Western Distributor Authority
09-May-2017
West Gate Tunnel Project
Technical report K Land use planning
09-May-2017 Prepared for – Western Distributor Authority – ABN: 69981208782 AECOM West Gate Tunnel Project
West Gate Tunnel Project
Land Use Planning Assessment
Client: Western Distributor Authority
ABN: 69981208782
Prepared by
AECOM Australia Pty Ltd
Level 10, Tower Two, 727 Collins Street, Melbourne VIC 3008, Australia
T +61 3 9653 1234 F +61 3 9654 7117 www.aecom.com
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09-May-2017
Job No.: 60338862
AECOM in Australia and New Zealand is certified to ISO9001, ISO14001 AS/NZS4801 and OHSAS18001.
09-May-2017
Prepared for – Western Distributor Authority – ABN: 69981208782 AECOM West Gate Tunnel Project
Quality Information
Document 60338862
Date 09-May-2017
Prepared by Brian Gibbs, Kaity Munro, Jimmy Chan
Reviewed by Kristina Butler
Authorised Rev Revision Date Details Name/Position Signature
F 09-May-2017 Final Report Kristina Butler
Principal Planner
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Prepared for – Western Distributor Authority – ABN: 69981208782 AECOM West Gate Tunnel Project i
Executive Summary
This technical report is an attachment to the West Gate Tunnel Project Environmental Effects Statement (EES). It provides an assessment of potential land use impacts associated with the project, and defines the Environmental Performance Requirements (EPRs) necessary to meet the EES objectives.
Overview
This Land Use Planning Impact Assessment Report has been prepared by AECOM to provide an assessment of the land use planning related impacts associated with the construction and operation of the West Gate Tunnel Project. These include potential impacts of the project’s construction and operation on land use, built form and strategic policy within the study area.
The West Gate Tunnel Project also involves the widening of the West Gate Freeway (from the M80 interchange Freeway to Williamstown Road) and upgrades to road connections. The West Gate Tunnel Project includes tunnels and an elevated motorway connecting the West Gate Freeway with the Port of Melbourne, CityLink and the city, providing an alternative river crossing to the West Gate Bridge.
The report also recommends EPRs that seek to protect land use and built form during the construction and operation of the project.
In order to provide a detailed assessment of the land use impacts, the West Gate Tunnel Project has been divided into three components:
• West Gate Freeway – widening the West Gate Freeway from 8 to 12 lanes from near the M80 interchange to the southern portal of the tunnel, and includes connections to Grieve Parade, Millers Road, Williamstown Road, Hyde Street and the West Gate Bridge • Tunnels – from the southern portals which connect to the West Gate Freeway through to the northern portal which connects to the new bridge over the Maribyrnong River, and includes the ventilation structures • Port, CityLink and city connections – from the northern portal of the tunnel to the city connections, this includes the Maribyrnong River crossing, connections to the Port of Melbourne, elevated roads along Footscray Road and connections to CityLink and the city including the Wurundjeri Way extension.
Further details on the components of the West Gate Tunnel Project are provided in Section 2.0 of this report.
The evaluation objectives considered relevant to the Land Use Planning Impact Assessment as outlined in the Environment Effects Statement scoping requirements for the West Gate Tunnel Project are:
• Built environment – To protect and enhance the function and character of the evolving urban environment including built form and public realm within the immediate and broader context of the project works. • Social, business, land use, public safety and infrastructure – To minimise adverse effects on the social fabric of the community, including with regard to community cohesion, access to community services and facilities, business functionality, changes to land use, public safety and access to infrastructure.
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• Landscape, visual and recreational values – To minimise adverse effects on landscape, visual amenity and recreational and open space values and to maximise the enhancement of these values where opportunities exist.
In assessing the land use planning impacts and evaluating the potential effects to land use, built form and strategic policy objectives, it is recognised that a range of interdependencies, commonalities and linkages with other technical assessments exist. For land use planning, this is particularly relevant when considering impacts on amenity. Key contributors to the quality of amenity include traffic, noise and vibration, air quality, visual impact as well as connectivity to open spaces and services. These potential amenity impacts as a result of the project are considered in detail within these other specialist reports. The land use planning impact assessment also relies on a range of Environmental Performance Requirements (EPRs) from these technical disciplines. In particular, this report should therefore be read in conjunction with the following technical reports which address these impacts in considerable detail:
• Technical report A Transport • Technical report F Ecology • Technical report G Air Quality • Technical report H Noise and Vibration (Surface) • Technical report L Social • Technical report M Business • Technical report N Landscape and Visual • Technical report O Aboriginal Cultural Heritage • Technical report P Historical Heritage • EES Chapter 6 Urban Design.
The connections between these assessments, such as connection between landscape and visual impacts and land use, are contained with the main EES Chapters.
Construction impacts on land use are of a temporary nature and may occur as a result of temporary occupation of land, restrictions on access (for example, to open space, shared use paths and businesses) and amenity impacts associated with construction activities. The specifics of these impacts are addressed in the various technical assessments contained within this EES and would be mitigated through their associated EPRs.
Amenity impacts associated with construction activity and during operation would be managed through the process of implementing the Environmental Management Plans and through adherence to appropriate regulatory standards for issues such as noise and air quality.
Background
The West Gate Tunnel Project is a significant infrastructure project for the State of Victoria that would expand Melbourne’s road network and boost its capacity to keep pace with Melbourne’s growing and changing transport needs as the city heads towards a population of six million over the next 20 years. It would be set in a highly urbanised area that includes long-established and diverse neighbourhoods and communities, shopping and commercial centres, industrial areas, parks and reserves and community, recreational facilities and areas identified for urban renewal.
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The development of the area has been heavily influenced by industries along the Yarra and Maribyrnong rivers, the development of railway lines to the west of Melbourne and post-war residential subdivisions and large–scale industrial development. This urbanised setting influences the nature and extent of land use planning impacts likely to be generated by the project.
Land within the proposed project boundary is subject to a range of zoning and overlay controls that reflect its history and mixed-use character. Overlay controls generally cover the changes that can be made to buildings, specific design considerations (including environmental restrictions and requirements) and areas where land acquisition may be required in the future.
Methodology
For the purposes of this report, the study area spans the full alignment of the West Gate Tunnel Project, between the M80 Interchange and Wurundjeri Way. It is limited to land that is directly affected or bound by the West Gate Tunnel Project, as the key purpose of the report is to identify the direct land use and built form impacts of the project.
The report assesses the West Gate Tunnel Project design and its potential impacts on land use planning by undertaking the following:
• Desktop assessment – Various background and strategic planning documents, aerial photography overlayed with the design, land use planning databases, planning schemes and literature were reviewed to understand the existing conditions within the study area. • Risk assessment – The risk based approach is integral to the preparation of the Environment Effects Statement (EES). It has enabled key environmental risks associated with the project to be identified and prioritised in the subsequent impact assessment. The risk and impact assessment process has involved an iterative analysis to identify risks and assess their impact. Initial EPRs for the project have been prepared to support the risk assessment and design process. • Existing conditions review – An existing conditions review was undertaken to identify and describe current land uses in and around the study area. Key inputs included site visits, publicly accessible aerial imagery and ground level photography. • Stakeholder engagement – Stakeholder engagement has been undertaken both at an overarching level by the project team, and supplemented by AECOM’s land use planning technical report authors to identify gaps in the desktop assessment and gain local knowledge and insight regarding the potential impacts of the project. • Impact assessment – The land use planning impact assessment has assessed the planned (known) land use planning impacts including temporary and permanent land acquisition and the risk of additional land use planning impacts that the project would or may have on land use, built form or strategic policy within each of the three components of the project. Where necessary, the assessment has also provided mitigation and/or management measures to avoid, minimise and/or offset land use planning impacts and inform additional Environmental Performance Requirements (EPRs). • Approvals requirements and pathways review – A review of planning approval and land acquisition pathways and requirements was undertaken. The legislative vehicle for delivery of this project, including compulsory land acquisition, is the Major Transport Projects Facilitation Act 2009.
West Gate Freeway – key findings
Land use impacts associated with the West Gate Freeway component are generally temporary in nature (such as temporary occupation of areas for construction purposes), and are located within industrial, commercial and open space areas which minimise impacts on existing operations. A
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significant portion of the proposed infrastructure for the West Gate Freeway component would be within the existing road reserve or directly adjacent to it, which would limit the need to permanently acquire land for the purposes of road infrastructure.
The project would require both permanent land acquisition and temporary access to land outside of the road reserve in order to accommodate sections of the proposed road alignment, on/off ramps, utility relocations (such as overhead 220 kV power line) and temporary occupation areas including laydown areas.
Land use impacts from identified temporary occupation areas during construction would be addressed through the Construction Environment Management Plan (CEMP) and compliance with industry standards for amenity issues such as noise and air quality. EPRs are recommended to protect amenity and reduce impacts to users of affected recreational facilities, ensuring access to these facilities is maintained through their temporary or permanent reprovision. Given the limited extent of these works, the overall impact of the project on land use in the West Gate Freeway component during construction and following the application of EPRs, would have a residual risk rating of low.
Connections from the West Gate Freeway to Hyde Street create on-off ramps in proximity (though not directly adjacent to) to the existing West Gate Freeway. A northern off-ramp would be sited above the southern-most part of Hyde Street Reserve. This area to the south of Stony creek has more limited access for the public who generally utilise the area to the north of the creek. A southern on-ramp providing access from Hyde Street via Stephens Street and Simcock Avenue would be located within the Spotswood Industrial Precinct. Some land containing the ramp set down areas close to Hyde Street would be permanently converted to road corridor. Within the Spotswood Industrial Precinct, land would be temporarily occupied for construction purposes and some land directly below the new ramp structures would be permanently converted into a road corridor. The balance of industrial land in this location would be of sufficient size to facilitate a future industrial land use following completion of the project, though it is acknowledged that the current land use and occupier would be displaced during this period.
For permanent infrastructure sited outside of the existing road reserve, a land use impact (change from current use to road) would occur. Despite this it was concluded that works associated with this component of the project would have limited permanent impacts on land use and built form, enhance pedestrian and cyclist connections through the replacement of two existing pedestrian overpasses with modern structures and improve the functionality and visual amenity of land that is currently occupied by overhead powerlines.
Urban renewal areas including Precinct 15 (between Kyle Street and New Street, Altona North) and the Bradmill site (between Francis Street and the Newport Freight Rail Line) are the only areas where land use and built form is expected to undergo significant change. An assessment of the potential impacts to these strategic redevelopment areas has relied on matters such as residual property size, severance and access, and any strategic policy or development proposals under consideration
The development of land to the north of Precinct 15 (site on Watson Street) for the southern tunnel portal would not have a fundamental impact on the potential built form and land use outcomes which may be achieved in Precinct 15 in the future. Overall, the impacts to these strategic policy areas would be low, and key strategic sites (Bradmill and Precinct 15) would continue to be suitable for redevelopment.
Following the application of EPRs, the combination of impacts on built form in the West Gate Freeway corridor during operation and the potential for increased noise, reduced air quality and 09-May-2017
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impacts to lighting and views on established residential areas , has resulted in a residual risk rating of low.
Acquisition of land would primarily be limited to sections of industrial and commercial properties and open space reserves that line the West Gate Freeway. These properties are under both public and private ownership. Land use planning impacts as a result of acquisition have been considered as part of the overall impact assessment as described above.
Tunnels – key findings
Land use impacts associated with the tunnels component of the project are largely confined to temporary occupation areas and permanent infrastructure associated with the northern and southern portals. Yarraville is largely unaffected by the proposed tunnel as the majority of proposed works are located within the existing road reserve or are sited below ground. There are however limited permanent and temporary land requirements outside of the road reserve to accommodate sections of the proposed road alignment, utility relocations and construction areas.
By passing under a significant portion of established commercial and residential areas, the tunnels component of the project largely protects the existing land use pattern of Yarraville, including a number of heritage areas. To ensure that future development proposed above the tunnels infrastructure is appropriately designed to reflect any built form restrictions to sub-surface development, additional planning controls are recommended.
Potential land use impacts within the suburb of Yarraville are primarily associated with industrial land on Whitehall Street, which has been identified for temporary occupation during construction for a laydown area. The affected sites would remain suitable for industrial development following completion of the project. Surrounding land use and amenity would be protected through implementation of industry compliant construction practices and adherence to appropriate regulatory requirements for issues such as air quality and noise. Following the application of EPRs, the overall impact of the project on land use planning in the tunnels component during construction would have a residual risk of low – medium
Land use impacts associated with operations are concentrated around the northern portal. A number of changes to built form would occur within the industrial area of Footscray in proximity to Youell Street and the Maribyrnong River, particularly ventilation structures and utility buildings, which may alter the character of the area. While these changes to built form may impact character of the existing industrial area, it was found that they would not affect industrial land uses on adjacent sites. As the majority of works for this component would be located sub-surface, the assessment found that following the application of EPRs the residual risk to built form and existing character would be low to medium.
The impact on built form within the tunnels component during operation and the associated potential for amenity impacts such as increased noise, reduced air quality and impacts to lighting and views on established residential areas is recognised. Following the application of EPRs, the overall impact of the project on land use planning in the tunnels component during operation, would have a residual risk is low.
