourne is significantly lower at 7.9% (difference of 15.9 percentage points).
Labour Force
• The unemployment rate in the Study Area is 5.0% (September 2017, latest available), and this is well below the rates for Greater Melbourne (6.2%) and Victoria (6.0%). The Study Area has a resident labour force of 58,480 persons, of which 2,920 persons are unemployed.
Business Counts
• Some 11,370 businesses are located in the Study Area. The largest single category for the number of businesses is Construction comprising 1,840 businesses (16.2%); followed by Manufacturing (9.4%); Rental, Hiring and Real Estate Services (11.2%); and Professional, Scientific and Technical Services (10.5%).
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Table 5.3: Industry of Employment, Study Area Residents, 2016 Census
Study Area Greater Melbourne Industry of Employment No. Share (%) Share (%) Primary Industry Agriculture, Forestry and Fishing 300 0.6% 0.6% Mining 70 0.1% 0.2% Total Primary Sector 370 0.7% 0.8% Secondary Sector Manufacturing 5,530 11.2% 7.7% Construction 3,820 7.7% 8.2% Total Secondary Sector 9,350 18.9% 15.9% Tertiary Sector Electricity, Gas, Water and Waste Services 500 1.0% 1.0% Wholesale Trade 2,220 4.5% 3.5% Retail Trade 5,400 10.9% 10.1% Accommodation and Food Services 3,050 6.2% 6.5% Transport, Postal and Warehousing 2,170 4.4% 5.0% Information Media and Telecommunications 910 1.8% 2.2% Financial and Insurance Services 2,280 4.6% 4.5% Rental, Hiring and Real Estate Services 730 1.5% 1.7% Professional, Scientific and Technical Services 3,730 7.5% 9.0% Administrative and Support Services 1,690 3.4% 3.6% Public Administration and Safety 2,090 4.2% 5.0% Education and Training 3,800 7.7% 8.6% Health Care and Social Assistance 5,660 11.5% 12.0% Arts and Recreation Services 890 1.8% 2.1% Other Services 1,940 3.9% 3.6% Inadequately Described or Not Stated 2,650 5.4% 4.9% Total Tertiary Sector 39,710 80.3% 83.3% Total 49,430 100.0% 100.0% Source: 2016 Census of Population & Housing; ABS Table Builder
Table 5.4: Occupation, Study Area Residents, 2016 Census
Study Area Greater Melbourne Occupation No. Share (%) Share (%) Managers 6,240 12.6% 13.2% Professionals 10,730 21.7% 25.0% Technicians and Trades Workers 6,540 13.2% 12.6% Community and Personal Service 4,670 9.5% 10.2% Workers Clerical and Administrative Workers 7,310 14.8% 13.9% Sales Workers 5,310 10.7% 9.7% Machinery Operators and Drivers 3,140 6.4% 5.6% Labourers 4,630 9.4% 8.1% Inadequately Described and Not Stated 830 1.7% 1.7% Total 49,400 100.0% 100.0% Source: 2016 Census of Population & Housing; ABS Table Builder
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Table 5.5: Provision of Local Jobs, Study Area, 2016 Census Greater Study Area Industry of Employment Melbourne No. Share (%) Share (%) Primary Industry Agriculture, Forestry and Fishing 500 0.8% 0.6% Mining 70 0.1% 0.2% Total Primary Sector 570 1.0% 0.8% Secondary Sector Manufacturing 14,210 23.8% 7.9% Construction 5,450 9.1% 6.7% Total Secondary Sector 19,660 32.9% 14.7% Tertiary Sector Electricity, Gas, Water and Waste Services 760 1.3% 1.0% Wholesale Trade 4,860 8.1% 3.6% Retail Trade 6,430 10.8% 10.4% Accommodation and Food Services 2,480 4.2% 6.6% Transport, Postal and Warehousing 2,980 5.0% 5.0% Information Media and 470 0.8% 2.2% Telecommunications Financial and Insurance Services 700 1.2% 4.7% Rental, Hiring and Real Estate Services 540 0.9% 1.8% Professional, Scientific and Technical 2,830 4.7% 9.3% Services Administrative and Support Services 1,580 2.6% 3.3% Public Administration and Safety 1,040 1.7% 5.2% Education and Training 3,000 5.0% 8.8% Health Care and Social Assistance 3,640 6.1% 12.1% Arts and Recreation Services 860 1.4% 2.1% Other Services 2,630 4.4% 3.6% Inadequately Described or Not Stated 4,650 7.8% 4.9% Total Tertiary Sector 39,450 66.1% 84.5% Total 59,680 100.0% 100.0% Source: 2016 Census of Population & Housing; ABS Table Builder
Table 5.6: Labour Force, Study Area Residents, September 2017
Unemployment Employed Unemployed Labour Force Rate Study Area 55,560 2,920 58,480 5.0% Greater Melbourne 2,420,700 160,300 2,581,000 6.2% Victoria 3,126,800 199,400 3,326,200 6.0% Source: Department of Employment – Small Area Labour Markets, December Release 2017
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Table 5.7: Business Counts, Study Area, 2016 Category No. Share (%)
Primary Industry Agriculture, Forestry and Fishing 100 0.9% Mining 10 0.1% Total Primary Sector 110 1.0% Secondary Sector Manufacturing 1,070 9.4% Construction 1,840 16.2% Total Secondary Sector 2,910 25.6% Tertiary Sector Electricity, Gas, Water and Waste Services 50 0.4% Wholesale Trade 1,010 8.9% Retail Trade 800 7.0% Accommodation and Food Services 420 3.7% Transport, Postal and Warehousing 840 7.4% Information Media and Telecommunications 70 0.6% Financial and Insurance Services 810 7.1% Rental, Hiring and Real Estate Services 1,270 11.2% Professional, Scientific and Technical Services 1,190 10.5% Administrative and Support Services 410 3.6% Public Administration and Safety 30 0.3% Education and Training 140 1.2% Health Care and Social Assistance 380 3.3% Arts and Recreation Services 120 1.1% Other Services 620 5.5% Total Tertiary Sector 8,160 71.8% Currently Unknown 190 1.7% Total 11,370 100.0% Source: ABS Counts of Australian Businesses – SA2 level, Cat No. 8165.0
5.4 Overview of Enterprises Located in Study Area
For this regional economic assessment study, a high-level audit was undertaken of those existing enterprises in the Study Area with potential to experience economic impacts in either/or the acquisition, construction or operational phase of the project. This audit was undertaken in early February 2017 and was informed by the reference design iteration provided to the consultant at that time. Potential economic impacts identified in the high-level audit phase were further investigated through stakeholder consultations, outlined in Chapter 7.
The audit identified a broad range of different businesses activities including agriculture (market gardens), horticulture retail and wholesale, retail and service stations, as well as number industrial/commercial uses, and these are outlined below by relevant Study Area Precinct.
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Precinct 1: Green Wedge Zone 2 Land and Surrounding Uses
Overview of Enterprises
Precinct 1 accommodates a range of businesses that are located in the Green Wedge Zone 2 area, shown in Figure 5.4.
In addition, a number of business enterprises which are located adjacent to the Green Wedge Zone 2 (GWZ2) land and have potential to be impacted by the project (directly and indirectly), have been included as part of Precinct 1. These include enterprises accommodated by the Industrial 1 Zone (I1Z) land abutting Heatherton Road and Total Road, as well as 7-Eleven Service Station, pizza restaurant and fish and chip shop located directly west of the Tootal Road, Old Dandenong Road and Centre Dandenong Road intersection.
Potential Impacted Businesses – Land Acquisition
All, or nearly all, land accommodating the following enterprises would likely be acquired resulting in the loss of the subject enterprise in its existing location:
• Market Garden operator(s), in close proximity to Centre Dandenong Road
• Smith & Gordon – wholesale nursery
• Uneeda Bricks – recycled bricks
Although not relating directly to land acquisition, the establishment of the project would result in the loss in Enviromix located off Grange Road. The site accommodating Enviromix is owned by VicRoads and it is understood that an ‘end of lease’ agreement is required for the project.
Potential Impacted Businesses – Construction Phase
Potential construction phase impacts in Precinct 1 relate primarily to a circumstance in which main access arrangements for some enterprises are temporarily impaired, resulting in a temporary down turn in business revenues and/or commercial viability. Typically, it is those enterprises which are significantly reliant on passing trade for revenue/sales or have an important warehousing or logistical component in their operations that observe the most consequential economic flow-on effects due to impairment of access arrangements.
A number of enterprises were identified as having potential to experience an economic impact if a circumstance was to occur in which their access arrangements were impaired during the construction phase. These enterprises are listed below.
• Dingley Flower Cottage – florist and antiques retail. Relating to the temporary disruption to traffic along Centre Dandenong Road, and/or loss of access to the site directly from this Road.
• 7 Eleven – service station and convenience store. Relating to the temporary disruption to traffic along Centre Dandenong Road.
• Pizza Lioni – restaurant. Relating to the temporary disruption to traffic along Centre Dandenong Road.
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• Flakey Jakes Fish and Chips – takeaway café. Relating to the temporary disruption to traffic along Centre Dandenong Road.
• Din San Nursery and Trade Market. Relating to the temporary disruption to traffic along Old Dandenong Road.
• Monk Wholesale Soils – soils supplier. Relating to loss of main access off Grange Road.
• Delta Force Paintball. Relating to loss of main access off Grange Road.
Note, based on the reference design, it is understood that works would be completed with negligible impact to the access arrangements of the enterprises listed above, with the exception Monk Wholesale Soils and Delta Force Paintball. For Monk Wholesaler Soils and Delta Force Paintball the establishment of the project would severe access to these properties precluding their operations if no alternative access arrangements could be provided. Impacts to Delta Forced Paintball and Monk Wholesale Soils are discussed in more detail in Section 6.1 of this Report.
Potential Impacted Businesses – Operational Phase
Operational phase impacts in Precinct 1 relate primarily to the potential for main access arrangements of some businesses to be impaired resulting in a temporary down turn in business revenues and/or commercial viability. Enterprises which could be impacted in this context include the following:
• Dingley Flower Cottage – florist and antiques retail. Relating to the permanent loss of access to the site from Centre Dandenong Road for traffic driving in one or both directions (East or West).