Land acquisition for the tunnels infrastructure would predominantly comprise subsurface strata land acquisition. Land use planning impacts associated with sub-surface acquisition may arise as a result of the limitation on depth of new development (such as multi-level basements) which would be managed via the recommended planning control. The overall impact of this acquisition is however low
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based on predominant development types (one to two storey detached residential dwellings) in the area.
Port, CityLink and city connections – key findings
This component entails the creation of new elevated structures over the Maribyrnong River, an elevated structure along Footscray Road and new or upgraded connections to the existing road network, including CityLink. This involves the construction of elevated structures over industrial land uses, a major rail corridor and established shared use paths. A significant portion of the proposed infrastructure for the port, CityLink and city connections component would be directly above the existing road reserve, adjacent to it, or involves the establishment of new road reserve over established industrial and rail land.
The loss of some industrial buildings due to construction of tunnel access ramps and bridge crossings of the Maribyrnong River on industrial land north of Youell Street would result in changes to built form. This aside, most land outside the permanent infrastructure footprint would remain suitable for industrial, waterfront and port related uses following the completion of construction.
It is anticipated that a second crossing of the Maribyrnong River, south of Shepherd Bridge, would reduce amenity (visual and noise) in this location during operation. While properties in this location may experience a reduction in visual and acoustic amenity they would remain functional from a land use perspective. The Special Use Zone applicable in this location seeks to ensure that the use and development of land does not compromise the long term protection and expansion of port operations, with the integrated development of offices and manufacturing industries and associated commercial and industrial uses encouraged. Therefore the overall impact would be low as this part of Footscray has limited potential for changes in land use beyond existing industrial and commercial activities due to its location adjacent to the port and the Coode Island Major Hazard Facility.
After crossing the Maribyrnong River, the West Gate Tunnel Project continues along an elevated structure positioned above Footscray Road. The alignment would locate the viaduct along the Footscray Road central median such that an ‘express lane’ on Footscray Road is created underneath through the rationalisation of at-grade lanes. The design is further enhanced by locating a veloway under the viaduct rather than installing an at-grade separated shared use path along the existing corridor. These works allow the alignment to increase the greening of Footscray Road and retain mature trees on the northern side and the inclusion of a linear swale to the north of the road alignment. This would reduce the overall impact of the additional infrastructure on Footscray Road.
The proposed road alignment and various port/city connection ramps would permanently affect land in the south-east corner of the former Melbourne Market site, located on Footscray Road, which contains a mix of sheds, warehouses and hardstand. A larger portion of this site would also be required temporarily to accommodate construction activities, including storage, unloading, a site office, transport hub and inductions. While permanent infrastructure would occupy a corner of this large site, the extensive balance area would remain suitable for re-use or redevelopment in the future under its current Public Use – Other Public Use (PUZ7) zoning
Proposed works associated with this component would also enhance pedestrian and cyclist connectivity through a new shared use path bridge crossing of Moonee Ponds Creek and improvements to and completion of shared use pathways including linking the Federation Trail to the Capital City Trail (which extends along Footscray Road into Docklands), improving efficient pedestrian and cyclist access to the city.
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The proposed city connections would affect the northern portion and boundary of the E-Gate urban renewal area. This would decrease the land available for development, potentially impacting the quality of amenity for future residents and the design of the future built form at this interface. Therefore, a specific design or built form response would be required for new developments along the northern interface of the E-Gate as a response to the elevated infrastructure associated with the new Wurundjeri Way connection. The impact on overall land use and future ability to develop the E-Gate site is medium, though the overall extent of the site available for redevelopment would enable a suitable design response to be introduced to reduce the impacts. The north-west corner of the precinct also represents the closest interface with the Moonee Ponds Creek open space corridor and shared use path, with the project potentially impacting future connections to this open space corridor. The operational impacts of the West Gate Tunnel Project would be medium.
The proposed alignment would widen Wurundjeri Way at the intersection to Dudley Street, however, it should not require any temporary occupation or permanent acquisition of land. As such, the West Gate Tunnel Project would not impact the function, development potential or overall size of the Digital Harbour Precinct.
The implementation of industry compliant construction practices and adherence to appropriate regulatory requirements for impacts such as noise and air quality would assist in mitigating amenity impacts to surrounding land use during construction. Following the application of EPRs, works during construction would result in a residual risk of low to medium, depending on the location of sensitive receptors.
Changes to built form may impact the amenity value of open space around Moonee Ponds Creek. It is likely that there would be additional noise and visual amenity impacts associated with the elevated infrastructure and future operations, which would decrease the value of the area as a recreational asset. However, in terms of its role as a shared use pathway and connector, the land use would continue to function with the new infrastructure in place – the land use would not change fundamentally.
Acquisition of land is primarily limited to sections of industrial and commercial properties, some open space and rail corridor. These properties include both public and private ownership. Land use impacts as a result of the acquisition have been considered as part of the overall impact assessment as described above.
EES evaluation objectives
With regard to land use planning impacts, the construction and operation of the project would generally be consistent with the EES evaluation objectives. The consistency of this project with the evaluation objectives is summarised below:
• West Gate Freeway:
- The design would limit land use impacts in accordance with EES evaluation objectives
- by concentrating the majority of works within the existing road corridor.
- The majority of identified construction areas outside of the road corridor are temporary in nature and are proposed to be located in areas where impacts to built form, community and recreational values would be low.
- Where land use impacts have been identified, recommended EPRs are proposed to mitigate impacts in accordance with relevant EES evaluation objectives.
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- The built environment and social fabric would be improved through the creation and improvement of pedestrian and cyclist connections. EPRs would ensure that opportunities for future shared use paths are maintained.
• Tunnels - The tunnels would pass under highly sensitive areas of public open space and residential development, protecting the function and character of the urban environment. - Sites that would experience land use and built form impacts are located in non-sensitive industrial areas, therefore minimising impacts to the existing social fabric of Yarraville. - Where land use impacts have been identified, recommended EPRs are proposed to mitigate impacts in accordance with relevant EES evaluation objectives. - The built environment and social fabric would be improved through the creation and improvement of open spaces and pedestrian and cyclist connections. In addition, EPRs would ensure that opportunities for future shared use paths are maintained. - Permanent infrastructure would reduce the amount of available industrial land in Yarraville however, it would also improve access to industrial land uses from the arterial road network. • Port, CityLink and city connections - Existing land use and built form patterns have resulted in significant road infrastructure being established in West Melbourne (including the elevated CityLink). While the design would increase the extent of road infrastructure in this area, it would also limit the extent of land use change in accordance with EES evaluation objectives. - The function of the port and adjacent industrial areas would be enhanced by improved road connections to the port and arterial road network. - The built environment and social fabric would be enhanced through the creation and improvement of pedestrian and cyclist connections. EPRs would ensure that opportunities for future shared use paths are maintained. - Where land use impacts have been identified, recommended EPRs are proposed to mitigate impacts in accordance with relevant EES evaluation objectives. - Impacts on the future function and character of the built form and public realm in strategic development areas including E-Gate would be mitigated through recommended EPRs as well as future strategic planning within the precincts.
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Table of Contents
Executive Summary i
1.0 Introduction 1
1.1 Background to Environment Effects Statement 1
1.2 Why understanding land use planning is important 1
1.3 Purpose of this report 1
1.4 Study objectives 2
1.5 Scoping requirements 2
2.0 Project description 7
2.1 Overview 7
2.1.1 West Gate Freeway 9
2.1.2 Tunnels 12
2.1.3 Port, CityLink and city connections 13
2.2 Construction 15
2.2.1 West Gate Freeway 15
2.2.2 Tunnels 15
2.2.3 Port, CityLink and city connections 15
2.2.4 Construction timing, hours and workforce 16
2.3 Operation and maintenance 17
2.4 Land use planning considerations in the design development 17
3.0 Methodology 18
3.1 Environmental Performance Requirements 18
3.2 Existing conditions 21
3.2.2 Establish existing conditions 21
3.3 Risk assessment 24
3.3.1 Identify risk pathways 24
3.3.2 Risk rating 24
3.5 Stakeholder engagement 29
3.6 Links to other technical reports 31
3.6.1 Technical report A Transport 31
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3.6.2 Technical report F Ecology 31
3.6.3 Technical report G Air quality 32
3.6.4 Technical report H Noise and vibration (surface) 32
3.6.5 Technical report L Social 32
3.6.6 Technical report M Business 32
3.6.7 Technical report N Landscape and visual 32
3.6.8 Technical report O Aboriginal cultural heritage 32
3.6.9 Technical report P Historical heritage 32
3.6.10 Chapter 6 Urban design 33
3.6.11 Attachment IV Planning scheme amendment 33
3.7 Limitations and assumptions 33
4.0 Legislation and policy 35
4.1 Commonwealth legislation 35
4.2 State legislation 35
4.2.1 Land acquisition 35
4.3 Municipal planning schemes 38
4.3.1 State Planning Policy Framework 38
4.3.2 Local Planning Policy Framework 44
4.3.3 Planning approval pathways 46
4.3.4 Zones and overlays 47
5.0 West Gate Freeway 48
5.1 Existing conditions 48
5.1.1 Industrial 48
5.1.2 Commercial (including activity centres) 49
5.1.3 Residential 49
5.1.4 Open space, recreation and community facilities and uses 49
5.2 Risk assessment 52
5.3 Impact assessment 52
5.3.1 Land use 56
5.3.2 Built form 62
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5.3.3 Land acquisition 63
5.3.4 Strategic policy 65
5.4 Environmental Performance Requirements 68
5.4.1 Construction 69
5.4.2 Operations 76
6.0 Tunnels 79
6.1 Existing conditions 80
6.1.1 Residential and industrial 80
6.1.2 Commercial (including activity centres) 80
6.1.3 Open space, recreation and community facilities and uses 80
6.2 Risk assessment 81
6.3 Impact assessment 81
6.3.1 Land use 85
6.3.2 Built form 89
6.3.3 Land acquisition 92
6.3.4 Strategic policy 95
6.4 Environmental Performance Requirements 99
6.4.1 Construction 100
6.4.2 Operations 101
7.0 Port, CityLink and city connections 102
7.1 Existing conditions 103
7.1.1 Residential 103
7.1.2 Industrial 103
7.1.3 Commercial (including activity centres) 104
7.1.4 Open space, recreation and community facilities and uses 105
7.2 Risk assessment 105
7.3 Impact assessment 106
7.3.1 Land Use 110
7.3.2 Built form 117
7.3.3 Land Acquisition 120
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7.3.4 Strategic policy 122
7.4 Environmental Performance Requirements 137
7.4.1 Construction 137
7.4.2 Operations 138
8.0 Cumulative impacts 139
8.1 Project area cumulative impacts 139
8.2 Wider cumulative impacts 139
9.0 Conclusions 141
9.1 Relevant EES evaluation objectives 141
9.2 Impact assessment summary 142
9.2.1 West Gate Freeway 142
9.2.2 Tunnels 143
9.2.3 Port, CityLink and city connections 144
9.3 Land acquisition summary 144
9.4 Environmental Performance Requirements 148
10.0 References 151 Appendices Appendix A
Zoning and overlay maps Appendix B
Legislation and policy Appendix C
Built form tables Appendix D
Risk pathways Appendix E
Environmental Performance Requirements
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Table of Figures
Figure 1 West Gate Tunnel Project 8
Figure 2 West Gate Freeway component 11
Figure 3 Tunnels component 13
Figure 4 Port, CityLink and city connections component 14
Figure 5 Overview of the risk and impact assessment process 20
Figure 6 Study area 23
Figure 7 Urban renewal areas and key strategic policy areas 28
Figure 8 Municipal boundaries – entire project 40
Figure 9 Municipal boundaries – West Gate Freeway component 41
Figure 10 Municipal boundaries – tunnels component 42
Figure 11 Municipal boundaries – Port, CityLink and city connections component 43
Figure 12 West Gate Freeway component 48
Figure 13 View south-west across Kororoit Creek towards West Gate Freeway and 220 kilovolt overhead power lines 50
Figure 14 View north-west across Crofts Reserve towards West Gate Freeway and 220 kV overhead power lines 50
Figure 15 View east from Lynch Road over informal open space and 220 kV overhead power adjacent to the motorway 51
Figure 16 View north across Donald McLean Reserve towards West Gate Freeway 51
Figure 17 Zoning – West Gate Freeway component 54
Figure 18 Overlays – West Gate Freeway component 55
Figure 19 Alignment and Kororoit Creek 56
Figure 20 Alignment and Lynch Road Reserve 57
Figure 21 Alignment and Crofts Reserve 59
Figure 22 Southern portal interface with Stony Creek 61
Figure 23 Bradmill Precinct and Precinct 15 locational context 66
Figure 24 Bradmill Precinct with design 66
Figure 25 Bradmill Precinct development plan (source: City of Maribyrnong, 2012) 67
Figure 26 Artist’s impression of the new masterplan for redevelopment of Bradmill site 68
Figure 27 Tunnels component 79
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Figure 28 Zoning – tunnels component 83
Figure 29 Overlays – tunnels component 84
Figure 30 Northern portal alignment 88
Figure 31 View from Youell Street of northern portal location 89
Figure 32 Artist impression of southern westbound portal 90
Figure 33 Artist impression of northern portal 91
Figure 34 Zoning – tunnels component 93
Figure 35 Overlays – tunnels component 94
Figure 36 Precinct 15 with project alignment 95
Figure 37 VPA Future Urban Structure Plan 97
Figure 38 Footscray Central Activities Area Structure Plan – Study area (north of project alignment) 99
Figure 39 Port, CityLink and city connections component 102
Figure 40 Coode Island land use planning advisory areas for major hazard facilities (WorkSafe, 2010) 104
Figure 41 Zoning – port, CityLink and city connections component 108
Figure 42 Overlays – Port, CityLink and city connections component 109
Figure 43 Footscray River Edge Master Plan area 112
Figure 44 Aerial image of Melbourne Market, Footscray Road and project alignment 114
Figure 45 Detailed view of Melbourne Market site, Footscray Road and project alignment 115
Figure 46 Artist impression of Footscray Road viaducts and elevated shared use path 119
Figure 47 Key Features in and around Melbourne’s Central City – Plan Melbourne 2017- 2050 (DELWP, 2017) 123
Figure 48 Dynon Precinct and project infrastructure 124
Figure 49 Arden Macaulay Structure Plan area and proposed West Gate Tunnel Project infrastructure 125
Figure 50 Arden-Macaulay Structure Plan 2012 – long-term land use strategy 126
Figure 51 West Melbourne and project infrastructure 128
Figure 52 E-Gate precinct and proposed West Gate Tunnel Project infrastructure 130
Figure 53 View south-west from Railway Place of E-Gate site 131
Figure 54 Docklands Precinct 132
Figure 55 Digital Harbour Master Plan 134
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Figure 56 Artist’s impression of approved development at 48-54 Digital Drive, when viewed from Wurundjeri Way 136
Figure 57 Fishermans Bend Recast Vision area and proposed West Gate Tunnel Project infrastructure 136
Table of Tables
Table 1 Scoping requirements - Built Environment 3
Table 2 Scoping requirements - Social, business, land use, public safety and infrastructure 4
Table 3 Scoping requirements- Landscape, visual and recreational values 6
Table 4 Likelihood guide 25
Table 5 Consequence criteria 25
Table 6 Risk assessment matrix 25
Table 7 Land use planning impact categories 26
Table 8 Record of stakeholder engagement undertaken as part of the land use planning impact assessment 29
Table 9 Summary of feedback from community engagement 30
Table 10 Property acquisition summary – permanent acquisition and temporary acquisition 64
Table 11 Impact on open space 64
Table 12 Summary of Environmental Performance Requirements during construction – West Gate Freeway 69
Table 13 Summary of Environmental Performance Requirements during operations – West Gate Freeway 76
Table 14 Property acquisition summary – permanent acquisition and temporary acquisition 92
Table 15 Summary of Environmental Performance Requirements during construction - tunnels 100
Table 16 Summary of Environmental Performance Requirements during operations – tunnels 101
Table 17 Property acquisition summary – permanent acquisition and temporary acquisition 121
Table 18 Impact on open space 121
Table 19 Assessment against short and long term strategic directions of the Docklands Precinct 132
Table 20 Digital Harbour proposed developments 134 09-May-2017
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Table 21 Summary of Environmental Performance Requirements 137
Table 22 Summary of Environmental Performance Requirements during operations- port, CityLink and city connections 138
Table 23 Existing and future infrastructure projects 140
Table 24 Consistency with evaluation objectives 141
Table 25 Property acquisition summary - permanent acquisition and temporary occupation 146
Table 26 Property acquisition summary - impact on public open space 147
Table 27 Additional public open space 148
Table 28 Australian Government Legislation B-1
Table 29 Victorian Legislation B-2
Table 30 State Planning Policy Framework B-11
Table 31 State Planning Policy and Guidelines B-17
Table 32 City of Wyndham LPPF B-20
Table 33 City of Hobsons Bay - LPPF B-20
Table 34 City of Hobsons Bay – plans and strategies B-22
Table 35 City of Maribyrnong - LPPF B-25
Table 36 City of Maribyrnong – plans and strategies B-28
Table 37 Port of Melbourne Planning Scheme – relevant local policies B-31
Table 38 Port of Melbourne – plans and strategies B-32
Table 39 City of Melbourne LPPF B-34
Table 40 City of Melbourne – key plans / projects B-39
Table 41 Zones within the West Gate Tunnel Project alignment C-1
Table 42 Overlays affecting the West Gate Tunnel Project C-6
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Glossary and Abbreviations
The following is a brief description of terminology used in this report.
Acronym Definition
C1Z Commercial 1 Zone
C2Z Commercial 2 Zone
CHMP Cultural Heritage Management Plan
CLPO CityLink Project Overlay
DCPO Development Contributions Plan Overlay
DDO Design and Development Overlay
DEDJTR Department of Economic Development, Jobs, Transport and Resources
DELWP Department of Environment, Land, Water and Planning
DPO Development Plan Overlay
DZ Docklands Zone
EAO Environmental Audit Overlay
EEA Environment Effects Act 1978
EES Environment Effects Statement
EMP Environmental Management Plan
EPBC Act Environment Protection and Biodiversity Conservation Act 1999
EPR Environmental Performance Requirements
ESO Environmental Significance Overlay
GRZ General Residential Zone
HO Heritage Overlay
IN1Z Industrial 1 Zone
IN2Z Industrial 2 Zone
IN3Z Industrial 3 Zone
LPP Local Planning Policies
LPPF Local Planning Policy Framework
LSIO Land Subject to Inundation Overlay
MHF Major Hazard Facility
MNES Matters of National Environmental Significance
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Acronym Definition
MSS Municipal Strategic Statement
MTPF Act Major Transport Projects Facilitation Act 2009
MUZ Mixed Use Zone
N/A Not Applicable
NRZ Neighbourhood Residential Zone
RDZ1 Category 1 Road Zone
RDZ2 Category 2 Road Zone
PE Act Planning and Environment Act 1987
PA Parking Overlay
PAO Public Acquisition Overlay
PPRZ Public Park and Recreation Zone
PUZ Public Use Zone
SBO Special Building Overlay
SEPP State Environment Protection Policy
SUZ Special Use Zone
UFZ Urban Flood Zone
VicRoads Road Corporation of Victoria
VHR Victorian Heritage Register
WIFT Western Interstate Freight Terminal
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Volume Guide
To guide navigation of the West Gate Tunnel Project Environment Effects Statement (EES) and supporting documents, the following guide has been provided.
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1.0 Introduction
1.1 Background to Environment Effects Statement
In December 2015, the Victorian Government announced its intention to build the West Gate Tunnel Project. This report is prepared on behalf of the Western Distributor Authority (WDA) for the West Gate Tunnel Project EES. The WDA is the Project Proponent.
The project works were declared on 18 December 2015 to be “public works” for the purposes of the EE Act by Order of the Minister under section 3(1) of the EE Act, published in the Government Gazette on 23 December 2015. Under section 4(1) of the EE Act the Western Distributor Authority, as the project proponent, must prepare an Environment Effects Statement (EES) to be submitted to the Minister for the Minister’s assessment of the environmental effects of the works.
The EES has been developed in consultation with the community and stakeholders and in parallel with the tender process for the design and construction of the project. This has enabled the design to be assessed in the EES.
AECOM Australia Pty Ltd (AECOM) was commissioned to undertake a land use planning impact assessment to inform the EES.
1.2 Why understanding land use planning is important
The West Gate Tunnel Project is proposed to be constructed within a highly urbanised part of Melbourne that includes long-established residential areas, shopping and commercial centres, industrial precincts, parks and reserves, and community and recreational facilities. Development of the area has been heavily influenced by historic industrial land uses along the Yarra River and Maribyrnong River, expansion of the railway network into the west of Melbourne, post-war residential subdivisions and large scale industrial development.
The project area extends from Laverton North, Altona North and Brooklyn in the west through South Kingsville, Spotswood, Yarraville and Footscray, and across the Maribyrnong River to the Port of Melbourne, Docklands and Western Melbourne. Historic land use planning in the region comprising the West Gate Tunnel Project is typical for this urban context.
Land use within urban environments is rarely static in nature. The area within the project boundary for the West Gate Tunnel Project is no exception, with a range of external factors such as population growth, urban renewal initiatives (both the public and private sector) and other transport network changes, all driving land use transformation and intensification. The scale of land use change varies from small infill redevelopment of commercial and residential properties, through to large scale transformation of industrial areas into mixed use and residential precincts (e.g. Precinct 15 in Altona North and Bradmills Precinct in Yarraville). The West Gate Tunnel Project would introduce another influencing factor into this land use context and it is therefore important to understand the location and nature of key changes to ensure that planned changes can be accommodated or indeed promoted.
1.3 Purpose of this report
The purpose of this report is to present the results of the assessment of potential land use planning impacts associated with the West Gate Tunnel Project and define the Environmental Performance 09-May-2017
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Requirements (EPRs) necessary to meet the scoping requirements and study objectives. This report does not provide an approvals assessment of the project as this forms part of a Planning Scheme Amendment which is incorporated into the EES.
1.4 Study objectives
The objectives of the land use planning impact assessment were to:
• Identify key implications of applicable legislation to the project • Identify the impacts of the project on key strategic planning policies and objectives, including identified strategic development precincts and impacts on approved development plans and masterplans • Characterise the existing and potential future land uses in the study area • Consider the relationship between land use, built form, and strategic policy objectives presented by the project against a “no project” scenario1 • Consider the impact on amenity, particularly contributors to the quality of amenity such as traffic, noise and vibration, air quality, visual impact as well as connectivity to open spaces and services. • Assess the planning and land use risks and potential impacts associated with the project including temporary occupation and permanent land acquisition • Develop mitigation and management measures to avoid and/or minimise land use and built form impacts and inform a succinct and specific set of EPRs.
1.5 Scoping requirements
Scoping requirements have been set down for the preparation of an EES for the West Gate Tunnel Project (DELWP, April 2016). These include scoping requirements for land use planning. The relevant evaluation objectives for the assessment of land use impacts are:
• Built environment – To protect and enhance the function and character of the evolving urban environment including built form and public realm within the immediate and broader context of the project works • Social, business, land use, public safety and infrastructure – To minimise adverse effects on the social fabric of the community, including with regard to community cohesion, access to community services and facilities, business functionality, changes to land use, public safety and access to infrastructure • Landscape, visual and recreational values - To minimise adverse effects on landscape, visual amenity and recreational and open space values and to maximise the enhancement of these values where opportunities exist.
Scoping requirements relevant to the land use planning impact assessment are described in Table 1, Table 2 and Table 3. Only those items applicable to the Land Use Planning Impact Assessment have been listed for each of the scoping requirements. Further, some items are inclusive of impacts that are addressed in other technical reports of the EES. These include impacts associated with business,
1 From a land use and built form perspective, a ‘no project’ scenario is essentially business as usual – potential impacts resulting from a no project scenario might include traffic congestion and access issues for business and industry, which would be addressed in other Technical Reports.
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heritage, landscape and visual, social and transport. The link between this assessment and other technical reports is further explored in Section 3.7.
Table 1 Scoping requirements - Built Environment
Relevant section(s) of Aspect Scoping Requirements Impact Assessment Key Issues • Acknowledging, respecting and contributing to • Sections 5.3, 6.3 and the character and integrity of existing built form 7.3 and public realm in the immediate and broader neighbourhood of the project works
• Reinforcing, enhancing and/or complementing • Sections 5.3, 6. and 7.3 valued aspects of the existing and evolving urban environment, including nearby urban renewal precincts and other proposed works in the vicinity of the project (such as the Metro Tunnel and the Moreland Street, Footscray Road and Shepherd Bridge upgrades) • The project would represent a significant • Sections 5.3, 6.3 and gateway into Melbourne. 7.3
Priorities for • Describe and analyse the character of existing • Section 4.0 • characterising and evolving urban environment Sections 5.1, 6.1 and 7.1 the existing environment • Describe any relevant frameworks guiding • Section 4.0 maintenance, development or redevelopment • Appendix B of built form. • Appendix C
Design and • Describe measures to be taken to create a • Sections 5.3, 6.3 and mitigation positive relationship between the character of 7.3 existing or evolving urban environment and the • Sections 5.4, 6.4 and measures design and appearance of the project 7.4 structures, especially bridges, viaducts, road • Chapter 6 Urban Design interchanges, noise walls, lights and tunnels portal and ventilation structures
• Describe the design and management • Sections 5.3, 6.3 and approach to ensure the project protects and 7.3 enhances its urban setting, including built form • Sections 5.4, 6.4 and and public realm 7.4 • Chapter 6 Urban Design • Describe measures to enhance the experience • Sections 5.4, 6.4 and of people using or in the vicinity of the project. 7.4 • Chapter 6 Urban Design
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Relevant section(s) of Aspect Scoping Requirements Impact Assessment Assessment of • Analyse the effect of the project on the form, • Sections 5.3, 6.3 and likely effects function, amenity and appearance of the 7.3 existing and evolving urban environment and • Sections 5.4, 6.4 and on local and neighbourhood character during 7.4 construction and operation phases • Chapter 6 Urban Design • Appendix C • Assess consistency with urban plans. • Sections 5.3, 6.3 and 7.3 • Chapter 6 Urban Design
Approach to • Describe the principles to be adopted to • Sections 5.4, 6.4 and manage ensure that the project’s built form continues to 7.4 integrate over the long term with local • Chapter 6 Urban Design performance character, creates the intended attractive appearance and enhances the public’s experience.