• Delta Force Paintball – Relating to loss of main access off Grange Road if no adequate alternative access arrangements can be realised.
• Monk Wholesale Soils – soils supplier. Relating to loss of main access off Grange Road if no adequate alternative access arrangements can be realised.
Based on the reference design, any impacts to the access arrangements of enterprises listed above during operational phase are expected to be negligible.
Potential Economic Benefits
Once operational, it would be expected that some enterprises in Precinct 1 will benefit to from the increased efficiencies and connectively in the transport network including Boral, Din San Nursery and Trade Market, AP Fuel Merchant Supplies, KS Environmental, 7- Eleven Service Station, as well as those businesses located in the Industrial 1 Zone Land south of Heatherton Road.
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Figure 5.4: Precinct 1 – Green Wedge Zone 2 Land and Surrounds
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Precinct 2: Moorabbin Airport
Overview of Enterprises
Precinct 2 comprises the Moorabbin Airport land which is controlled by the Federal Government and accommodates a broad range of uses including aviation activities (airport, flight training school etc.), DFO Moorabbin and Kingston Central Plaza (shopping centres), as well as Chifley Business Park which contains large format industrial uses, some office uses and a Costco store, as outlined in Figure 5.5.
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Potential Impacted Businesses – Construction Phase
The possibility of negative economic impacts on Precinct 2 enterprises in the construction phase would primarily related to the transport network impacts resulting from the temporary closure of Centre Dandenong Road (in the area of the project). In this case, economics impacts would be most likely be concentrated on the large format retail uses and logistic/warehousing uses. As per the reference design, planning is for road closures to only occur during nightworks (attributed to major structural erection) and be limited in duration. Any impacts to Precinct 2 enterprises are therefore expected to be low or negligible.
The transport network benefits of the proposed project (once operational) may significantly benefit many business enterprises located in Precinct 2. In particular, large format retail uses including DFO Moorabbin and Kingston Central Plaza and Costco would likely experience an enlarging of their main trading catchments and a corresponding increase in sales, while some businesses may also benefit from elevated accessibility of the Precinct in relation product distribution and logistics as well as attracting and retaining employees.
Figure 5.5: Precinct 2 – Moorabbin Airport
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Precinct 3: Garden Boulevard Industrial Precinct and Surrounds
Overview of Enterprises
Precinct 3 accommodates those businesses located in the Garden Boulevard Industrial Area which predominately contains industrial and (industry) aligned office uses. In addition, some businesses located adjacent to the Garden Boulevard Industrial Area – Dingley Village Mechanical Services and Uneeda Bricks – have potential to be impacted by the project and are referred as part of Precinct 3. The Garden Boulevard Industrial Precinct is outlined in Figure 5.6.
Potential Impacted Businesses – Land Acquisition
Uneeda Bricks is the only enterprise with potential to be significantly impacted by land acquisition. All, or nearly all, land accommodating this business would likely be acquired resulting in the loss of the subject enterprise in its existing location.
Potential Impacted Businesses – Construction Phase
Potential construction phase impacts relate primarily to an event in which main access arrangements are impaired for some enterprises resulting in a temporary down turn in business revenues and/or commercial viability. Again, based on the reference design, it is understood that any impacts to the access arrangements of enterprises listed below during operational phase are expected to be negligible. Potential was also identified for some businesses to observe economic impacts associated with amenity losses during construction (due to dust, noise etc.)
Enterprises which could be impacted in the construction phase include the following:
• McDonalds Restaurant. Relating a circumstance in which access from Centre Dandenong Road was temporarily impaired.
• Dingley Village Mechanical Services – mechanics workshop and shop. Relating to a circumstance in which Centre Dandenong Road was temporarily closed, and/or loss of access to the site directly from this Road.
• BR Demolitions – demolition services. Relating to a circumstance in which access from Centre Dandenong Road was temporarily impaired.
• Autism Plus – disability services and support organisation. Relating to the potential for amenity impacts associated with construction (dust, noise etc.). Particularly given the likelihood of some of the agency’s cliental having significant sensitivities to noise and other disturbances.
• Redwood Gardens Chinese Restaurant. Relating to the potential for amenity impacts associated with construction (dust, noise etc.).
While the potential may exist for other enterprises accessed from Garden Boulevard and which abut the project construction area including The Salvation Army (offices), TRA Engineering and Architrend to observe amenity impacts (noise, dust etc.), the likelihood of these impacts resulting in a downturn in economic viability is negligible.
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Potential Impacted Businesses – Operational Phase
Potential impacts would relate primarily to an event in which the main access arrangements of enterprises are impaired, noting any impacts to access would be negligible based on the reference design which has been shifted to avoid direct impacts to BR Demolitions and Dingley Village Mechanical in the operational phase. Some enterprises may also have the potential to experience economic impacts associated with amenity losses (due to dust, noise etc).
• McDonalds Restaurant. Relating to a circumstance in which access to the site from Centre Dandenong Road from one/or either direction permanently impaired. Note, as per the reference design no impact to access arrangements would occur for McDonalds during the project’s operational phase.
• Dingley Village Mechanical Services. Relating to a circumstance in which a permanent loss of access from Centre Dandenong Road from one/or either direction was permanently impaired. Again, as per the reference design no impact to access arrangements would occur for Dingley Village Mechanical Services during the project’s operational phase.
• BR Demolitions. Relating to a circumstance in which access from Centre Dandenong Road from one/or either direction being permanently impaired. Again, as per the reference design no impact to access arrangements would occur for this enterprise during the project’s operational phase.
• Autism Plus. Relating to potential amenity impacts associated with the operation of the project (dust, noise etc.). Particularly given the likelihood of some (of the firms) cliental having significant sensitivities to environmental factors.
Potential Economic Benefits
On a whole, most businesses located Precinct 3 would potentially benefit to a varying extent from the increased efficiencies and connectively in the transport network resulting from the project when operational.
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Figure 5.6: Precinct 3 – Garden Boulevard Industrial Precinct
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Precinct 4: Woodlands Industrial Precinct
Overview of Enterprises
Precinct 4 accommodates those businesses located in the Woodlands Industrial Precinct which predominately contains industrial and some (industry) aligned office land uses. In addition, Tasman Chemicals, which is located adjacent to the Woodlands Industrial Precinct and fronts Lower Dandenong Road, is referred to as part of Precinct 4. Also referred to as part of Precinct 4, are those enterprises fronting Tarnard Drive and Bell Grove. The Woodlands Industrial Precinct is outlined in Figure 5.7.
Potential Impacted Businesses – Land Acquisition
At the time the high-level audit was undertaken, it was understood that the following enterprise may forgo a proportion of their current site due to the project’s land acquisition requirements:
• Tarnard Properties Pty Ltd – It is understood that some land accommodating this property’s onsite car parking may be acquired.
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Potential Impacted Businesses – Construction Phase
Potential construction phase impacts relate primarily to a circumstance in which main access arrangements of the businesses Kwik Copy, Giant Inflatables and Hybrid Air from Woodlands Drive to be temporarily impaired which could result in some downturn of revenue or in business viability.
While potential may exist for businesses fronting – or located directly east – of Woodland Drive including Graphic Packaging Australia and Sibelco to experience some level of amenity impact (relating to noise, dust etc.), the likelihood of these impacts resulting in downturns to revenues or commercial viability is limited. Woodlands Drive connection to Lower Dandenong Road – Potential Construction and Operational Phase Considerations
To accommodate all project movements at Lower Dandenong Road, a full diamond interchange has been proposed. Due to proximity of the existing Woodlands Drive and proposed project interchange, Woodlands Drive is required to be reconfigured in order to cater for the northbound project exit ramp.
Under the proposed arrangement, Woodlands Drive will be truncated with traffic diverted via a new road connection onto Tanard Drive. Existing traffic movements travelling via the Lower Dandenong Road and Woodlands Drive intersection will be diverted to a new signalised T- intersection at Bell Grove.
All traffic movements will be made available at the proposed signalised intersection. A double right turn lane arrangement is proposed at the south approach of the signalised intersection to facilitate potential movements accessing the project or continuing east along Lower Dandenong Road.
The proposed intersection arrangement is expected to provide adequate level of service for traffic accessing the Woodlands Industrial Estates. The proposed connection between Tanard Drive and Woodlands Drive will impact on existing parking on Tanard Drive and at existing property car parks. Angle parking facilities along Woodlands Drive north of Tanard Drive are proposed by the project as a replacement.
Potential Economic Benefits
It is be expected that Woodlands Industrial Estate ‘as a whole’ would benefit from the increased efficiencies and connectively in the transport network resulting from the project when operational.
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Figure 5.7: Precinct 4 – Woodlands Industrial Precinct
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Precinct 5: Governors Road Industrial Node
Overview of Enterprises
This developing node of predominately industrial uses on Industrial 1 Zone (IN1Z) land, is located adjacent Governor Road and directly south-west of the project construction area, as shown in Figure 5.8.
It is understood that no enterprises in Precinct 5 will be subject to land acquisition.
Potential Impacted Businesses – Construction Phase
Potential construction phase impacts primarily relate to the possibility of access arrangements from Governor Road being impaired due to construction works. The majority of businesses shown in Figure 4.8 may experience some level of economic impact if this was to occur, in
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• Dirossi Foods – warehouse
• Della Rose fresh Foods – factory and warehouse
• Accessory Warehouse – warehouse
• Celcius Commercial Kitchens
• Geofabrics Australia
• Australian Sheet Traders
As per the reference design, planning is for a limited number of road closures to only occur at night, therefore impairment of access is expected to be negligible.
Although the potential exists for enterprises shown in Figure 5.8 to experience reductions in amenity attributed to construction works, it is unlikely that these reductions would result in a downturn to in revenues or commercial viability.