Table 2 Scoping requirements - Social, business, land use, public safety and infrastructure
Relevant section(s) of Aspect Scoping Requirement Land Use Planning Design Impact Assessment Key Issues • Changed accessibility for residents, including to • Sections 5.3, 6.3 and 7.3 community services or facilities resulting from • Technical report L Social construction works or from operation of the project • Technical report J Human health • Acquisitions of private property and temporary • Sections 5.3, 6.3 and 7.3 disruption and displacement of existing land use • Technical report L Social activities and infrastructure for project purposes • Technical report M Business • The compatibility of the proposal with existing land • Sections 5.3, 6.3 and 7.3 uses in the vicinity of the project area and the likely • Technical report L Social opportunities and constraints resulting from the • Technical report M project for future land use, including planned urban Business renewal precincts • potential for the project to stimulate changes in land • Sections 5.3, 6.3 and 7.3 use such as in the central city or in the outer west of • Technical report L Social Melbourne. • Technical report M Business
Priorities for • Describe the communities that may be affected by • Section 4.0 the project, and characterise the community values • Sections 5.1, 6.1 and 7.1 characterising that are threatened for example, community service • Technical report L Social the existing facilities used by community members and • Technical report J Human environment intangible elements, such as values shared by health particular groups • Chapter 5 Project Description
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Relevant section(s) of Aspect Scoping Requirement Land Use Planning Design Impact Assessment • Describe the land that may be required permanently • Sections 5.3, 6.3 and 7.3 or temporarily for the delivery of the project, • Technical report L Social including its current uses and sensitivities • Technical report M Business
• Describe broad terms current and proposed future • Sections 6.3 and 7.3 land uses or land use objectives for required and • Technical report L Social nearby land that may be affected temporarily or permanently by project activities, including the Port of Melbourne and industrial land west of the Maribyrnong River, and North and South Dynon, E- Gate, Arden Macaulay and Docklands urban renewal precinct
• Describe proximity of the project and work sites to • Section 7.3 major hazard facilities, sensitive receptors and associated buffers
• Describe the infrastructure, networks and other • Sections 5.3, 6.3 and 7.3 elements that provide for connectivity within and between communities, including walking and cycling routes, and detail the extent to which features may be disrupted or additionally loaded due to project works or activities
Design and • Describe measures to maintain community linkages • Section 5.3, 6.3, and 7.3 or replace linkages that may be disrupted by the • Sections 5.4, 6.4 and 7.4 mitigation project • Technical report L Social measures • Technical report J Human health
• Describe processes to be applied to gain access to • Section 1.0 land required for the project, including the approach • Section 4.2.1 to compensation and managing adverse effects for • Section 5.3.3 Land landowners and occupiers Acquisition • Section 6.3.3 Land Acquisition • Section 7.3.3 Land Acquisition • Section 9.3
Assessment of • Evaluate the consistency of the project with the • Sections 5.4, 6.4 and 7.4 policies and provisions of the Melbourne, Hobsons • Technical report M likely effects Bay, Maribyrnong and Wyndham planning schemes Business and other relevant land use planning strategies • Attachment I Legislation and policy • Analyse the effects of temporary and longer-term • Sections 5.3, 6.3 and 7.3 land use changes resulting from the project. • Technical report L Social • Technical report M Business
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Relevant section(s) of Aspect Scoping Requirement Land Use Planning Design Impact Assessment • Describe any benefits for social cohesion, business, • Sections 5.3, 6.3 and 7.3 land use, public safety or infrastructure from the • Technical report L Social project. • Technical report M Business
Approach to • Describe principles to be adopted to track actual • Section 5.4, 6.4 and 7.4 social, business, land use, public safety and • Technical report M manage infrastructure effects relative to predicted effects, Business performance including proposed trigger levels for initiating • Technical report J Human contingency actions. Outline potential contingency health actions.
Table 3 Scoping requirements- Landscape, visual and recreational values
Aspect Relevant section(s) of Scoping Requirements Impact Assessment
Key Issues • Potential adverse effects on valued urban • Sections 5.3, 6.3 and 7.3 landscapes and views during the day and night • Technical report N (e.g., light spill) resulting from construction phase Landscape and Visual works and operations.
• Potential temporary or permanent effects on public • Sections 5.3, 6.3 and 7.3 open space areas, affecting access to or enjoyment • Technical report N of recreational opportunities, in particular, West Landscape and visual Gate Golf Course, Hyde Street Reserve, McIvor Reserve and Donald Maclean Reserve, Yarraville Gardens and the Maribyrnong River, Moonee Ponds Creek, Stony Creek and Kororoit Creek corridors. Priorities for • Identify condition and uses of public open space • Section 4.0 and recreational facilities that could be occupied or • Sections 5.1, 6.1 and 7.1 characterising otherwise adversely affected by project construction • Technical report N the existing and permanent works. Landscape and Visual environment
Design and • Describe project design, management or offset • Section 5.3, 6.3 and 7.3 measures to avoid or minimise adverse effects on • Sections 5.4, 6.4 and 7.4 mitigation open space, recreational and environmental values • Technical report N measures resulting from the project, including during Landscape and Visual construction, and any opportunities for recreational • Chapter 6 Urban design uses to be redirected to alternative sites.
Assessment of • Identify / assess likely residual effects on use and • Sections 5.4, 6.4 and 7.4 enjoyment of open space and recreational activities, • Technical report N likely effects including with regard to public land to be used or Landscape and Visual occupied for project works. Technical report L Social
Approach to • Describe principles for monitoring effects on open • Sections 5.4, 6.4 and 7.4 space and recreational activities and the • Technical report N manage effectiveness of mitigation measures. Landscape and Visual. performance • Technical report L Social
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2.0 Project description
This section provides an overall summary of the West Gate Tunnel Project.
2.1 Overview
The West Gate Tunnel Project includes tunnels and an elevated road connecting the West Gate Freeway with the Port of Melbourne, CityLink and the city providing an alternative river crossing to the West Gate Bridge. The project also involves the widening of the West Gate Freeway (from the M80 Ring Road and Princes Freeway to Williamstown Road) and the Princes Freeway between the M80 interchange and Kororoit Creek Road and upgrades to the road connections. The West Gate Tunnel Project has three components: • West Gate Freeway – from connection to the M80 and Princes Freeway to the southern portals of the tunnels, this includes connections to Grieve Parade, Millers Road, Williamstown Road, Hyde Street and the West Gate Bridge.
• Tunnels – from the southern portals which connect to the West Gate Freeway and the northern portal which connect to the new elevated road, this includes the ventilation structures.
• Port, CityLink and city connections – from the northern portals of the tunnels to the city connections, a new elevated road that includes the Maribyrnong River crossing, connections to the Port of Melbourne, elevated roads along Footscray Road, and connections to CityLink and the city including the Wurundjeri Way extension.
These areas are illustrated in Figure 1 and described in more detail in the sections below. The West Gate Tunnel Project is proposed to be managed by a Freeway Management System, involving or together with ramp metering upgrades. This Freeway Management System would involve the installation of a Lane Use Management System and supporting Intelligent Transport System along the West Gate Tunnel Project. The project would also include improvements to pedestrian connections and the bicycle network, including the extension of the Federation Trail to Hyde Street, an elevated `veloway’ for cyclists above Footscray Road, connection to the Moonee Ponds Creek Trail and a new cycling bridges over Whitehall Street at Yarraville Gardens, over Footscray Road east of Moonee Ponds Creek and another adjacent to Dynon Road. The project would also create approximately nine hectares of new public open space.
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Figure 1 West Gate Tunnel Project
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2.1.1 West Gate Freeway
The upgrade of the West Gate Freeway comprises the following aspects: • Widening, associated pavement rehabilitation and carriageway separation of the West Gate Freeway in both directions to generally provide six through lanes each way and auxiliary lanes as required between Williamstown Road and the M80 interchange. • Widening of the Princes Freeway between the M80 interchange and Kororoit Creek Road to provide an extra outbound lane. • The six eastbound and six westbound lanes would be channelised using a safety barrier to create two separate carriageways of three lanes. • The eastbound lanes would have the following features: - The outer channel (outer three lanes) would be fed by the M80 Ring Road and Princes Freeway, and provide entry points to the West Gate Freeway from Grieve Parade, and Millers Road and exit points to Millers Road, Williamstown Road, the tunnel, Hyde Street and the West Gate Bridge. Traffic entering would have the option of entering the outer channel lanes (for access to Millers Road, Williamstown Road, Hyde Street or the tunnel) and would only be able to enter onto West Gate Bridge at one point, via a dedicated entry ramp near Williamstown Road. - The inner channel (three centre lanes) would provide direct access inbound to the West Gate Bridge from the M80 Ring Road and Princes Freeway. This would be a closed freeway, meaning that once a decision has been made to enter this channel it continues unbroken providing direct access to the West Gate Bridge. • The westbound lanes would have the following features: - The outer channel (outer three lanes) would be fed by the tunnel, the westbound Hyde Street ramp and the Williamstown Road entry ramp, and provide entry and exit to the West Gate Freeway at Millers Road, and exit only at Grieve Parade. - The inner channel (three centre lanes) would provide direct access outbound to the M80 Ring Road and Princes Freeway. This channel would include four lanes west of Williamstown Road until the left lane exits to the outer channel near the Newport Freight Railway Line to provide access from the West Gate Bridge to Millers Road and Grieve Parade. After this exit, as with the eastbound inner channel, this would be a closed freeway and would provide a direct route from the West Gate Bridge to the M80 Ring Road and Princes Freeway. The outbound carriageway of the Princes Freeway would be widened to five lanes between the M80 and Kororoit Creek Road interchanges. • Strengthening of existing bridges along the West Gate Freeway to accommodate High Productivity Freight Vehicles at higher mass limits. • Provision of emergency lanes in the central carriageways and stopping bays along the outer carriageways for emergency breakdown and maintenance vehicles. • Posted speed limit of 100 kilometres per hour from the M80 interchange to west of Williamstown Road. • Replacement of two existing pedestrian bridges spanning over the West Gate Freeway in the vicinity of Wembley Avenue and Rosala Avenue with Disability Discrimination Act compliant structures. These would be located within the vicinity of the existing structures, with alterations of the ramps and access to the bridges.
• Development of new connections to Hyde Street from the freeway to provide direct access for placarded loads, with the westbound freeway on ramp located to the south of the West Gate
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Bridge via a section of Simcock Avenue, and the eastbound freeway off ramp to Hyde Street location immediately north of the West Gate Bridge. • Improvements to the bicycle network along the West Gate Freeway corridor, including an upgrade to the Kororoit Creek trail between Geelong Road and Grieve Parade, connecting existing segments of pathways along the freeway and extending the Federation Trail off road to Hyde Street including grade separation of Williamstown Road and the Williamstown railway line to allow connectivity to the Bay Trail at Hyde Street and access in to the city. • Upgraded acoustic barriers along the West Gate Freeway. The location and height of these barriers would be determined by the impacts of noise generated from the freeway at nearby residences and other sensitive locations. Noise walls would be constructed from a combination of concrete and acrylic panels with the architectural design of the walls being a key component of the urban design of the project. • Relocation of a number of high voltage transmission towers alongside the West Gate Freeway and replacement of some towers with monopoles.
The West Gate Freeway component is illustrated in Figure 2.
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Figure 2 West Gate Freeway component
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2.1.2 Tunnels
The tunnel alignments under Yarraville comprises the following key aspects:
• Twin tunnels catering for three lanes of traffic in each direction, constructed using tunnel boring machines. The tunnel boring machines would be 15.6 metres in diameter, allowing for the three lanes and a vertical clearance of 4.9 metres within the tunnel. • The tunnels would also include cross passages between the two tunnels for access and in case of emergency. Cross passages would be provided at intervals of approximately 120 metres. West of Williamstown Road, the westbound tunnel would feature egress out and under passages beneath the road deck, leading to a muster point near the southern portal. • The westbound southern tunnel portal is located approximately 250 metres to the west of the Newport Freight Railway Line on the south side of the existing West Gate Freeway outbound carriageway, and the eastbound southern tunnel portal is located approximately 300 metres to the west of Williamstown Road on the north side of existing West Gate Freeway inbound carriageway. • The northern portal for both tunnels is located 100 metres east of Whitehall Street and 330 metres north of Somerville Road, west of the Maribyrnong River. • The eastbound tunnel is approximately 2.8 kilometres long, and the westbound tunnel is approximately 4 kilometres long. • Each tunnel would include ventilation structures located in close proximity to the exits of the tunnels, with the structure for the outbound tunnel located 150 metres west of the Newport Freight Railway Line, and the structure for the inbound tunnel located 60 metres east of Whitehall Street, 250 metres north of Somerville Road. These ventilation structures would be approximately 45 metres high, enclosed with an architecturally clad exterior that varies from approximately 40 metres to 55 metres high. • The Melbourne Water North Yarra Main Sewer that extends down Whitehall Street would be realigned between Youell Street and Somerville Road to the east side of the West Gate Tunnel alignment.
The tunnels component is shown in Figure 3.