Potential Impacted Businesses – Operational Phase
Potential operational phase economic impacts would relate primarily to a circumstance in which main access arrangements from Governor Road being indefinitely impaired. Again, the majority of businesses shown in Figure 5.8 (and listed above) could experience some level of economic impact if this was to occur. In particular, those businesses whose commercial viability is significantly informed by the transport connectivity attributes of their location. As per the reference design, it is understood that no impairment to access arrangements from Governor’s Road would occur.
It is unlikely that enterprises in Precinct 5, and shown in Figure 5.8, would experience economic impacts attributed to reductions in amenity (relating to traffic noise, fumes etc).
Most enterprises shown in Figure 5.8 would be expected to benefit to a varying extent from the increased efficiencies and connectively in the transport network resulting from the project when operational, given the main level of access from Governors Road is not reduced.
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Figure 5.8: Precinct 5 – Governors Road Industrial Precinct
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Precinct 6: Chelsea Heights Node
Overview of Enterprises
Precinct 6 accommodates retail, industrial and other enterprises located in the area of Chelsea Heights, as outlined in Figure 5.9.
It is understood that no enterprises in this Precinct will be subject to land acquisition. The potential for current enterprises to experience negative economic impacts attributed to the construction or operational phases of the project is also limited.
Overall, enterprises located in the area of Chelsea Heights would expect to benefit from improved transported network connectivity facilitated by the project once operational. In particular, those retail land uses with region trading catchments (e.g. Womersley’s Mitre Ten, Dan Murphy’s and the Chelsea Heights Hotel), as well as industrial uses where product distribution, warehousing or logistics, is an important component of their operations.
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Figure 5.9: Precinct 6 – Chelsea Heights Node
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5.5 Summary
The main findings from this Existing Conditions Assessment are:
• A Study Area was identified comprising a collection of ABS SA2s most relevant in describing the local economic context of the project. Within these SA2s, six separate precincts/nodes where identified along project route which accommodate businesses/enterprise with potential to be impacted by land acquisition, or in the construction and/or operational phases of the project.
• The Study Area has observed strong population growth in past years, with this trend expected to continue in the future. Forecast population growth in the Study Area will place pressure on the main transport network and highlights the need for the project to be developed.
• The industry and employment structure of the Study Area has a significant manufacturing base, which can be attributed to the significant quantum of industrial zoned land in area, including Woodlands Industrial Estate and Redwood Gardens Industrial Estate.
• A number of enterprises will be impacted due to land acquisition, with those businesses most impacted predominantly situated in/or adjacent the Green Wedge Two zone land at Dingley (Precinct 1).
• Potential exists for a range of businesses along the length of the project to experience economic impacts attributed to the construction and/or operational phases of the project. The extent of these economic impacts and potential mitigation measures is explored in the Impact Assessment (Chapter 7).
• The project is expected to generate a range of net economic benefits for local south-east region of Melbourne when operational, including improved access to key economic and employment nodes and delivering a more balanced transport network solution.
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6 RISK ASSESSMENT
6.1 Methodology
As outlined in the Ministerial Guidelines for Assessment of Environmental Effects (2006) and the Scoping Requirements for the Mordialloc Bypass Project EES (2018), a risk-based approach was adopted for the EES studies to direct a greater level of effort at investigating matters that pose relatively higher risk of adverse environmental effects. The following definitions were adopted for the assessment: — Environmental impact: is described as any change to the environment as a result of a project activities.
— Environmental risk: As defined by the Ministerial Guidelines for Assessment of Environmental Effects Under the Environment Effects Act 1978 (DSE, 2006), “Environmental risk reflects the potential for negative change, injury or loss with respect to environmental assets”.
The purpose of the risk assessment was to provide a systematic approach to identifying and assessing the environmental risks, including heritage, cultural, social, health, safety and economic aspects as a result of the project. It articulates the likelihood of an incident with environmental effects occurring and the consequential impact to the environment.
The impact assessment and risk assessment processes were integrated throughout the development of the EES. The Environmental Risk Assessment (ERA) process allowed the project team to identify as many environmental risks as a result of the project as possible and refine and target impact assessments accordingly. The impact assessments ensured the project team has a robust understanding of the nature and significance of impacts and the mitigation measures developed to minimise and control those impacts.
The risk and impact assessment processes were essential components of the project design process and in the formulation of construction and additional mitigation measures to minimise environmental impacts. These assessments also underpin the establishment of the Environmental Performance Requirements (EPRs), which set out the desired environmental outcomes for the project.
The below methodology was developed to assess the potential impacts of the project on the Regional Economy and sets out the process, methods and tools used to complete the impact and risk assessments.
Risk Assessment Methodology
The risk assessment is a critical part of the EES process as it guided the level and extent of impact assessment work required and facilitated a consistent approach to risk assessment across the various technical disciplines. The risk assessment process was based on the approach defined in ISO 31000:2018 Risk Management – Principles and Guidelines, which describes an environmental risk management process which is iterative and supported by ongoing communication and consultation with project stakeholders. The ERA process
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Scope and boundaries
The ERA assessed all project phases, namely: Initial Phase (the current approvals and concept design stage); Construction Phase; and Operations and maintenance Phase. The risk process evaluated environmental risks that would result from the development of the project based on the concept designs for the project, the draft construction methodology and the existing conditions of the Study Area, as well as the draft environmental impact assessment reports which were in development during the ERA.
Risk Identification
To effectively and comprehensively recognise all potential environmental risks that may result from the project, it was necessary to identify impact pathways for all project activities during all its project phases. An impact pathway is the cause and effect pathway or causal relationship that exists between a project activity and an asset, value or use of the environment
Environmental impact pathways were identified under two categories: — Primary environmental impacts: The impacts to environmental values that are directly attributable to project activities within a cause and effect paradigm. Project activities cause environmental impacts (effects) on environmental values through an environmental impact pathway such as construction activities. The assessment of these impacts and their associated risks assumes that all standard mitigation measures are in place and working as intended.
— Cumulative impacts: The potential cumulative impacts to environmental values that may result from the implementation of the project. This allowed for the identification of:
— Secondary environmental risks which may result from the implementation of a risk response in mitigating a primary environmental risk;
— On-site aggregate risks resulting from multiple on-site project activities on an environmental asset (risks were assessed in two ways, as a single project phase and as a whole project risk);
— Off-site cumulative environmental risks which accounted for potential off-site cumulative impacts of the project in conjunction with surrounding off-site projects in the local area.
Risk Analysis
With risks identified for each discipline, VicRoads and industry best practice and standard mitigation controls that are considered intrinsic to a project of this nature were identified, including requirements under relevant sections of the VicRoads Standard Specifications, EPA guidelines and Government environmental management policies.
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Risk Evaluation
The ERA process developed for the project is based on the risk analysis matrix used on recent and similar VicRoads projects, as presented in Table 6.1. It follows the standard industry semi- quantitative risk analysis methodology that utilises pre-defined consequence and likelihood criteria as the factors to arrive at a risk rating.
Table 6.1 Risk Analysis Matrix
LIKELIHOOD
Risk Rare Unlikely Possible Likely Almost Categories Certain A B C D E Catastrophic 5 Medium High High Extreme Extreme Major 4 Medium Medium High High Extreme Moderate 3 Low Medium Medium High High Minor 2 Negligible Low Low Medium Medium
CONSEQUENCE Insignificant 1 Negligible Negligible Negligible Low Low
Based on the project objectives and context, a set of project-specific and appropriate likelihood and consequence criteria were developed in consultation with VicRoads, the Technical Reference Group (TRG) and technical specialists (refer to Table 6.2).
Table 6.2 Likelihood Categories
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Table 6.3 Regional Economy – Environmental Risk Assessment Consequences Descriptors
Aspects Insignificant Minor Moderate Major Catastrophic Project has a No loss of Minor loss of Medium loss of Significant loss of Business detrimental impact on revenue revenue revenue revenue closure business operators
For all risks rated medium, high or extreme in the initial risk rating, technical specialists were required to identify additional controls which could be implemented to further reduce risk and to perform the residual risk rating. Additional controls specify management measures over and above those considered as Standard Controls to ensure the residual risk has been effectively avoided or mitigated to as low as reasonably practicable. Where risks could not be eliminated or sufficiently reduced (e.g. by engineering controls or re- design), these will typically be addressed by specific conditions in a site Environmental Management Plan (EMP), or be the subject of a separate management plan, including adaptive management plans based on ongoing studies or monitoring.
Environmental Performance Requirements
Following the evaluation of risk and through consultation with VicRoads, EPR’s were developed to define, relevant, achievable and measurable environmental outcomes for the project. The mitigation measures identified during the risk assessment process were used to inform the EPRs and also specify the means by which the EPRs are to be satisfied. The EPRs for the Regional Economy are referenced in Chapter 8 and outlined in Table 8.1.
6.2 Key Findings
Impacts to the Regional Economy can be summarised into the following two categories:
• Land area issues for local land owners
• Impacts on local economy
The primary environmental risks identified for the Regional Economy are provided in Table 6.4. The initial risk ratings presented below for both project and cumulative impacts consider standard inherent controls as listed in the Environmental Risk Assessment Report. The additional controls listed in the tables below are those recommended to further mitigate and minimise the primary environmental risks which were risk rated as medium or above. Primary environmental risks which were scored as low did not require additional controls to be applied.
Also included in the table below are any identified on-site project related cumulative risks, including: secondary risks (resulting from the implementation of a risk response in mitigating a primary environmental risk) and on-site aggregate cumulative risks (the aggregate / combined primary environmental risks resulting from diverse project activities having an impact on the same environmental asset.
The assessment of cumulative impacts was competed in two stages, namely the assessment of aggregate project impacts and the assessment of the cumulative impact of multiple off-site
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Table 6.4: Regional Economy – Environmental Risk Assessment Register
Risk Impact Pathway Primary Secondary Initial risk Additional EPR Residual risk ID Environmental Env. Risk Mitigation / Risk Controls
Description
Consequence Likelihood Rating Consequence Likelihood Rating R-E1 Construction has Construction Moderate Unlikely Medium Ongoing E1 Moderate Rare Low Impact on local activities negatively engagement economy affect nearby and business trade or communication the ability to carry with nearby out normal businesses to business activities. understand concerns and develop location- specific mitigation measures.
R-E1 Construction causes Construction Minor Possible Low Not required E1 Minor Possible Low land access issues for activities lead to local land users reduced access to businesses and other properties.
R-E1 Operation impacts on Potential Minor Possible Low Not required E1 Minor Possible Low local economy permanent impacts to businesses and other properties from operation of the project.
R-E1 Aggregate cumulative Potential Minor Possible Low Not required E1 Minor Possible Low effect permanent impacts on access to businesses and other properties during construction, operation and maintenance.
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Table 6.5: Regional Economy – Cumulative Effects Environmental Risk Assessment
Risk Impact Projects Cumulative Additional EPR Residual Risk ID Pathway Considered Risk Mitigation / CONSEQUENCE LIKELIHOOD RATING Description Controls R-E1 Construction Hawthorn Potential conflict Not required E1 Minor Possible Low activities Football Club with project lead to Development; construction reduced works if projects access to Moorabbin are undertaken businesses Airport concurrently and and other Development; not adequately properties LXRA managed. Potential impacts Edithvale – on availability of Bonbeach level labour and crossing removal resources within project. the defined boundaries due to the demands of the multiple projects
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7 IMPACT ASSESSMENT AND MITIGATION
This Chapter provides an assessment of potential economic impacts to individual businesses and the regional economy resulting from the construction and operation phases of the project. The assessment of impacts was informed by a stakeholder consultation process undertaken by Essential Economics in conjunction with VicRoads (now MRPA) during April and May 2018.
7.1 Stakeholder Consultation
The stakeholders were identified in conjunction with VicRoads as part of the stakeholder engagement process. Conversations took place either by face-to-face consultation, or by telephone.
Face to face meetings were held with the following enterprises/stakeholders:
• Din San Nursery
• McDonalds Braeside
• Monk Wholesale Soils
• Hawthorn Football Club
• Moorabbin Airport Corporation
• Morrison Commercial (manager of property 62 Tarnard Drive)
• Chris Lyons (owner of property 63-67 Tarnard Drive).
• Dingley Village Mechanical Services
• BR Demolitions
• Autism Plus
• Angela Stubbs, City of Kingston Council (Economic Development)
Phone conversations were undertaken with the following enterprises/stakeholders:
• Redwood Garden Chinese Restaurant
• Delta Force Paintball
Consultation was not possible with the following stakeholders
• South East Melbourne Manufacturing Alliance (SEMMA)
The following provides a summary of each consultation session.
The opinions and information provided are Essential Economics interpretation of the information provided by individuals interviewed at that time and not necessarily reflective of companies they represent.
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Din San Nursery
A face-to-face meeting was held with representatives from Din San Nursery. Representatives from VicRoads also attended this meeting.
Din San is a large nursery that has been operating at the current site (418 Old Dandenong Road, Dingley) since the 1960’s. Around 40 staff are employed onsite in Full Time Equivalent (FTE) positions. The business predominantly supplies plants, trees and landscape supplies. 95% of operations involve wholesale trade to councils, landscapers, developers and schools, with a small component of retail trade occurring mainly on weekends. The Nursery trades 6 days a week (Monday to Saturday) from 6am to 5pm. Maintenance is undertaken on Sundays, as well as watering (in warmer weather).
The subject property is approximately 28 hectares in size. A large portion of the Din San Nursery, land located directly north of the current Din San holding, was recently acquired by the Hawthorn Football Club (FC). Hawthorn FC plans to develop this land as a state-of-the-art headquarters, training, and community recreation facility.
At present, vehicles travelling from both the east and west on Old Dandenong Road can access Din San Nursery with this access arrangement to continue as per the reference design.
Potential Business Impact: Construction and Operation Phases
No business impacts were identified by Din San Nursery relevant to the reference design.
Other Comments
In a phone conversation with the consultant (undertaken after the meeting attended by VicRoads), the Din San representative advised that the wider Dingley area has a shortage of water which has precluded/constrained the operations of some activities in the Green Wedge Zone land, including some horticulture activities. The representative was of the opinion that VicRoads should explore opportunities for the project to consolidate local water reserves (if such opportunities become available).
McDonalds Braeside
A face-to-face meeting was held with representatives of McDonalds. This meeting was also attended by representatives from VicRoads. The restaurant is of the generic ‘McDonalds’ fit- out and design and contains a drive through service facility. Vehicular traffic can access the McDonalds site via Boundary Road, as well as Centre Dandenong Road.
McDonalds Braeside is open for 24 hours per day, 7 days a week. Approximately 150 staff are employed at the site, or approximately 60 in FTE terms. The business model is highly sensitive to both traffic volume and traffic disruptions, both of which can affect daily trade.
The vast majority of the restaurant’s trade (some 80%) is attributed to those workers who are employed in the local area or drive directly past the McDonalds on a daily basis. Many of these customers are ‘repeat customers’. Peak trading periods are in the morning (in particular between 6am and 7am) and through lunchtime and the afternoon periods on school holidays and weekends.
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The reference design will result in a slip lane being constructed on Centre Dandenong Road for vehicles accessing the McDonalds site from the east. Current access to the McDonalds site will be precluded indefinitely at some point in the near future for east bound vehicles on Centre Dandenong Road – turning right to access the site.
While this may occur in the general time period in which project construction works take place, it is understood the preclusion of access to the site via a right-hand turn from Centre Dandenong Road it is not part of the official reference design, and instead is viewed by VicRoads as a separate safety issue. Specifically, as part of the safety initiative Pinch Point Projects, the existing McDonald’s access along Centre Road is proposed to be converted to a left-in left-out only access.
In view of this, any economic impacts that would arise due to the preclusion of access to the site for vehicles turning right from Dandenong Road will be due to the Pinch Point Project and not be attributable to the project.
The main points expressed by the McDonald’s representatives in relation to the reference design are outlined as follows:
• The McDonald’s restaurant will benefit from the proposed left-hand slip lane (when established) for west bound vehicles accessing the site.
• Access restrictions resulting in a loss of trade is a key concern during construction of the left-hand turn slip lane on Centre Dandenong Road.
• Preference is for the construction of the slip lane to occur on a weekday during night- time hours
• Although the project (once operational) will likely result in the re-calibration of traffic flows, the resulting network benefits will be beneficial to businesses in the Dingley region and South-East Melbourne in general.
Potential Business Impact: Construction Phase
• Temporary loss of trade attributed to access from Centre Dandenong Road being restricted due to construction of the slip lane. Potential Mitigation Measure: - Maintain (limited) access to the site from Centre Dandenong Road when the proposed slip lane is being constructed. - Undertake works at night time Sunday to Wednesday when restaurant patronage is likely to be low.
Potential Business Impact: Operational Phase
A slight uplift in trade attributed due the establishment of a slip lane from Centre Dandenong resulting in easier and safer access to the subject site.
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Delta Force Paintball
A phone conversation was undertaken with a representative of Delta Force Paintball. Delta Force is a commercial recreational facility which has been operating from its current site (1C Grange Road Dingley) for approximately nine years.
Delta Force is open seven days a week, but at present the majority of trade is generated during weekends. The business is looking to increase the weekday component of trade which is primarily attributed to corporate events. Currently some 25,000 to 35,000 customers (paintball players) visit Delta Force per year. Delta Force employs around 50 casual staff onsite.
Delta Force is located on land leased from the Hawthorn FC. The site is currently accessed via Junctions Road and Grange Road. This access arrangement would be permanently severed by the establishment of the project (the project is aligned directly west of the site).
In view of this severance scenario, it is uncertain whether alternative access would be provided to the site from the Tootal Road. At present, Hawthorn FC are unsure whether they would provide an alternative access arrangement from Tootal Road due to concerns this may conflict with their own long-term development plans for the land.
An overview of the discussions undertaken with Hawthorn FC as part of the economics consultation is also provided in this section.
The main points expressed by the Delta Force representative in relation to the reference design are outlined as follows:
• Loss of access to the subject site (via Junction Road and Grange Road), would result in the enterprises operations ceasing at the site if no alternative access arrangement could be secured.
• The establishment of the project may present opportunities to promote the business through signage to passing traffic.
Potential Business Impacts: Construction and Operational Phases
• Loss of access to the subject site (via Junction Road and Grange Road), resulting in Delta Force’s operations ceasing if no alternative access arrangement could be secured. Note, there is potential for alternative access to be provided to the subject site via Tootal Road. Potential Mitigation Measure: - MRPA to liaise with Hawthorn FC regarding the potential for an alternative access arrangement to be provided from Tootal Road.
The establishment of the project may present opportunities to promote the business through signage to passing traffic resulting in an uplift to business revenues.
Monk Wholesale Soils
A face-to-face meeting was undertaken with representatives from Monks Wholesale Soils. This meeting was also attended by representatives from VicRoads.
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Monk Wholesale Soils is a soil processing and wholesale supply facility accommodated by a 2.4-hectare site located off Grange Road which is leased from the Hawthorn FC. The subject site abuts the Delta Force Paintball facility (also located off Grange Road). Like Delta Force Paintball, the Monk Wholesale Soils is accessed from the west via Boundary Road, Junction Road and Grange Road, and this access would be permanently severed by the establishment of the project. It is understood that the Monk Wholesale Soils site was previously accessed via Tootal Road.
In view of this severance scenario, it is uncertain whether alternative access would be provided to the site from the Tootal Road. As stated previously, Hawthorn FC are currently undecided as to whether they would provide an alternative access arrangement from Tootal Road due to concerns this may conflict with their own long-term development plans for the land. Access arrangements will need to be considered in conjunction with MRPA.
Monk Wholesale Soils is a wholesale provider of soil to civil contractors, builders and landscapers. The business accepts materials from bulk excavation sites and processes the material onsite for redistribution. Around six FTE employees are employed by the business.
Some 200,000 ton of material is processed at the Monk Wholesale Soils site per year; all material that comes into the site for processing leaves the site as wholesale sales. Each working day, around 70-80 truck movements in/out of the subject site each are attributed to the businesses operations.