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Figure 3 Tunnels component
2.1.3 Port, CityLink and city connections
The port, CityLink and city connections component would be a new elevated road with the following key aspects: • Bridges across the Maribyrnong River, including: - A central carriageway to connect the tunnels with twin viaducts above Footscray Road, requiring pier structures in the Maribyrnong River. - Separate on- and off-ramps to provide direct access to the Port of Melbourne (West Swanson Dock) via Mackenzie Road, requiring two separate bridge structures, each with two piers in the Maribyrnong River. • Twin viaducts for the east and westbound carriageways aligned along the centre of Footscray Road. The eastbound and westbound carriageways of Footscray Road would be modified to accommodate the piers of the viaducts. • A one-lane exit ramp from the eastbound viaduct connecting to Appleton Dock Road at the existing intersection with Footscray Road (to access East Swanson Dock, Victoria Dock and Appleton Dock). An entry ramp to the westbound viaduct starting on the west side of the Footscray Road overpass of the port rail lines completes the access connections to East Swanson Dock, Victoria Dock and Appleton Dock. • A two-lane entry ramp to CityLink northbound from the elevated road via a new ramp connection to the north-facing CityLink entry ramp from Footscray Road. • A two-lane exit ramp from CityLink southbound traffic to the elevated road.
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• Connection via ramps under CityLink onto Footscray Road and widening of the Footscray Road bridge over Moonee Ponds Creek. • A two-lane connection under CityLink to Dynon Road, with a new bridge over Moonee Ponds Creek with piers outside the waterway and a new intersection at Dynon Road. • Extension of Wurundjeri Way along the northern boundary of E-Gate to connect with Dynon Road, involving a new bridge over Moonee Ponds Creek with piers in the waterway, ramp connections to the elevated road ramps connecting to Dynon Road, a bridge over Dudley Street and widening of Wurundjeri Way between Dudley Street and Flinders Street. • A shared use path bridge over Whitehall Street from Harris Street to provide connectivity to the new shared use path bridge over the Maribyrnong River currently under construction to the south of Shepherd Bridge. • Grade-separated shared use paths for pedestrians and cyclists along Footscray Road, suspended between the elevated road above Footscray Road (a ‘veloway’), connecting with the Moonee Ponds Creek trail after crossing the creek on a new shared path bridge that replaces an existing rail bridge and a new shared path bridge adjacent to the Dynon Road bridge. The port, CityLink and city connections component is shown in Figure 4.
Figure 4 Port, CityLink and city connections component
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2.2 Construction
The key components of the West Gate Tunnel Project that need to be constructed include tunnels, elevated structures and surface roads requiring typical civil and structural works normally associated with major freeway projects. The main construction activities anticipated to be required within each component of the project are detailed in the sections below.
2.2.1 West Gate Freeway
Construction of the upgraded West Gate Freeway would involve:
• Site clearance, demarcation of working areas and establishment of construction site compounds adjacent to the freeway between the M80 interchange and Hyde Street.
• General earthworks, storage and removal of spoil (including the treatment of contaminated soil, where required), generally via the freeway network with site access also required via Blackshaws Road and New Street for the southern portal and via Williamstown Road, Francis Street, Hyde Street and Hudsons Road.
• Relocation of utility services including the relocation of a number of high voltage transmission towers alongside the West Gate Freeway.
• Development of infrastructure including surface roads, bridgeworks, shared use paths and other structural works.
• Development of ancillary infrastructure including noise barriers, gantries, lighting structures, barriers and the installation of drainage and water quality treatments.
• Landscaping and site reinstatement.
2.2.2 Tunnels
Construction of the tunnels under Yarraville would involve:
• Site clearance, demarcation of working areas and establishment of a major construction site compound adjacent to the northern portal. • The realignment of the Melbourne Water North Yarra Main Sewer. • Tunnel construction including excavation, boring and cut and cover methods. • Construction and delivery to site of large sections of pre-fabricated concrete for the tunnel lining, generally via the freeway network, and Footscray Road, Moreland Street and Whitehall Street to access the northern portal construction site. • Removal of tunnel spoil to a temporary spoil handling facility at 221 Whitehall Street (former Pivot site) via a fully enclosed elevated conveyor over Somerville Road, before being transported for disposal. • Construction and installation of above-ground infrastructure including a substation, staging areas, ventilation structures, drainage and water quality treatments and noise barriers. • Landscaping and site reinstatement.
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2.2.3 Port, CityLink and city connections
Construction of the port, CityLink and city connections would involve:
• Site clearance, establishment of construction site compounds and demarcation of working areas. This would require works to be undertaken within and around areas of existing operational rail. • General earthworks, storage and removal of spoil (including the treatment of contaminated soil, where required) and the relocation of utility services. • Development of infrastructure including surface roads, viaducts, bridgeworks and other structural works including the development and delivery to site of large pre-fabricated concrete and steel structures for the Maribyrnong River crossing, viaducts and the city connections, transported via CityLink and Footscray Road. • Rail infrastructure modifications and relocation works to accommodate the new infrastructure. • Development of ancillary infrastructure including noise barriers and the installation of drainage and water quality treatments. • Landscaping and site reinstatement.
2.2.4 Construction timing, hours and workforce
Construction activities would occur simultaneously across the three project components to reduce overall construction duration. Construction activities would be planned and constructed to minimise impacts on the local community. In many instances the nature and volume of works would require construction activities to occur outside of daylight hours. Anticipated night-time and extended shift work includes: • Works on the West Gate Freeway, CityLink and arterial road reserves • Works in rail yards and over rail lines • TBM operation for the construction of the tunnels • TBM operation for the realignment of the North Yarra Main Sewer • Asphalt placement on the West Gate Freeway • Spoil disposal.
The dates and hours of these works would be detailed in the CEMP and would require approval
It is anticipated that the construction program would last approximately five years. Table 1 provides a broad overview of construction activities and timing.
Table 1 Construction activities and timing
Component Timing
West Gate Freeway 2018 - 2022 Tunnels 2018 - 2021 Port, CityLink and city connections 2018 - 2021 Site-wide activities 2018 - 2022
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2.3 Operation and maintenance
Operation and maintenance of the West Gate Tunnel Project would involve:
• Operation of the West Gate Tunnel Project from a new operations centre via a Freeway Management System, with ramp metering upgrades. This would include a Lane Use Management System and supporting Intelligent Transport System along the West Gate Tunnel Project. • Emergency response plans and incident management procedures. These would be implemented from the new operations centre utilising the Freeway Management System infrastructure such as the Lane Use Management System. This would ensure ease of access for emergency services and continued safe operation to other users of the freeway in such circumstances. • Routine and lifecycle maintenance activities throughout operation. • Monitoring and management of any areas of environmental sensitivity such as heritage sites and water bodies in accordance with the relevant approvals. • Operation of tunnel ventilation systems and air quality monitoring from the tunnel ventilation structures.
2.4 Land use planning considerations in the design development
Development of the design of the West Gate Tunnel Project has been an iterative process, with consideration of land use planning and environmental risks being central to design evolution. Key commitments and responses that are reflected in the design to minimise land use impacts include:
• The design maintains a commitment to deliver the project without the need to acquire residential properties. As such, there would be no acquisition of existing residences. Impacts on residential properties would be limited to: - Sub-surface strata acquisition - The acquisition of a small strip of land already encumbered with an existing transmission tower and easement - The creation or variation of existing easements on properties (eight in total) associated with the 220kV transmission line. • The West Gate Freeway component stays within, or as close as possible to, the existing freeway road reserve. • The tunnel design minimises impacts to open space, residents and community facilities by minimising above ground infrastructure in close proximity to residential properties. • The westbound southern tunnel portal is located in an industrial area, away from sensitive residential receptors. • The ‘north-south’ Hyde Street connection includes on-off ramps close to the existing West Gate Bridge access lanes via a northern off-ramp over a portion of Hyde Street Reserve, and a southern on-ramp within the Spotswood Industrial Precinct well separated from nearby sensitive uses including dwellings, a kindergarten and golf course. • The majority of infrastructure in the port, CityLink and city connections component would be elevated over existing road reserve and over land currently zoned or used for industrial, port or road and rail infrastructure purposes
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3.0 Methodology
This section describes the methodology that was used to assess the potential impacts of the West Gate Tunnel Project during construction and operation. The methodology describes the specific data, methods and tools used to undertake the impact assessment. It also explains the application of the EES risk assessment method as part of the impact assessment process.
An environmental risk assessment has been central to the development and planning process for the West Gate Tunnel Project. The risk based approach is integral to the preparation of the EES as required by Section 4.1 of the scoping requirements. It enabled the key environmental risks associated with the project to be identified and prioritised in the subsequent impact assessments. The risk and impact assessment process has been iterative and informed the development of the project design and the EPRs, which define the environmental outcomes the project must achieve. The assessment process is set out in Figure 5.
To explain how the risk process informs the impact assessment, the following definitions of risk and impact are provided:
• A risk is a function of the likelihood of an adverse event occurring and the consequence of the event should it occur • An impact relates to the outcome of an event in relation to sensitive assets, values and uses.
The risk assessment provides a filter to identify the key project risks, to ensure the impact assessment is focused on the most significant risks. The impact assessment is used to develop a detailed understanding of the nature, scale and duration of potential impacts and the mitigation measures required to reduce risks. Benefits are considered in impact assessments but not in risks assessments.
The assessment considered planned events as well as risk events, defined as:
• Planned events cause an impact to a particular asset, value or use of the environment that can be predicted but is necessary to facilitate the construction of the project • Risk events are uncertain events or conditions which, if they occur, will have a negative impact on an asset, value or use of the environment during the construction or operation of the project.
To enable project risks that relate to the land use planning impact assessment to be identified, the following numbering convention has been applied:
• Land Use Planning Risk ID – LUPR1, with all environmental risks numbered sequentially (i.e. LUPR2, LUPR3)
3.1 Environmental Performance Requirements
The EPRs define the environmental outcomes the project must achieve during its construction and operation, regardless of the specific design solutions adopted.
A performance-based approach to developing the EPRs has been adopted by defining the legislative and policy requirements and project commitments the project must meet, while allowing flexibility to accommodate innovation during detailed design.
An initial set of EPRs were developed based on standard requirements for road and tunnel projects. The initial EPRs were applied during the initial risk assessment. The land use planning impact
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assessment is closely aligned with, and should be read in conjunction with, all other technical specialist reports forming part of the EES. In particular, amenity is considered more holistically from a land use planning perspective, taking account of potential amenity impacts associated with noise, air quality, vibration and visual impact. The detailed assessment of these potential amenity impacts are contained within other technical specialist reports (refer to Section 3.6). The land use planning impact assessment therefore relies on a range of EPRs from these other technical disciplines.
To enable the initial EPRs to be identified, the following numbering convention has been applied:
• Environmental Performance Requirement ID: - Land Use Planning – LPP1, with all EPRs numbered sequentially (i.e. LPP2, LPP3)
• Environmental Performance Requirement ID’s for other specialisms cross referenced in this report: - Environmental Management – EMP1 - Transport – TP1 - Air Quality – AQP1 - Noise and Vibration (Surface) – NVP1 - Social – SP1 - Business – BP1 - Landscape and Visual – LVP1 - Ground Movement – GMP1 - Groundwater – GWP1 - Historical Heritage – CHP1 - Contamination and Spoil Management – CSP1.
The EPRs have been refined as the project has developed. EPRs have evolved during the impact assessment to further mitigate risks where appropriate, taking into account the study findings.
A set of recommended EPRs was developed upon completion of the impact assessment process. The recommended EPRs will be assessed and refined during the EES assessment and a complete list of EPRs will be incorporated into the Environmental Management Framework that would govern construction and operation of the West Gate Tunnel Project.
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Figure 5 Overview of the risk and impact assessment process
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3.2 Existing conditions
The existing conditions assessment was used to establish the study area and provide a baseline for assessment of current land use.
3.2.1 Study area
The indicative extent of investigation for the land use planning impact assessment is illustrated in Figure 6. More detailed mapping indicating the extent of the design is provided in Appendix A of this report. The study area focuses on land directly within the project corridor rather than the wider area as the key purpose of the land use planning impact assessment is to identify the direct land use and built form impacts of the project. For this reason, municipal Councils that are not within the study area such as the City of Brimbank, have not been included within this assessment. The study area also includes key strategic redevelopment sites where there may be a relationship between the site and the project, and those areas proposed for temporary occupation areas and utility upgrade locations which may sit just outside the design alignment shown in Figure 1.
Descriptions of the boundaries of each component are as follows:
• West Gate Freeway – widening the West Gate Freeway from 8 to 12 lanes from near the M80 interchange to the southern portals of the tunnel, and includes connections to Grieve Parade, Millers Road, Williamstown Road, Hyde Street and the West Gate Bridge • Tunnels – from the southern portals which connect to the West Gate Freeway through to the northern portal which connects to the new bridge over the Maribyrnong River, and includes the ventilation structures • Port, CityLink and city connections - from the northern portal of the tunnel to the city connections, this includes the Maribyrnong River crossing, connections to the Port of Melbourne, elevated roads along Footscray Road and connections to CityLink and the city including the Wurundjeri Way extension.
It is acknowledged that there may be project impacts beyond the immediate study area, however such impacts are generally considered to fall outside the scope of this report. For example, there may be traffic impacts associated with the project that occur beyond the land use planning impact assessment study area. The potential for such impacts are addressed in other technical reports including Technical Teport A Transport and Technical Report L Social.