Monk Wholesale Soils has been operation at the current Grange Road site since 2005. The location of the business at Dingley, is highly strategic to the business as the majority of activities occur in the Bayside Area. Monk Wholesale Sale’s lease (from Hawthorn FC) is due to expire in 2020, according to conversations with Hawthorn FC. Monk Wholesale Soil’s preference is to remain at the current site. Although, Hawthorn FC have expressed a mid-term preference to keep the lease Monk Wholesale Soils in place, no decision had been made regarding Monk Wholesale Soil’s tenure in the long-term.
The main points expressed by representatives from Monk Wholesale Soils in relation to the reference design are outlined as follows:
• Loss of current access to the subject site (via Junction Road and Grange Road), would result in the enterprises operations ceasing at the site if no alternative access arrangement could be secured.
• The construction of the project may present opportunities to source excavation materials resulting in a potential uplift to business revenues.
Potential Business Impact: Construction and Operational Phases
• Loss of current access arrangement to the subject site (via Junction Road and Grange Road), resulting in Monk Wholesale Soil’s operations ceasing if no alternative access arrangement could be secured. Note, there is potential for alternative access to be provided to the subject site via Tootal Road. Potential Mitigation Measure: - MRPA to liaise with Hawthorn FC regarding the potential for alternative access arrangement to be provided from Tootal Road. An alternative access arrangement
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(from Tootal Road) would need to include a section of sealed bitumen to remove debris from truck tires.
Hawthorn Football Club (FC)
A face-to-face meeting was undertaken with representatives from the Hawthorn FC. This meeting was also attended by representatives from VicRoads.
Hawthorn FC are the owners of a 28-hectare site west of Tootal Road and directly north of Din San Nursery, which they recently purchased (in December 2016). Hawthorn intend to develop the site as an elite sport training and community use facility which would operate as the Club’s future training base and headquarters.
Planning application and amendment to the Planning Scheme was approved by the City of Kingston in May 2016 for the following uses to be accommodated by the 28-hectare site:
• A main training oval (dimensions of the Melbourne Cricket Ground)
• A multi-purpose training area with a potential running track and soccer field.
• Two additional ovals – one of similar dimensions to Etihad Stadium and another for training and community use.
• A pavilion, change rooms, medical rooms, storage, office and function centre (accommodating a maximum of 400 patrons).
• Café, retail shop, museum, community education and leadership centre.
Hawthorn FC intends to start development of the facility in the next 12 months, with completion scheduled for 2021. It is understood that the proposed development scheme (described above) would accommodate some 20 hectares, with the remainder of the site (around 8 hectares) being surplus.
The 28-hectare site accommodates Delta Force Paintball and Monk Wholesale Soils who lease their land from Hawthorn FC. At present Hawthorn are undecided as to whether they would provide access from Tootal Road for Delta Force Paintball and Monk Wholesale Soils due to concerns this may conflict with their own long-term development plans for the land, as stated previously.
Hawthorn FC have advised that Monk Wholesale Soil’s lease is due to expire in early 2020, while Delta Force Paintball have approximately 10 years remaining on their lease. It is understood that Hawthorn FC has a preference for both enterprises to remain on the land in the mid-term.
Overall, Hawthorn FC representatives view the project in a positive light and believe the proposed road will increase accessibility to their future training base and headquarters.
Hawthorn FC may be impacted in some capacity by current access to their site (via Junction Road and Grange Road) being discontinued due to the establishment of the proposed project; however, this potential impact was not identified as a concern when conversations were undertaken between the Consultant and Hawthorn FC representatives.
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Potential Business Impact: Construction and Operational Phases
• Loss of current access arrangement to the subject site (via Junction Road and Grange Road), potentially impacting the operations of Hawthorn FC.
Moorabbin Airport
A face-to-face meeting was undertaken with a representative from Moorabbin Airport Corporation (MAC). This meeting was also attended by representatives from VicRoads.
The Moorabbin Airport precinct comprises a 294-hectare area bound by Centre Dandenong Road to the north, Boundary Road to the east, Lower Dandenong Road to the south, and Grange Road and Bundoora Parade to the west. The site is owned by the Australian Government and leased by the MAC.
Moorabbin Airport is recognised as a ‘state significant asset’ by the Victorian Government. Moorabbin Airport is one of the largest flight training and aviation education facilities in the Asia Pacific Region with more than 1,300 aviation students and 18 flight schools currently accommodated onsite.
Moorabbin Airport has an important economic and employment role relating to aviation as well as the precinct’s retail, commercial and industrial/warehousing components. Currently, some 4,500 workers are employed at the Moorabbin Airport.
Non-aviation components of the Moorabbin Airport precinct include:
• Direct Factory Outlets (DFO), a super large-format discount retailer comprising approximately 25,000m2 in leasable floorspace. The facility is located in the north-west corner of the Airport precinct and accessed via Centre Dandenong Road.
• Kingston Central Plaza, a shopping centre comprising some 12,620m2 in leasable floorspace, anchored by Aldi (supermarket) and The Good Guys. Kingston Central Plaza is located immediately east of DFO.
• Chifley Business Park, a warehousing and industrial complex containing Visy, Coca Cola Amatil amongst other tenants.
• Costco, a super large-format discount retail warehouse comprising 3,750m2 in floorspace, which serves a catchment of around 1 million persons comprising Melbourne’s south-eastern and bayside areas. This catchment has significant potential for future growth.
Development of the Moorabbin Airport is guided by the Moorabbin Airport 2015 Masterplan. In total, some $570 million is planned to be invested in Airport facilities by 2035 including:
• $125 million invested in aviation facilities; and
• $445 million invested in non-aviation facilities including the development of retail, showroom, commercial, and industrial aspects.
The current provision of workers at the Airport (4,500) is planned to increase by an additional 4,000 workers over the next 20 years.
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Key near-term investments at Moorabbin Airport include:
• Continued development of aviation side activities with the airport remaining a significant hub for flight training and general aviation. Long-range aircraft movements are forecast to increase from 230,000 movements (in 2014) to 500,000 movements annually. The development of a new aviation education and accommodation by CA Oxford is an important aviation side investment in the near term.
• The expansion of Kingston Central Plaza by some 4,220m2 of floorspace to approximately 16,840m2 in total. The expansion is planned to include the development of: - Four new retail premises ranging from 670m2 to 1,000m2. - Three new food and drink premises, including a drive through ranging from 100m2 to 200m2. - A new medical 400m2 medical centre.
The main points expressed by the MAC representative in relation to the reference design are outlined as follows:
• The key attributes of the Airport precinct from a commercial land development perspective are its transport connectivity, exposure to passing trade, a large quantum of developable land.
• The establishment of the project would likely add value to the Airport precinct by driving the following benefits for land uses located at the site: - Increasing employment catchment areas of enterprises located at the Airport precinct. - Providing industry – in particular, relating to those warehousing and logistics uses – with elevated levels of connectivity to the wider transport networks. - Increasing the trading catchments of large format retailers at the Airport including DFO and Costco and elevating the potential of these retailers to draw trade from bayside suburbs further south as well as the Mornington Peninsula.
Potential Business Impact: Operational Phase
• Establishment of the project adding value to the Moorabbin Airport site, noting the potential benefits outlined above.
Morrison Commercial (Manager of 62 Tarnard Drive)
A face-to-face meeting was undertaken with a representative from Morrison Commercial. Morrison Commercial are a commercial real estate firm located in Dingley who manage the subject property (62 Tarnard Drive). This meeting was also attended by representatives from VicRoads.
62 Tanard Drive is an industrial/warehousing property which is located in the Woodlands Industrial Precinct. The property is not tenanted and was formally occupied by Briner, an advertising and signage businesses. The property has a land area of around 0.31 hectares comprising:
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• A warehouse comprising 1,180m2 in floorspace.
• Offices comprising 1,060m2 in floorspace.
The Morrison Commercial representative advised that the large quantum of office space is unique feature of this industrial/warehousing property.
The reference design will result in a truncating of Woodlands Drive, with traffic being diverted to Lower Dandenong Road via Tarnard Drive and Bell Grove. Tarnard Drive – currently a cul-de- sac – is planned to become a through route, based on the reference design.
The proposed extension of Tarnard Drive to connect with Woodlands Drive (crossing the Woodlands Linear Reserve) would be aligned immediately north of the 62 Tanard Drive. It is understood that no land is planned be acquired from the subject property.
The main points expressed by the Morrison Commercial representative in relation to the reference design are outlined as follows:
• Access to the property needs to be retained during the construction phase.
• The property has a limited provision of car parking, noting that there is some capacity for extra car parking to be provided onsite (at the rear of the site). Limited onsite car parking is an issue for a number of other tenancies on Tarnard Drive. Any on-street or other carparking lost due to the establishment of the project should be offset by the provision of additional carparking in the general area.
• There is potential for the property’s exposure to passing trade to be elevated via the transition of Tanard Drive from a cul-de-sac to a through route.
Potential Business Impact: Construction and Operational Phases
• Temporary loss of access to the subject site in the construction phase, impacting the operations of a potential tenant.
Potential Mitigation Measure: - MRPA to liaise with the property owner/tenant/manager and undertake an Access Management Plan to best minimise access issues to the property in the construction phase.
• Loss of on-street carparking attributed to the construction and operational phases of the project impacting the operations of a potential enterprise located at the subject site as well as nearby tenancies.
Potential Mitigation Measure:
- MRPA to offset the loss of any on-street or other car parking in the Tarnard Drive area with new car-parking located in an appropriate and accessible location(s). Note, MRPA have advised that new carparking will provided at the northern end of Woodlands Drive to offset loss of carparking in the Tarnard Drive area associated with the project.
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• Increased exposure of the property to passing trade due to Tanard Drive transitioning from a cul-de-sac to a through route based on the reference design, resulting in an increase to property’s rental yield.
Chris Lyons (owner of property 63-67 Tarnard Drive)
A face-to-face meeting was undertaken with the owner of the property 63-67 Tarnard Drive, which was also attended by representatives of VicRoads.
63-67 Tarnard Drive is an industrial/warehousing property located in the Woodlands Industrial Precinct. The 63-67 Tarnard Drive is located directly north of 62 Tarnard Drive (discussed above) and shares a southern boundary with this property. 63-67 Tarnard Drive and 62 Tarnard Drive are the eastern most properties located on the Tarnard Drive cul-de-sac.
The subject property has been without a tenant for approximately 3 months (since January) and was previously occupied by Briner an advertising and signage firm, who also previously occupied 62 Tarnard Drive. It is understood that an Industrial Air Compressor occupied the property for some ten years before Briner (prior to January 2014).
The property comprises a warehouse/factory of around 1,540m2 in floorspace including an office component. Approximately 32 carparking spaces are provided onsite, according to the owner.
As discussed previously, the reference design will result in a truncating of Woodlands Drive, with traffic being diverted to Lower Dandenong Road via Tarnard Drive and Bell Grove and resulting in Tarnard Drive becoming a through route.
The proposed extension of Tarnard Drive to connect with Woodlands Drive would result in an area of land being acquired from the subject property, resulting in the loss of approximately ten carparks.
The main points expressed by the owner in relation to the reference design are outlined as follows:
• Access to the property needs to be retained during the construction phase and operation phases of the proposed project. The owner noted that the ability of trucks to back into the warehouse and load/unload fright as crucial requirement, given the property’s fit-out as a warehouse.
• The loss of ten carparks (reducing the total onsite carparks to 22) effectively precludes the use of the facility as a factory. If the property was used as a factory it is highly likely that the number of persons employed at the site (at one time) would be higher than 22 (according to the owner). The loss of onsite carparks would need to be offset by the provision of new carparks in an appropriate and accessible location.
The owner is of the view that new offset carparking at the northern end of Woodlands Drive (east of the Woodlands Estate Linear Reserve) might not be utilised by employees of the 63-67 Tarnard Drive due to the excessive distance of the new carparks from the subject property. The owner’s preference is for offset carparking to be provided in close proximity to the subject property.
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• Limited onsite car parking is an issue for a number of other tenancies on Tarnard Drive. In view of this, any on-street or other carparking lost due to the establishment of the project should be offset by the provision of additional carparking in the general area.
Potential Business Impact: Construction and Operational Phases
• Temporary loss or reduction in access to the subject site in the construction phase, impacting the operations of a potential tenant. Potential Mitigation Measure: - MRPA to liaise with the property owner/tenant/manager and undertake an Access Management Plan to best minimise access issues to properties during the construction phase.
• Permanent loss or reduction in access to the subject site in the operational phase of the project impacting the operations of any potential tenant and resulting in a reduction of the property’s rental yield. According to the owner, the ability of trucks to back into the warehouse and load un/load fright as a crucial requirement, given the property’s fit-out as a warehouse (as stated above). Note, the owner advised that only one of the existing warehouses’ freight doors can be accessed by large trucks. Potential Mitigation Measure: - VicRoads (MRPA) to liaise with the property owner and undertake an Access Management Plan to best minimise access issues to the property in the construction and operation phases.
• Land acquisition resulting in the permanent loss of approximately 10 on-site carparks, impacting the operations of potential enterprises located subject site. It is the view of the owner that the loss of ten carparks would effectively preclude the use of the facility as a factory if not appropriately offset by the provision of new carparking. Potential Mitigation Measure: - MRPA to offset the loss of any on-site carparking associated with land acquisition from the subject property with new car-parking located in an appropriate and accessible location(s). VicRoads (MRPA) have advised that new carparking will provided at the northern end of Woodlands Drive to offset loss of carparking in the Tarnard Drive area associated with the project. - The owner’s preference is for offset carparking to be provided as close to the subject property as possible, as noted above.
• Increased exposure of the property to passing trade due to Tarnard Drive transitioning from a cul-de-sac to a through route based on the reference design, resulting in an increase to property’s rental yield (this potential impact is the view of the consultant and not the property owner).
Other Comments
63-67 Tarnard has been without a tenant for approximately 3 months, as noted above. The owner is of the opinion that uncertainty due to potential land acquisition impacts on the property (including the potential loss of carparking) is the primary reason a tenant has yet to be secured. In view of this, the owner’s preference is for MRPA to advise on their final plans to
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FINAL REPORT acquire land from the subject property, as well as provide mitigation measures (relating to carparking and access) as soon as possible.
Dingley Village Mechanical Services
A face-to-face meeting was undertaken with the owner of Dingley Village Mechanical Services.
Dingley Village Mechanical Services is a car and truck mechanics workshop located south of Centre Dandenong Road in close proximity to the project alignment (located directly east of the subject property).
Dingley Village Mechanical Services has been operating from the current site for some 20 years and currently employs 3-4 FTE employees. The business undertakes mechanical works on car and trucks and services around 40 vehicles per week. The majority of clients are sourced from Dingley Village residential suburb. In addition, a small proportion of trade is attributed to the enterprise’s exposure to passing traffic on Centre Dandenong Road.
The main points expressed by the owner in relation to the reference design are outlined as follows:
• The operations of the Dingley Village Mechanical Services are dependent upon vehicles being able to access the subject site. The owner’s preference is for access to be retained to the subject site during the construction phase.
• The majority of the clients are located in Dingley Village. Accordingly, it is important that convenient road access is retained to Dingley Village via Centre Dandenong Road or Lower Dandenong Road during the construction phase (i.e. that both roads don’t temporarily close at the same time due to construction works associated with the project).
Potential Business Impact: Construction and Operational Phases
• Temporary reduction in access to the subject site in the construction phase, impacting the operations of the enterprise. Potential Mitigation Measure: - MRPA to liaise with the property owner and undertake an Access Management Plan to best minimise access impacts to the property in the construction phase.
• Temporary loss of convenient access to-and-from Dingley Village (residential suburb) in the construction phase, noting that the vast majority of Dingley Mechanical Service’s clients are sourced from this suburb. Potential Mitigation Measure: - MRPA to stage constructions works such that convenient access to Dingley Village is retained via Centre Dandenong Road or Lower Dandenong Road.
BR Demolitions
A face-to-face meeting was undertaken with the co-owner of BR Demolitions.
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A depot facility for BR Demolitions is located south of Centre Dandenong Road and abuts Dingley Village Mechanical Services. Like Dingley Village Mechanical Services, the BR Demolitions depot is located in close proximity to the project alignment. BR Demolitions have been located at the site for around four years.
The depot facility accommodates trucks, (debris) bins and other equipment (used for demolitions) and is the only depot facility from which BR Demolitions operates, noting that the enterprise’s administrative offices are located in Mentone.
BR Demolitions primarily demolish large commercial buildings and transfer the debris to waste stations and other related processing sites. The business operates throughout the entire Metropolitan Melbourne area Monday to Friday (5am-6pm). On some occasions the business also operates on Saturdays.
BR Demolitions usually has five trucks operating at once for debris transfer. These trucks often visit the depot facility on several occasions each day to change (debris) bins. Accordingly, the ability of trucks to access the depot site is very important to the business operations. The owner advised that daily running cost of an operational debris transfer truck is around $5,000.
The key points expressed by the representative of BR Demolitions in relation to the reference design are outlined as follows:
• The operations of BR Demolitions highly are dependent upon vehicles being able to access the subject site. Any temporary loss of access would impose significant costs on the business.
• BR Demolition’s preference is for any temporary impacts to access during the construction phase to be minimised, and to be informed by MRPA well in advance if any impacts to access are planned. The business’s preference is for any works with potential to impact access to the depot to be undertaken at night.
• Overall, the project (when operational) would be beneficial to the freight task in Melbourne’s south-east and bayside suburbs.
Potential Business Impact: Construction and Operational Phases
• Temporary loss or reduction in access to the subject site in the construction phase, significantly impacting the operations of the enterprise.
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Potential Mitigation Measure: - MRPA to liaise with the property owner and undertake an Access Management Plan to best minimise access impacts to the property – if these were to occur in the construction phase.
Autism Plus
A face-to-face meeting was undertaken with a representative from Autism Plus. This meeting was also attended by representatives from VicRoads.
Offices accommodating Autism Plus are located in the Garden Boulevard Industrial Precinct off Holly Drive. Autism Plus provide disability support services to clients in the Autism space who are often complex and have high needs.
The Holly Drive offices accommodate Autism Plus’s ‘head administrative’ activities for Metropolitan Melbourne, as well as being a location for service provision. Autism Plus also provide support services within the Metropolitan Melbourne region from offices in Brookfield, Tullamarine/Westmeadows, Cranbourne North, Croydon and Melton. The subject facility services a large population catchment consisting of the south-east and bayside regions of Melbourne.
During weekdays, day programs are run onsite, usually between the hours of 9am to 3pm. These programs are group based and focus on building life and community access skills of clients. On average, around 15 clients undertake day programs onsite per weekday.
During weekends, individual support services operate from the facility. These services are flexible and tailored to the specific needs of individual clients. On average, two clients attend the facility on weekends.
Currently, 18 staff are employed onsite in full-time roles, while an additional two staff are employed on a part time basis.
The key points expressed by the Autism Plus representative in relation to the reference design are outlined as follows:
• Clients are complex and have diverse needs and sensitivities. Some potential exists for clients to be impacted by noises and/or movement attributed to the project in the construction and operational phases.
• A key component of the support services aspect of the facility is an outdoor area to the rear, which abuts the project reservation and is used for respite by clients. There is a strong potential for the use of this outdoor area by clients to be compromised due to sensitivity concerns in the construction and operational phases of the project.
• There is limited potential for clients participating in support services and programs run onsite, to be relocated to other Autism Plus offices because of sensitivity concerns.
• The business has the following preferences: - For a noise wall to be constructed at the earliest possible time during the construction phase to shield sensitive clients from potential impacts.
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- For works to be undertaken in proximity to the subject facility to occur outside of office hours (e.g. at night). - MRPA to liaise closely with Autism Plus regarding the timing and nature of construction works to occur in proximity to the subject facility.