3.2.2 Establish existing conditions
Each of the three project components includes a summary of existing conditions. The purpose of the existing conditions review is to identify and describe current land uses in and around the study area. It is important to note that the existing land use description does not necessarily correlate with the intended future land use framework as articulated via land use zoning or strategic planning policies and structure plans (such as industrial areas earmarked for redevelopment).
Desktop assessment and baseline data review
A detailed desktop assessment was undertaken, utilising various reports, land use planning databases and literature to understand the existing conditions within the study area. The following baseline data was reviewed as part of the desktop assessment:
• Publicly accessible aerial imagery and ground level photography, including aerial photography overlayed with the design (road alignment, ramps, tunnels, temporary occupation areas, bridges, and utility relocations), 3D visualisations and elevation renders of the design. 09-May-2017
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• The legislative context which applies to land contained in and around the study area, including the metropolitan planning strategy Plan Melbourne 2017-2050, applicable planning schemes including the Wyndham, Hobsons Bay, Maribyrnong, Port of Melbourne and Melbourne Planning Schemes, the State Planning Policy Framework and Local Planning Policy Framework.
This included land use definitions, zones, overlays and other provisions, and any recent Planning Scheme Amendments, current strategic planning work and future amendments. Relevant planning provisions within the study area were assessed via a review of Planning Maps Online (DELWP, 2015).
• State and local government planning strategies, structure plans and concept designs relating to land use planning on affected land using land use planning databases, information tools and reports.
• Current planning permit applications and recently approved permits (from November 2011) within the study area, obtained via local government and state agency websites and stakeholder feedback. As planning schemes and strategic planning studies are constantly evolving, this impact assessment is based on the relevant planning scheme as of November 2016.
• Land data, including ownership details, tenure, land use and scope of project requirements which inform the process to be followed. This process may include acquisition, temporary occupation, divestment, revocation or reservation depending on land status and proposed project use. Data was considered in the context of the overall impact of the project requirement on land use, built form or strategic policy.
Site visits and consultation
In addition to a consideration of baseline data via a desktop assessment, the following activities were undertaken:
• Site visits conducted on 4 April 2016, 22 July 2016 and 9 November 2016 to observe and photograph the study area and surrounds (including utility relocation areas and temporary occupation areas). Site visits were conducted on foot and by car. The third visit included the localities sited directly above the underground tunnels (Yarraville).
• Stakeholder inputs in the form of data and policy explanations and clarifications
• Reviews of community feedback from consultation completed by the project team
• Consultation with relevant State and local government agencies (further detailed in Section 3.5. below).
The outcome of the site visits and consultation further informed the assessment of existing and likely future land use planning impacts in the study area.
Specific details of the existing conditions for each component of the project are outlined in sections 5.1, 6.1 and 7.1 of this report.
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Figure 6 Study area
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3.3 Risk assessment
The risk assessment process followed the approach set out in International Standard (ISO 31000:2009). It involved identifying and evaluating potential interactions between the project components and activities and sensitive assets, values and uses, to identify what are known as risk pathways.
The following tasks were undertaken to identify, analyse and evaluate project risks:
• Review project components and activities in parallel with existing assets values and uses in the project area, to identify risk pathways for both the construction and operation of the project
• Apply initial EPRs and assign likelihood and consequence levels to determine an initial risk rating
• Test assumptions and preliminary risk ratings through a workshop with the Technical Reference Group (TRG)
• Use initial risk ratings to identify the key risks requiring detailed examination in the impact assessment
• Undertake impact assessment and identify additional EPRs required to further mitigate risks
• Reassess project impacts and determine residual risk taking into account any additional EPRs.
3.3.1 Identify risk pathways
Risk pathways were developed for each of the specialist areas considered in the EES.
Potential receptors were established from the existing conditions assessment by identifying environmental assets, values or uses that are protected by legislation and policy, important to the local community (or wider geographic area) or are likely to be impacted by the project.
Potential causes or sources of risk were identified by considering the broad types of impacts that may occur as a result of the construction and operation of a major transport project. This included the type of construction, proposed infrastructure and operations and the location of the project.
The receptors and the causes and outcomes of potential risks were combined to identify the risk pathways, which were then assessed in terms of likelihood and consequence to determine the risk rating for each pathway.
3.3.2 Risk rating
The initial risk rating was determined by:
• Applying the initial EPRs that would be implemented to mitigate individual risks
• Assigning a likelihood and consequence to each risk pathway using the guides in Table 4 and Table 5 below
• Using the risk matrix in to determine the risk rating for each risk pathway.
The likelihood of the potential impact occurring takes into account the probability of the maximum credible consequence as described in the consequence guide. The consequence guide was
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developed based on a review of past projects, professional judgement and experience, input from the Technical Review Group and taking into account key project issues.
Table 4 Likelihood guide
Descriptor Explanation
Almost Certain The event is expected to occur in most circumstances
Likely The event will probably occur in most circumstances
Possible The event could occur
Unlikely The event could occur but not expected
Rare The event may occur only in exceptional circumstances
Table 5 Consequence criteria
Aspect Insignificant Minor Moderate Major Severe
Land use Land use Land use changes Land use changes Land use changes Land use planning – changes broadly consistent somewhat significantly changes planning entirely with planning inconsistent with inconsistent with inconsistent policy consistent with policies, strategic local planning regionally/ state with nationally planning plans and relevant policies, strategic significant significant policies, development area plans and relevant planning policies, planning strategic plans structure plans development area strategic plans policies and and relevant with a limited structure plans and relevant strategic plans. development impact on with a moderate development area Permanently area structure capacity to impact on the structure plans affects capacity plans. provide land for capacity to with a major to provide land residential or provide land for impact on the for nationally economic growth. locally significant capacity to significant residential or provide land for residential or economic growth. state significant economic residential or growth. economic growth.
No effect on Temporary effect Permanently Permanently Permanently ability for on ability for affects ability for affects ability for affects ability for existing land existing land use existing land use existing land use existing land use to to continue in to continue in to continue in use to continue continue in accordance with accordance with accordance with in accordance accordance planning policies/ local planning regionally/ state with nationally with planning strategic plans. policies/ strategic planning policies/ significant policies/ plans. strategic plans. planning strategic policies/ plans. strategic plans.
Table 6 Risk assessment matrix
Consequence Likelihood Insignificant Minor Moderate Major Severe Almost Certain Medium Medium High Extreme Extreme Likely Low Medium High High Extreme Possible Low Medium Medium High High Unlikely Low Low Medium Medium Medium Rare Low Low Low Low Medium
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The full risk register is provided in Appendix D. The risk assessment results for the West Gate Freeway, tunnels and port, CityLink, and city connections are discussed in detail as part of the impact assessment in Sections 5.3, 6.3and 7.3 respectively.
3.4 Impact assessment
The study has assessed the planned (known) land use planning impacts and the risk of additional (uncertain) land use planning impacts that the project would or may have on land use, built form and strategic policy within each of the three component areas of the project. An assessment of the potential land use impacts associated with project infrastructure includes the road alignment, on/off ramps, temporary occupation areas, tunnels, tunnel portals, ventilation outlets, bridges and road viaducts, utility relocation (power and sewer.
Where necessary, EPRs have been included to avoid, minimise and/or offset land use planning impacts, and recommendations have been made for additional EPRs to further reduce potential impacts resulting from the project. For the purposes of this report, land use planning impacts have been categorised into land use, built form and strategic policy impacts further detailed in Table 7.
Table 7 Land use planning impact categories
Category Description
Land use impacts The impact assessment was limited to consideration of whether the project would have a land use impact under the following circumstances: • Temporary occupation or permanent property acquisition involving a high level assessment of the likely impacts on overall land use, built form and strategic policy as a result of occupation or acquisition. It is worth noting that no acquisition would result in a loss of residential dwellings as residential property impact would be limited to strata (sub-surface) acquisition for the tunnels component or works within existing easements • Permanent changes to zoning that alters the key purpose (and thereby use and development) of the land, noting this most commonly takes the form of rezoning of land to Road Zone • Temporary or permanent loss of access • Reduction of air, noise and amenity values – only where the baseline conditions are an intrinsic requirement for the function of a particular land use (for example a school or child care centre).
Land acquisition Locating the West Gate Tunnel Project construction works and structures largely within the existing road reserve means that property acquisition requirements for the project have been kept to a minimum. Land acquisition would be undertaken in accordance with the requirements of the Land Acquisition and Compensation Act 1986 (LAC Act) and Major Transport Projects Facilitation Act 2009 (MTPF Act).
In developing and assessing options for the West Gate Tunnel Project works, a core principle was to avoid the acquisition of residential property, either for permanent structures or for construction purposes. As such, no residential properties would need to be acquired for the project. The project has also been designed to minimise impacts on public open space and careful consideration has been given in developing the project to minimise impacts on Stony Creek Reserve, Hyde Street Reserve, Crofts Reserve, Donald McLean Reserve and the Westgate Golf Club.
A number of commercial and industrial properties are likely to be compulsory acquired and compensation would be paid in accordance with the LAC Act. Where temporary occupation of private land is necessary, compensation would also be paid and it is anticipated that the existing use could be resumed after construction is complete. Any surplus land would be 09-May-2017
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Category Description managed in accordance with the Victorian Government Landholding Policy and Guidelines. This would occur after the end of the construction phase of the project.
Changes to property value (for example, as a result of increased traffic conditions or a decrease in amenity) and amenity values (other than those described above) were not considered to be land use impacts for the purposes of this assessment in accordance with the scoping requirements. Amenity values have been addressed separately by other technical assessments forming part of the EES.
Built form impacts The impact assessment focused on a consideration of whether the project would have an impact on built form in the following circumstances: • Demolition of existing buildings • Temporary or permanent restriction on the development (built form) potential of a site(s) that would not be in accordance with an established planning framework (such as zoning or structure plans) • Temporary or permanent restriction on the construction of existing committed development in accordance with extant development approvals.
Strategic policy The impact assessment focused on a consideration of whether the project would have an impact on strategic policy (redevelopment precincts) where intended land use and impact development outcomes would be constrained by the following factors: • Changes to overall size of a property (through acquisition or severance/ loss of connectivity) • Changes to level of access • Restriction on the ability to provide the intended use.
Determination of potential impact also considered the maturity of development proposal and associated ability for future site planning to respond to proposed infrastructure.
The West Gate Tunnel Project is located within close vicinity of a number of key urban renewal precincts and suburbs of strategic importance to Melbourne’s growth (referred to as key strategic policy areas) as outlined in Figure 7 Urban renewal areas and key strategic policy areas.
Analysis in this report considers those precincts which are directly impacted by the project within the study area, including Bradmill, Precinct 15, Arden-Macaulay, E-Gate and Docklands.
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Figure 7 Urban renewal areas and key strategic policy areas
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3.5 Stakeholder engagement
A program of engagement with stakeholders and the community has been undertaken to support the preparation of the West Gate Tunnel Project EES and, more broadly, to assist in the development of the project (refer to EES Attachment III Stakeholder and community engagement report).
Agencies and councils have been engaged through the Technical Reference Group and through individual meetings and workshops, and provided extensive review and advice which has informed the preparation of the EES. Specific stakeholder engagement undertaken as part of this assessment is summarised in Table 8.
For the purposes of the land use impact assessment, the City of Brimbank was excluded from the assessment as the municipal boundaries are located outside of the project area. Table 8 Record of stakeholder engagement undertaken as part of the land use planning impact assessment
Activity Date Matters discussed Outcomes
Meetings with May-June Initial stakeholder engagement Each council raised a range of Brimbank, 2016 meeting to discuss various project matters to be taken into Hobsons Bay, impacts, including land use and consideration during the preparation Maribyrnong, associated potential impacts. of this assessment. Melbourne councils
Risk workshop 13/07/2016 Introduction to the risk assessment Defined land use impacts AECOM, process within the EES, overview of consequence guide to inform the risk DELWP, TRG, draft consequence guide, likelihood register development. council guide, impact pathways and risk representatives register.
Presentation of 01/09/2016 Introduction of draft impact TRG Members were briefed and preliminary assessment results through a preliminary questions were findings - TRG presentation to the TRG. discussed. Relevant points were considered in the final drafting of the land use planning impact assessment.
A greater understanding of existing Meeting with the 09/09/2016 Land use impacts associated with planning permits within the City of the port, CityLink and city Docklands Precinct and land use Melbourne connections including E-Gate, impacts on key council strategies. Docklands, Arden Macaulay and Dynon. An understanding of the land use Meeting with 12/09/2016 Land use impacts associated with impacts that the West Gate Tunnel Maribyrnong the West Gate Freeway, tunnels and Project would have for the City of City Council port connections (including the Maribyrnong and the strategic proposed bridge across Maribyrnong direction for land uses adjacent to River). the Maribyrnong River (south of Footscray Road).
Land use impacts associated with Meeting with 20/09/2016 The key outcome of the meeting was temporary and permanent land Hobsons Bay a greater understanding of strategic acquisition, including a review of City Council work being undertaken for Precinct relevant planning permit applications. 15 and approved development along the West Gate Freeway road corridor.
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Activity Date Matters discussed Outcomes
A greater understanding of the Meeting with 21/09/2016 Land use impacts associated with strategic direction of Docklands and Places Victoria the city connections including the potential land use and built form Batman’s Hill and Digital Harbour. impacts.
Community feedback has been gathered through over 4000+ face-to-face discussions at over 75 community engagement events including community consultation sessions, pop-up display hubs and local information displays.