That Holly Drive is not used as an access point for construction activities.
VicRoads undertook consultations with Autism Plus regarding the project subsequent to Autism Plus meeting with Essential Economics. It is understood from these subsequent consultations with VicRoads, that there are no overnight stays at the facility and there are no windows in the solid concrete wall facing project alignment. In addition, it is understood that Autisms Plus have little or no concerns about the impact of the proposed project in their business operations.
In view of the conversations held by both the Consultant and VicRoads with Autism Plus, the potential exists for the establishment of the project to impact the operations of Autism Plus as follows:
Potential Business Impact: Construction and Operational Phases
• Potential exists for those Autism Plus clients with diverse needs and sensitivities, to be impacted by amenity changes (such as increased dust, vibrations, noise and movement) associated with the construction and operational stages of the project. Potential Mitigation Measure: - MRPA to maintain going communication and engagement with Autism Plus to understand and develop mitigation measures as required.
Redwood Garden Chinese Restaurant
A phone conversation was undertaken with the owner of Redwood Gardens Chinese Restaurant.
The owner advised that Redwood Garden Restaurant was unlikely to be impacted by the project (in the construction and operational phases of the project).
The owner also noted that Redwood Gardens Restaurant is highly destinational and that the vast majority of patrons drive to the facility. Accordingly, the owner disregarded the potential for the establishment to lose trade due to the construction of the project severing informal pedestrian access between Dingley Village (residential suburb) and garden Boulevard Industrial Estate.
South East Manufacturing Alliance (SEMA)
A representative SEMA could not be contacted during the consultation phase.
City of Kingston
A face to face meeting was undertaken with representatives from the City of Kingston (CoK). Representatives from VicRoads also attended this meeting.
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The vast majority of the (economic) Study Area identified in Chapter 5 of this Report is situated in the CoK, see Figure 5.1 and Figure 5.2.
The key views expressed by the CoK representatives in relation to the potential economic implications of the project are outlined as follows:
• The wider Braeside industrial area (including Woodlands Industrial Precinct and Garden Boulevard Industrial Precinct) is the heart Kingston’s (Council’s) economy.
• The accessibility/network linkage attributes afforded by Kingston’s industrial land is the predominant factor which attracts investment in the municipality. Industry in Kingston is well connected to the Melbourne Port, as well as other key industrial nodes in the Melbourne’s south east region via the existing freeway/highway and arterial road network.
• On a whole, the project will likely strengthen the regional transport network in Melbourne’s south east region generating flow-on efficiencies for local enterprises (attributed to supply chains and logistics, trading and employment catchments etc).
• Council’s key concern relates to the current design’s implications for the Woodlands Industrial Precinct, in particular that heavy vehicle movement would be hindered by the proposed truncation of Woodlands Drive (at the northern end) and provision of alternative access to Lower Dandenong Road via Tarnard Drive and Bell Grove. The following comments by Council relate to this concern: - Woodlands Industrial Precinct contains some large enterprises with prominent transportation/logistics aspects, including Thomas Logistics and Simon National Carriers. For these firms, efficient access to-and-from the precinct is imperative. - A significant component of business car parking on Tarnard Drive is ‘on-street’. This car parking would need to be retained or offset. - MRPA needs to make sure enterprises in the Woodlands Drive Industrial Precinct are aware of the current design (that Woodlands Drive will be truncated etc.). - The traffic modelling output/information which underpinned the decision to truncate Woodlands Drive (and provide alternative access to Lower Dandenong Road via Tarnard Drive and Bell Grove) needs to be provided to Council. Council would like to understand the quantum in the increase in travel time (if this is to occur) for vehicles exiting Woodlands Drive due to the proposed design, as well as the transport network consequences of the Mordialloc Freeway and Lower Dandenong Road interchange being a ‘five way’ intersection (if connection between Woodlands Drive and Lower Dandenong Road was to be retained.
Potential Business Impact: Construction and Operational Phases
• The proposed truncation of Woodland Drive (at the northern end) and provision of alternative access to Lower Dandenong Road via Tarnard Drive and Bell Grove resulting in a potential increase to travel times and flow-on impacts to the operational efficiencies some enterprises (in Woodlands Industrial Estate).
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Potential Mitigation Measure: - VicRoads (MRPA) to engage with relevant enterprises in Woodlands Industrial Estate
• Flow-on benefits to local enterprises attributed to the project strengthening the regional transport network in Melbourne’s south east region.
Enterprises Located at the intersection of Bell Grove and Lower Dandenong Road
The potential for those businesses located at the intersection of Bell Grove and Lower Dandenong Road to be impacted by the establishment of the project (and re-design of the Bell Grove – Lower Dandenong Road intersection) was identified by VicRoads after the detailed impact assessment and stakeholder consultations has been undertaken by Essential Economics. The Consultant was alerted to these potential impacts in July 2018 and has subsequently amended this report for their inclusion.
The potential issues and business impacts relating to the re-design of the Bell Grove – Lower Dandenong Road intersection are understood to be as follows:
• The road design at the Bell Grove – Lower Dandenong Road intersection is a ‘left in’ from Lower Dandenong Road onto Bell Grove, and a ‘left out’ from Bell Grove onto Lower Dandenong Road. Accordingly, this restricts access from the west onto Bell Grove, and from Bell Grove to the east on Lower Dandenong Road.
• Due to the new turning radii at this intersection, there will be some loss of parking space for those businesses accommodated by the following land parcels located on the eastern and western sides of the Bell Grove at the intersection: - 414-426 Lower Dandenong Road, Braeside - 1-7 Bell Grove, Braeside Potential Mitigation Measure: - MRPA to maintain ongoing communication and engagement with impacted businesses to develop appropriate access and parking arrangements.
7.2 Summary of Potential Benefits to the Regional Economy
A range of potential benefits to the regional economy attributed to the establishment of the project were identified during the stakeholder consultation phase. Key regional economy benefits are summarised as follows:
• The project will improve the road transport linkage and combat delays between the Mornington Peninsula/south-eastern suburbs with the inner Melbourne area.
• Enterprises located in close proximity to the project will have their access to Melbourne’s freeway and highway network enhanced with potential to drive the following outcomes: - An increase in the size of employee catchments of individual enterprises, enhancing the access of firms to a larger number of potential employees with varying qualifications, skillsets and experience etc.
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- An increase in the trading catchment of individual enterprises, allowing firms to sell products or services to a larger number of potential customers. In particular, this outcome will be significantly beneficial to those large-format retailers accommodated in the Moorabbin Airport (DFO, Costco etc.) who trade to large regional catchments which include areas of the Mornington Peninsula and Melbourne’s south-east. - Enhanced distribution networks of industrial firms, noting that the largest benefits will be accrued by firms with significant logistical component to their operations.
• Improved access to the Monash National Employment and Innovation Cluster and Dandenong National Employment and Innovation Cluster.
• A more balanced transport network solution in south-east and bayside region of Melbourne due to the provision of a shared pedestrian and cycle path along the project.
7.3 Summary of Potential Impacts on Enterprises and Proposed Mitigation Measures
The following potential project impacts to enterprises within each Study Area precinct have been identified through the stakeholder consultation. These potential impacts are summarised in Table 7.1.
Note, no potential project impacts have been identified in relation to Precinct 5 – Governors Road Industrial Node or Precinct 6 – Chelsea Heights Node.
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Table 7.1: Study Area Enterprises – Potential Impacts of the Project
Enterprise Potential Impact Flow-On Impact Potential Mitigation Measures Name/Use
Precinct 1: Green Wedge Zone 2 Land
Din San Nursery No business impacts N/A N/A were identified by Din San Nursery relevant to the reference design. Monk Wholesale Loss of access to the The operations of the Not MRPA responsibility Soils subject site (via enterprise ceasing if no Junction Road and alternative access Grange Road). arrangement could be secured. Delta Force Loss of access to the Delta Force Paintball’s Not MRPA responsibility Paintball subject site (via operations ceasing if no Junction Road and alternative access Grange Road). arrangement could be secured. Delta Force Opportunities to Potential uplift to trade and N/A Paintball promote business via business revenues signage to passing project traffic (Benefit). Hawthorn Increase accessibility Operational efficiencies with N/A Football Club to the Club’s future flow-on uplifts to business training base and revenues headquarters.
Precinct 2: Moorabbin Airport
Enterprise Potential Impact Flow-On Impact Potential Mitigation Measures Name/Use A range of Increased efficiencies Uplift to business revenues N/A enterprises and connectively in and viability attributed a located at the the transport range of factors including Moorabbin network attributed to efficiencies in product Airport including, the project when distribution, and access to large format operational larger trade and employment retailers, industry, catchments and aeronautical uses
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Precinct 3: Garden Boulevard Industrial
Enterprise Potential Impact Flow-On Impact Potential Mitigation Measures Name/Use McDonalds Temporary loss of Temporary flow-on impacts to Maintain (limited) access to the Restaurant trade attributed to business revenues site from Centre Dandenong access from Centre Road when the proposed slip Dandenong Road lane is being constructed. being temporary restricted due to Undertake works at night time construction of a slip (Sunday to Wednesday) when lane restaurant patronage is likely to be low Dingley Village Temporary Flow-on impacts to business MRPA to liaise with the property Mechanical loss/reduction in revenues owner and undertake an Access Services access to the subject Management Plan site in the construction phase Dingley Village Temporary loss of Flow-on impacts to business MRPA to stage constructions Mechanical convenient access to- revenues works such that convenient Services and-from Dingley access to Dingley Village is Village (residential retained via Centre Dandenong suburb), during the Road or Lower Dandenong Road construction phase BR Demolitions Temporary Flow-on impacts to business MRPA to liaise with the property loss/reduction in viability and revenues owner and undertake an Access access to the subject Management Plan site in the construction phase Autism Plus Potential exists for Flow-on impacts to business MRPA to maintain ongoing sensitive clients to be viability and revenues engagement and impacted by communication with Autism increased dust, noise, Plus to understand and develop vibration, and appropriate actions if required movement associated with the project in the construction and operational changes. Redwood Gardens No impacts identified N/A N/A Chinese Restaurant
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Precinct 4: Woodlands Industrial Precinct
Enterprise Potential Impact Flow-On Impact Potential Mitigation Measures Name/Use Morrison Temporary loss of Flow-on impacts to the MRPA to liaise with the property Commercial access to the subject operations of a potential tenant. owner/tenant/manager and (manager of 62 site in the construction undertake an Access Management Tarnard Drive) phase Plan Morrison Loss of on-street Flow-on impacts to the MRPA to offset the loss of any on- Commercial carparking attributed to operations of a potential tenant street or other car parking in the (manager of 62 the construction and and of nearby enterprises who Tarnard Drive area with new car- Tarnard Drive) operational phases of utilise on-street cat parking parking located in an appropriate the project and accessible location(s). Morrison Increased exposure of Increase to property’s rental yield N/A Commercial the property to passing (manager of 62 trade due to Tanard Tarnard Drive) Drive transitioning from a cul-de-sac to a through route Chris Lyons (owner Temporary loss/ Flow-on impacts to the MRPA to liaise with the property of property 63-67 reduction in access to operations of a potential tenant owner/tenant/manager and Tarnard Drive) the subject site in the undertake an Access Management construction phase Plan Chris Lyons (owner Permanent loss or Flow-on impacts to the MRPA to liaise with the property of property 63-67 reduction in access to operations of a potential tenant owner and undertake an Access Tarnard Drive) the subject site in the Management Plan operational phase Chris Lyons (owner Land acquisition Flow-on impacts to the MRPA to offset the loss of any on- of property 63-67 resulting in the operations of potential tenant site carparking associated with land Tarnard Drive) permanent loss of acquisition approximately 10 on- site carparks Chris Lyons (owner Increased exposure of Increase to the property’s rental N/A of property 63-67 the property to passing yield (this potential impact is the Tarnard Drive) trade due to Tanard view of the consultant and not Drive transitioning from the property owner) a cul-de-sac to a through route Enterprises in Increase in travel times Flow-on impacts to the MRPA to engage with relevant Woodlands Drive associated with the operational efficiency of some enterprises in the Woodlands Drive Industrial Precinct truncating of enterprises in Woodlands Drive Industrial Precinct. Woodlands Drive. (This Industrial Precinct. impact was identified by Kingston Council) Enterprises located Loss of on-street Flow-on impacts to the MRPA to offset the loss of on-street at Tarnard Drive carparking for operational efficiency of or other car parking in the Tarnard enterprises located at enterprises located at Tarnard Drive area with new car-parking Tarnard Drive (This Drive. located in an appropriate and impact was identified by accessible location(s). Kingston Council) Enterprises located Loss of parking for Flow-on impacts to the MRPA to maintain ongoing at the corner of Bell enterprises operational efficiency of engagement and communication Grove and Lower accommodated by lots enterprises located in these lots with Bell Grove enterprises to Dandenong Road 414-426 Lower understand and develop appropriate actions if required.
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Dandenong Road and 1- 7 Bell Grove Enterprises located Reduced access to the Flow-on impacts to the MRPA to maintain ongoing at the corner of Bell road network for Bell operational efficiency of engagement and communication Grove and Lower Grove enterprises due enterprises located at Bell Grove with Bell Grove enterprises to Dandenong Road to change in design of understand and develop Bell Grove – Lower appropriate actions if required. Dandenong Road to ‘left in-left out’ Source: Essential Economics
7.4 Cumulative Effects
Cumulative Effects Boundaries
The Economic Study Area outlined in Figure 4.2 provides the boundaries to assess cumulative economic effects.
Within these boundaries, the following projects have been identified as potentially generating cumulative effects with the project.
LXRA Edithvale – Bonbeach level crossing removal project
Potential conflict with project construction works if both projects are undertaken concurrently and not adequately managed.
Moorabbin Airport Development
Implementation of Master Plan, including proposed onsite aviation and commercial developments. Potential conflict with project construction works if both projects are undertaken concurrently and not adequately managed.
Hawthorn Football Club – Development of Future Training Base & Headquarters
Potential conflict with project construction works if both projects are undertaken concurrently and not adequately managed. Hawthorn FC intends to start development of the Tootal Road site in the next 12 months, with competition scheduled for 2021.
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8 ENVIRONMENTAL PERFOR MA NCE REQUIREMENTS
The Environmental Performance Requirements (EPRs) outlined in the table below set out the desired environmental outcomes for the project. The EPRs are applicable to all project phases and provided certainty regarding the project’s environmental performance.
Table 8.1: Regional Economy – Environmental Performance Requirements
EPR EPR Project Phase Number Economic E1 Business Disruption Plan Design, Construction During design and construction, impacts on local businesses must be minimised through the preparation and implementation of a Business Disruption Plan. The Business Disruption Plan will be consistent with an approved Community and Stakeholder Engagement Management Plan (EPR S1) and include: • transport planning prior to road closures to minimise impacts on business access and parking (EPR T1) • a process for communication with traders and businesses • management of potential amenity impacts during construction and operation (EPR AQ1, AQ2, NV2, and NV3).
E2 Utility assets Design, Construction Through detailed design and construction, the impacts on utility assets must be minimised to the extent practicable including, but not limited to: • stormwater and sewer assets • electricity transmission assets (overhead and underground lines) • gas and fuel pipelines • communications lines (e.g. fibre optic cables). If relocations are required to facilitate the project, utility assets must be protected and, where required, modified to the satisfaction of the asset owners.
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9 CONCLUSIONS
9.1 Existing Conditions
The key conclusions arising from the Existing Conditions component of this Report (Chapter 4) are summarised as below. The existing conditions component was undertaken in early February 2017 and was informed by the reference design iteration provided to the consultant at that time.
• A Study Area was identified comprising a collection of ABS SA2s most relevant in describing the local economic context of the project.
• Forecast population growth in the Study Area will place pressure on the main transport network and highlights the need for the project to be developed.
• The industry and employment structure of the Study Area has a significant manufacturing base, which can be attributed to the large quantum of industrial zoned land in area, including Woodlands Industrial Estate and Redwood Gardens Industrial Estate.
• Potential exists for some businesses situated nearby the project alignment to experience economic impacts attributed to the construction and/or operational phases of the project. The extent of these economic impacts and potential mitigation measures was explored in the Detailed Impact Assessment and stakeholder engagement phase.
• The project is expected to generate a range of net economic benefits for local south-east region of Melbourne when operational, including improved access to key economic and employment nodes and delivering a more balanced transport network solution.
9.2 Impact Assessment
The Impact Assessment was informed by a stakeholder consultation process undertaken by the consultant and outlined in Section 6.1 of this Report. The Impact Assessment is based in the reference design.
The key conclusions arising from the Impact Assessment are outlined as follows:
• Enterprises with potential to be impacted by the project are located on Green Wedge Zone 2 Land, Garden Boulevard Industrial Precinct and Woodlands Drive Industrial Precinct. No significant impacts were identified for enterprises located at the Governors Road Industrial Node or Chelsea Heights Node.
• Impairment of access was the most common potential impact identified. Other potential impacts included loss of carparking (relating specifically to Tarnard Drive properties), amenity concerns (relating to Autism Plus).
• Potential mitigation measures identified by stakeholder enterprises include MRPA liaising closely with property owners, access management plans to minimise impacts, offset measures (relating to loss of carparking), staging and timing of works etc.
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• Economics (related) benefits identified by stakeholders included: - Elevated exposure to passing trade for businesses accommodated by land abutting the project alignment. - Increased efficiencies and connectively in the transport network attributed to the project when operational with flow-on benefits to enterprises including efficiencies in product distribution, and access to larger trade and employment catchments (for enterprises within the Dingley/Braeside region as well as firms located in Bayside and Mornington Peninsula suburbs located further south, and firms located in the Dandenong region. - Improved access to the Monash National Employment & Innovation Cluster and Dandenong National Employment & Innovation Cluster. - A more balanced transport network solution in south-east and bayside region of Melbourne due to the provision of a shared pedestrian and cycle path along the project route.
• Potential exist for the project to generate cumulative impacts if the project is constructed concurrently with the following projects: - LXRA Edithvale – Bonbeach level crossing removal project - Moorabbin Airport Development - Hawthorn Football Club – development of future training base and headquarters
However, these impacts are considered minor and manageable.
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GLOSSARY
ABS Australian Bureau of Statistics
CoK City of Kingston
DEDJTR Department of Economic Development, Jobs, Transport and Resources
DELWP Department of Environment, Land, Water and Planning
DFO Direct Factory Outlets
LXRA Level Crossing Removal Authority
MAC Moorabbin Airport Corporation
MRPA Major Road Projects Authority
SEMA South East Manufacturing Alliance
TRG Technical Reference Group
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A BBREVIATIONS
AAG Annual Average Growth
CBD Central Business District
EES Environment Effects Statement
EMP Environmental Management Plan
EPR Environmental Performance Requirements
ERA Environmental Risk Assessment
FTE Full Time Equivalent
GW2Z Green Wedge 2 Zone
I1Z Industrial 1 Zone
N/A Not Applicable
SA2 Statistical Area 2
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REFERENCES
ABS Census of Population and Housing, 2016
ABS Place of Work, 2016
ABS Cat: 3218.0 Regional Population Growth, Australia, 2016
ABS Business Counts, 2015-16
City of Kingston – Council Plan 2017-2021
City of Kingston – Prosperous Kingston, 2016
Department of Economic Development, Jobs, Transport and Resources – Transport Integration Act 2010
Department of Employment – Small Area Labour Markets, December Release 2017
Department of Environment, Land, Water and Planning – Victoria in Future 2016, 2016
Moorabbin Airport – Moorabbin Airport Master Plan 2015
WSP Mordialloc Bypass EES – Transport Impact Assessment, April 2018
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A PPENDIX A – THAMES PROMENADE ASSESSMENT
The reference design now includes construction of north facing ramps at Thames Promenade on the Mornington Peninsula Freeway and associated civil works. The memo below provides advice on potential impacts of these inclusions on local businesses in the area.
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