These events featured targeted information on specific impacts of interest to communities, and were attended by a range of specialists so attendees could talk with someone with expertise in key community areas of interest.
Online engagement, workshops on key topics with community groups and monthly meetings of the project’s Community Liaison Group have also helped the project team understand and capture community and stakeholder concerns and ideas for consideration in the project’s development and preparation of the EES.
Feedback gathered at each stage of the project’s development has been captured through feedback forms, minutes and a range of consultation reports, and feedback relevant to this impact assessment has been considered by the land use planning specialists. Key feedback in relation to land use planning ensures that State and local land use guidance is considered in the impact assessment, and that concerns about potential impacts on planned or potential urban renewal sites and on open space and recreation areas valued by local communities are also considered.
Table 9 summarises feedback provided during community engagement and how this feedback has been considered in the preparation of this impact assessment.
Table 9 Summary of feedback from community engagement
Feedback regarding land Consideration in impact assessment use planning
Requests to ensure that State A range of State and local strategies and plans are in effect throughout the and local strategies and plans project area and seek both to protect existing land uses and promote urban guiding land use and renewal in key precincts. This impact assessment included a review of the development have been legislative context which applies to land contained in and around the project considered in the project’s area, including the metropolitan planning strategy Plan Melbourne 2017-2050 development. and applicable planning schemes including the Wyndham, Hobsons Bay, Maribyrnong, Port of Melbourne and Melbourne Planning Schemes, the State Planning Policy Framework and Local Planning Policy Framework. An assessment of the project in relation to strategic policy areas is provided in Sections 5.3.4, 6.3.4 and 7.3.4.
The importance of open space The provision and ongoing availability of public open space is an important and concerns that construction factor towards the functionality of various residential communities through the works would reduce access, project area. The review of existing land use and identification of potential risks use and enjoyment of open included a particular focus on the ongoing availability of and accessibility to space including Donald McLean open space. The potential effect of the project on availability and functionality Reserve, Hyde Street Reserve, of public open space is discussed in Sections 5.3, 6.3 and 7.3. Yarraville Gardens and Hanmer Reserve and Moonee Ponds Creek.
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Feedback regarding land Consideration in impact assessment use planning
The importance of open space In addition to physical availability and access, the functionality of public open and concerns that air quality space is also dependent upon the level of amenity achieved during and noise impacts from construction and operation of the project. Air and noise emissions may affect operation would reduce the use of public open space temporarily during construction. EPRs are access, use and enjoyment of proposed to assist in the management of amenity outcomes during open space including Donald operation. Technical report H Noise and vibration (Surface) and Technical McLean Reserve, Hyde Street report G Air quality provides an assessment of air and noise emissions with Reserve, Yarraville Gardens regard to relevant policies and standards. and Hanmer Reserve and Moonee Ponds Creek.
Concern that the Dynon Road E-Gate is one of a number of strategic policy areas throughout the project connection and extension of area where significant urban renewal is expected to occur. Whilst no detailed Wurundjeri Way would redevelopment plan for E-Gate is publically available, this impact negatively impact the assessment considers the land requirements and physical infrastructure and development potential of E- subsequent future ability to redevelop the precinct. Section 7.3 provides a Gate discussion of the potential effect on this precinct and recommended EPRs.
Requests to improve The project area contains a range of existing and planned open space connections to open space and connections. The review of existing land use and identification of potential areas such as waterways such risks included a particular focus on the ongoing function of open space and as the Maribyrnong River and open space corridors. Sections 5.3, 6.3 and 7.3 provide a discussion of how Moonee Ponds Creek. the project would retain or reinstate exiting open space and associated connections. Whilst the provision of future connections is the responsibility of local councils, the assessment considers whether the project affords the ability to provide connections in accordance with existing plans and policies.
3.6 Links to other technical reports
As outlined in Sections 3.1 and 3.6, the land use planning impact assessment is closely aligned with and should be read in conjunction with all other technical specialist reports forming part of the EES. For land use planning, this is particularly relevant when considering impacts on amenity. Key contributors to the quality of amenity include traffic, noise and vibration, air quality, visual impact as well as connectivity to open spaces and services. These potential amenity impacts as a result of the project are considered in detail within these other specialist reports.
The reports considered to be most relevant to the land use planning impact assessment are referenced throughout this report and are briefly summarised below. As outlined in Section 3.1, the land use planning impact assessment also relies on a range of EPRs from these technical disciplines.
3.6.1 Technical report A Transport
The transport impact assessment assesses the impacts on the transport network in the immediate vicinity of the project (local area).The report identifies key management measures, such as maintenance of road access on the surrounding network to ongoing viability of particular land uses throughout construction (for example the port and supporting businesses). Transport impacts associated with the West Gate Tunnel Project may affect noise, air quality, health and safety and access and connectivity which may influence land use, built form and strategic policy outcomes.
3.6.2 Technical report F Ecology
The ecology impact assessment investigates the impacts on ecology including an analysis of impacts on areas of open space and the impact on their ability to support flora and fauna.
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3.6.3 Technical report G Air quality
The air quality impact assessment considers the impacts of the project against the existing environment taking account of ambient air quality, meteorology, topography and sensitive receptors in the study area. Monitoring data of local air quality has been used for the assessment of emissions from the runnel ventilation structures and surface roadways. The combined effect of amenity impacts including air quality, noise, vibration and visual impact may influence land use, built form and strategic policy outcomes.
3.6.4 Technical report H Noise and vibration (surface)
The noise and vibration (surface) impact assessment explores potential traffic noise and vibration impacts and undertakes modelling to assess potential amenity impacts to sensitive uses. The combined effect of amenity impacts including air quality, noise, vibration and visual impact may influence land use, built form and strategic policy outcomes.
3.6.5 Technical report L Social
The social impact report assesses ‘neighbourhood study areas’ for the purpose of describing the social conditions. The study areas include Laverton North, Altona North, Brooklyn, Yarraville, Spotswood-South Kingsville, Seddon, Footscray, West Melbourne and Docklands. Amenity values can influence the social impacts of the project which may be reflected in land use and built form outcomes.
3.6.6 Technical report M Business
The business impact assessment identifies wholesale, freight, logistics and manufacturing activities occurring within the study area and notes that many of the businesses in the region are dependent on a reliable transport network that enables efficient movement of goods, including to and from the Port of Melbourne. The report identifies potential short and long-term disruptions to some of these businesses, particularly during the construction phase, as a result of changes to traffic levels and access. It also provides a more detailed description of operational impacts upon existing businesses as a result of partial and full property acquisition. Land use impacts may occur where businesses suffer permanent loss of access or the particular land use to operate is no longer viable.
3.6.7 Technical report N Landscape and visual
The landscape and visual impact assessment report describes baseline landscape and visual conditions, identifying potential highly sensitive receptors and providing a visual impact assessment of the design. The combined effect of amenity impacts including air quality, noise, vibration and visual impact may influence land use, built form and strategic policy outcomes.
3.6.8 Technical report O Aboriginal cultural heritage
The Aboriginal cultural heritage impact assessment report identifies areas of Aboriginal Cultural Heritage within and around the study area and provides an assessment of the likely impacts resulting from the project.
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3.6.9 Technical report P Historical heritage
The historical heritage impact assessment identifies a number of Heritage Overlays that may be affected by the project and documents the heritage values within and around the study area, including any loss of historical assets that contribute to the character and built form of a local area.
3.6.10 Chapter 6 Urban design
Chapter 6 of the EES outlines the urban design strategy for the West Gate Tunnel Project which is further supported by Technical report N Landscape and visual, also referenced above. The approach to urban design can influence amenity, built form and connectivity throughout the study area.
3.6.11 Attachment IV Planning scheme amendment
The development and use of the West Gate Tunnel Project would be facilitated via a planning scheme amendment to the Wyndham, Hobsons Bay, Maribyrnong, Port of Melbourne and Melbourne Planning Schemes further detailed under Section 4.3.3 of this report. The Strategic Assessment Report is contained within the planning scheme amendment package forming part of the EES. It outlines the State’s assessment of the project against strategic planning policy.
3.7 Limitations and assumptions
The findings of this report are subject to the following assumptions and limitations:
AECOM is not responsible for the accuracy of third party data. The approach to construction would be driven by the successful construction contractor in accordance with the requirements set out in legislation and the EES. Planning permit applications have only been reviewed where it was determined that they may have material impact on West Gate Tunnel Project. Applications for minor works were not assessed. For the purposes of this report, land use terms are defined as per Clause 74 – Land Use Terms of the Planning Scheme. The appropriate land use planning definition for the works associated with the West Gate Tunnel Project is ‘road’. The activities above are considered to fall within the ordinary meaning of a ‘road’ or as ‘roadworks’. The Planning and Environment Act 1987 defines road as including a ‘highway, street, lane, footway, square, court, alley or right of way, whether a thoroughfare or not and whether accessible to the public generally or not’. The level of commentary regarding the effect upon future land use within urban renewal and development precincts was dependent upon the nature of publically available information. Where detailed development proposals were unavailable, matters such as residual property size, severance and access, and any strategic policies under development were considered to determine whether a precinct: - would remain suitable/viable for development for its intended land use based on current zoning or strategic policy - could continue to support established land uses following completion of the project. This assessment does not consider the perceived or actual impact of the project on residual land values which do not form part of the scoping requirements for the land use planning impact assessment of the EES. The report refrains from identifying setback or built form requirements that could significantly limit the future development of strategic sites. It is understood that such issues would be more
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thoroughly addressed in future strategic master planning documents which are the responsibility of Local and State Government Agencies. Planning schemes are dynamic and subject to change over time. This impact assessment is based on the relevant planning schemes and strategic planning studies as of April 2017. The availability of planning application data for each local jurisdiction as of April 2017 was limited to: - Hobsons Bay City Council – most recent 200 planning applications per suburb - City of Melbourne – all planning applications for the last 2 years - Maribyrnong and Wyndham city councils – current advertised planning applications - Department of Environment, Land, Water and Planning (DELWP) (port land) – all planning applications since early 2000s With respect to property acquisition: - Acquisition of residential property would be limited to strata (sub-surface) acquisition below required for the tunnels component - The assessment of land acquisition requirements considers whether properties are impacted temporarily or permanently as identified by the design and represents a high level assessment of the likely impacts on overall land use, built form and strategic policy as a result of the project land requirements. - Works to utility installations (transmission lines, sewer lines) within an existing easement do not fall under the umbrella of property acquisition as it represents an existing tenure arrangement provided that new works are permitted in accordance with the conditions of that existing easement.
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4.0 Legislation and policy
Section 4.5 of the scoping requirements for the West Gate Tunnel Project (April 2016) requires the EES to identify relevant legislation, policies, guidelines and standards, and assess their specific requirements or implications for the project, particularly in relation to required approvals that may involve legislation referred to in Section 3.3 of the scoping requirements.
Identification of key implications, likely approvals, interdependencies and information requirements has informed the planning policy context and identified planning requirements associated with the project under the Environment Effects Act 1978. Legislation, policies, guidelines and standards applicable to land use planning are outlined below and in more detail in Appendix B.
4.1 Commonwealth legislation
Commonwealth legislation applicable to the West Gate Tunnel Project includes the Environment Protection and Biodiversity Conservation Act 1999 and the Native Title Act 1993. Further information regarding this legislation is contained within Appendix B of this report.
4.2 State legislation
Victorian legislation contains a number of Acts that are relevant to the West Gate Tunnel Project. These include the:
• Major Transport Projects Facilitation Act 2009 • Transport Integration Act 2010 • Planning and Environment Act 1987 • Environment Effects Act 1978 and the Environment Protection Act 1970 • Flora and Fauna Guarantee Act 1988 • Aboriginal Heritage Act 2006 and the Heritage Act 1995 • Coastal Management Act 1995 • Conservation, Forests and Lands Act 1987 • Crown Land (Reserves) Act 1978 • Land Act 1958 • Land Acquisition and Compensation Act 1986.
Further information regarding this legislation is contained within Appendix B of this report.
4.2.1 Land acquisition Introduction
The power to compulsorily acquire land is generally only available to government agencies authorised under specific legislation. The legislative mechanism for the delivery of the West Gate Tunnel Project is the Major Transport Projects Facilitation Act 2009 (MTPF Act) (further detailed at Appendix B).
In terms of land delivery for major transport projects, the MTPF Act not only provides for the compulsory acquisition of land, it enables access to public land and provides a number of advantages
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in relation to land required for easements and temporary occupation. It also facilitates the licencing of land during the construction period, as well as the lease of the land at the completion of the project.
Where land is permanently required for works but those works are either underground or overhead, an acquisition in strata is possible. This often has the advantage of allowing the existing use of the land to continue uninterrupted. Underground strata would need to be acquired from a number of titles where the West Gate Tunnel Project tunnels pass under properties. The property at surface level is not required in this type of acquisition.
Important considerations in relation to the application of the various powers available under the MTPF Act are whether:
• The land is required for temporary or permanent works • The land would be part of the declared road and included in the lease issued at the conclusion of the works.
Where land is required only temporarily, for example to store materials or in order to provide access to a work site, the MTPF Act allows that both public and private land may be used provided appropriate notice is given and compensation is paid. If temporary occupation of public land is required during the project’s construction, the WDA may use the provisions of the MTPF Act and LAC Act to use, occupy or access public land such as roads, parks and Crown land reservations. If temporary occupation of private land is required, the LAC Act includes provisions for compensation, such as payment of rent for the period during which the land is occupied. The exception to this is Crown land where compensation is not paid but there may be limitations on what can be done on the land if it has been reserved for a specific purpose.
In instances where land is required for permanent works, it would be compulsorily acquired or, in the case of public land, divested by an Order published in the Government Gazette. Where compulsory acquisition is required, the MTPF Act and LAC Act would be applied and compensation for parties with an interest in the land would be provided in accordance with these Acts.
It is worth noting that the MTPF Act does provide that permanent works may be undertaken on public land without necessarily changing its status or management; however this would only be possible in limited circumstances and where the land is not to comprise part of the declared road or the lease.
It is also important that responsibility for the long term maintenance of any structures or facilities is considered at the same time as a decision is made as to the way forward in relation to future land ownership and control. Where land is to become part of the road reserve or be included in the lease, compulsory acquisition, or if the land is public land, divestment from its existing ownership or land manager, are the only options. The land may not otherwise be included in the lease.
Acquisition and divestment process
It is important to note that the MTPF Act provides that access to its land assembly and occupation powers cannot be gained until after the project area has been designated by Order of the Minister for Planning published in the Government Gazette.
Once this has been achieved, the provisions of the LAC Act (with some modification) apply to the compulsory acquisition of privately held land. Publicly held land (including land owned by Councils) required for inclusion in the lease is obtained by Order of the Governor in Council at the recommendation of the Project Minister. These Orders are made in accordance with the MTPF Act rather than the LAC Act, and they are published in the Government Gazette. 09-May-2017
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Where compensation is payable, it is assessed in accordance with the LAC Act, regardless of whether the land was compulsorily acquired or divested by Order. It is, however, important to note that the MTPF Act draws a distinction between land held by the Crown and public authorities in comparison to land owned by Councils and private individuals or companies in that no compensation is payable in respect of the Crown or public authority land required for the project. Land required for the project is described below:
• Crown land can generally be described as land that is owned by the government but outside the Torrens System of land registration which provides a certificate with a volume and folio reference reworded at the Titles Office. As such it differs from freehold land that is owned by government (for example a local council, utility, or state agency. • Freehold land has been alienated from the Crown and the ownership is recorded at the Titles Office which maintains a register of such land holdings. The title held by the owner is known as an Indefeasible Title and can be transferred. • Commercial property comprises mainly businesses operating on private freehold land, with some also occupying small parcels of Crown and government-owned land (including the West Gate Golf Course). • Other property includes Council freehold, VicRoads freehold and other public authority (Government-owned) freehold.
Additionally, any use of redundant or surplus land would be subject to the Victorian Government Landholding Policy and Guidelines which outlines the circumstances in which government agencies may purchase and retain land and ensures consistent decision making across Government in the management of its land portfolios.
The Landholding Policy and Guidelines define land as being ‘surplus’ if it no longer contributes to an agency’s current or future service delivery needs. Before being listed for public sale, surplus land is offered through a ‘first right of refusal’ process to all other Victorian Government departments and agencies as well as to local government and the Commonwealth Government. This process allows for surplus government land to be considered for community use, or for an alternative public service need, before it is released for sale on the open market.
Another distinction made by the MTPF Act relates to underground strata of land. For strata acquisition, the provisions of the MTPF Act would be used to have the land declared (that is, acquired) as 'underground land' for the project. Once declared, any person who previously held a legal or equitable interest in the land would have a claim for compensation. Any claim would be determined under the compensation provisions of the LAC Act. For underground strata of land, the acquisitions and/or divestments are achieved by the publication of an Order of the Governor in Council in the Government Gazette. Notices of Acquisition in respect of the individual properties are not published and the owners of private properties and Councils have two years within which to submit a claim. If a claim is submitted, it would be assessed in accordance with the LAC Act.
To ensure the construction, integrity and operation of the tunnels, strata acquisition would be required at a number of properties located above the tunnel infrastructure. Strata acquisition would establish a limitation on the depth of any new development (such as multi-level basements) at these properties, which should be guided by an appropriate planning control. Any surplus land remaining upon completion of the project construction phase would be managed in accordance with the Victorian Government Landholding Policy and Guidelines.
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4.3 Municipal planning schemes
The Planning and Environment Act 1987 (PE Act) provides the framework for land-use and development in Victoria. Planning schemes prepared under the provisions of the Act apply to each municipal area in Victoria.
The project is located in an area subject to the planning schemes of the Port of Melbourne and the municipalities of Wyndham, Hobson Bay, Maribyrnong and City of Melbourne (Figure 8). The provisions of each planning scheme relate to the use, development, protection and conservation of any land within the municipality. The project components within each municipal area include:
• West Gate Freeway works which extend over land subject to the Wyndham Planning Scheme (Figure 9) • West Gate Freeway works including the southern portal which are located on and under land subject to both the Hobsons Bay and Maribyrnong Planning Schemes (Figure 9) • Tunnels, northern portal and bridge works which are subject to the Maribyrnong and Port of Melbourne Planning Schemes (Figure 10) • West Gate Freeway to Hyde Street connections which are located on land subject to the Maribyrnong Planning Scheme (Figure 10) Bridge works across the Maribyrnong River and port, CityLink and city connections works which extend over land subject to the Melbourne Planning Scheme (Figure 11). The Relevant planning schemes control the use and development of land and are structured to include the: • State Planning Policy Framework • Local Planning Policy Framework - Municipal Strategic Statement - Local Planning Policy • Zones and overlays • Particular and general provisions • Definitions and incorporated documents.
4.3.1 State Planning Policy Framework
The purpose of State policy in planning schemes is to inform planning authorities and responsible authorities of those aspects of State planning policy that they are to take into account and give effect to in planning and administering their respective areas. The State Planning Policy Framework (SPPF) provides a context for spatial planning and decision making in Victoria.
The State Planning Policy Framework seeks to ensure that the objectives of planning in Victoria (as set out in Section 4 of the Planning and Environment Act (1987) are fostered through appropriate land use and development planning policies and practices which integrate relevant environmental, social and economic factors in the interests of net community benefit and sustainable development.
The objectives of planning in Victoria are: a. to provide for the fair, orderly, economic and sustainable use and development of land; b. to provide for the protection of natural and man-made resources and the maintenance of ecological processes and genetic diversity;
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c. to secure a pleasant, efficient and safe working, living and recreational environment for all Victorians and visitors to Victoria; d. to conserve and enhance those buildings, areas or other places which are of scientific, aesthetic, architectural or historical interest, or otherwise of special cultural value; e. to protect public utilities and other assets and enable the orderly provision and coordination of public utilities and other facilities for the benefit of the community; f. to facilitate development in accordance with the objectives set out in paragraphs a), b), c), d) and e); g. to balance the present and future interests of all Victorians.
Policies contained within the SPPF apply to all land in Victoria and must be taken into account when preparing amendments or making decisions under a planning scheme. Planning and responsible authorities must take account of and give effect to the policies applicable to issues before them to ensure integrated decision making. Key policies applicable to the project include:
• Clause 10 Operation of the State Planning Policy Framework: Acknowledges that the State Planning Policy Framework seeks to ensure that the objectives of planning in Victoria are fostered through appropriate land use and development planning policies and practices which integrate relevant environmental, social and economic factors in the interests of net community benefit and sustainable development. • Clause 11 Settlement: identifies that planning is to anticipate and respond to the needs of existing and future communities through provision of zoned and serviced land for housing, employment, recreation and open space, commercial and community facilities and infrastructure. - Clause 11.06 Metropolitan Melbourne – seeks to create a city structure that drives productivity, attracts investment, supports innovation and creates jobs whilst also acknowledging the need to provide an integrated transport system connecting people to jobs and services to goods and market. • Clause 15 Built Environment and Heritage: acknowledges that all new land use and development should appropriately respond to its landscape, valued built form and cultural context, and protect places and sites with significant heritage, architectural, aesthetic, scientific and cultural value. • Clause 18 Transport: acknowledges the link between planning and transport, to provide safe access to social and economic opportunities, facilitate economic prosperity, contribute to environmental sustainability and coordinate reliable movements of people and goods. - Clause 18.01 – Integrated Transport: key relevant objectives seek to create a safe and sustainable transport system by integrating land use and transport and coordinate development of all transport modes to provide a comprehensive transport system and to develop integrated transport networks to connect people to jobs and services and goods to market.
A detailed summary of planning policies and objectives relevant to the project is provided in Appendix B.
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Figure 8 Municipal boundaries – entire project
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Figure 9 Municipal boundaries – West Gate Freeway component
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Figure 10 Municipal boundaries – tunnels component
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Figure 11 Municipal boundaries – Port, CityLink and city connections component
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4.3.2 Local Planning Policy Framework
The Local Planning Policy Framework (LPPF) comprises two components, the Municipal Strategic Statement (MSS) and Local Planning Policies (LPP). The MSS provides the context, policies and strategic basis for the application of planning controls (for example, zones and overlays). The LPP is a policy statement of intent or expectation for an area and it outlines how the responsible authority would exercise its discretion on a particular matter.
Each municipal planning scheme has policies that relate to the project to varying degrees. Generally, these policies and objectives relate to urban design, transport and infrastructure, and seek to address traffic congestion and reduce the conflict between traffic and residential areas. The relevant aspects of the LPPF and supporting strategic documents for each municipal area are briefly identified in the following sections and provide insight into the policies and objectives that guide land use planning. Appendix B provides a more detailed summary of relevant policies and objectives.
City of Wyndham
The City of Wyndham is strategically located within commuting distance to Melbourne and Geelong with good access to key roads, public transport, airports and ports. It also provides major industrial development and intensive agricultural opportunities. The MSS acknowledges the municipality’s existing land use patterns, including strong industrial and technological districts, and notes the growing pressure from rapid population growth. The West Gate Tunnel Project is not identified specifically within the SPPF, however it does acknowledge the need for significant regional co-operation to improve accessible transport and enhance existing road infrastructure.
City of Hobsons Bay
The City of Hobsons Bay is located on the northern shore of Port Phillip Bay between seven and 20 kilometres south-west of central Melbourne. The municipality has an area of 66 square kilometres. The MSS acknowledges that the municipality is home to some of the State’s largest and most significant industrial enterprises and identifies increasing traffic congestion from growing freight movement and residential growth as key planning issues. Although the SPPF does not refer to the West Gate Tunnel Project, it does seek to protect residential and other sensitive land uses from the adverse effects of vehicular traffic. Many of the policies and objectives within the SPPF are supported by detailed strategic policy documents.
The LPPF is supported by detailed strategies and policy documents, including a redevelopment plan for Precinct 15 in Altona North, located to the south of the West Gate Freeway. The precinct contains approximately 67 hectares of industrial land that has been earmarked for rezoning and redevelopment. In December 2015, an overview of Hobsons Bay Planning Scheme Amendment C88 was provided at the Council meeting and a motion made to continue working through the planning scheme amendment proposal.
In early 2017, Council received authorisation from the Minister for Planning to undertake Planning Scheme Amendment C88 to the Hobsons Bay Planning Scheme, although, this authorisation is subject to a number of conditions, one of which requires Council to obtain a letter from the WDA confirming that Amendment C88 would not impact on the likely final alignment of the West Gate Tunnel Project. Once the conditions of authorisation have been met, Council would be issuing a media release and would advertise the community engagement / exhibition process.
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City of Maribyrnong
The City of Maribyrnong is a ‘gateway’ to Melbourne’s western region, sitting between the City of Melbourne and the outer western industrial and residential areas. The western sub-region, with its land supply, major transport routes and accessibility to the port and airports, is a significant growth area in metropolitan Melbourne. The Maribyrnong River is identified as a highly valued metropolitan waterway which forms an important regional open space corridor.
The SPPF notes that the City of Maribyrnong is located in close proximity to the Port of Melbourne and acknowledges the significant adverse impacts on the community associated with port and industrial heavy vehicle traffic.
Policies and objectives support a holistic and sustainable approach to improving transport. Local planning policy Clause 22.04 (Yarraville Port Industrial Precinct Policy) applies to all land within the Yarraville Port Industrial Precinct, which is identified as one of the core employment areas within the municipality. Key policy objectives seek to ensure that use and development within the area do not constrain the operation of the Port of Melbourne and ensure that the precinct is developed with industrial, office, commercial and port related activities. For further detail regarding local policy for the Yarraville Port Industrial Precinct, refer to Appendix B.
The Maribyrnong LPPF is supported by numerous strategic planning and policy documents which address a variety of issues including economic and industrial development. A number of these documents are considered relevant to the West Gate Tunnel Project and provide detail regarding key urban renewal and redevelopment sites such as Bradmill and the Joseph Road precinct. Further detail regarding relevant supporting strategic and policy documents are contained in Appendix B.
Port of Melbourne
The Port of Melbourne is located along the Yarra River and Maribyrnong River to the west of Melbourne’s central city. It is Australasia’s largest maritime hub for containerised, automotive and general cargo, handling around 2.5 million containers annually. The port’s landside area is characterised by large industrial buildings and structures such as gantries, cranes and storage tanks. Many of the sites contain extensive hard stand areas for external storage, access and car parking.
The Port of Melbourne Corporation (PoMC) is a Victorian Government-owned business enterprise, with objectives and functions as defined in the Port Services Act 1995. PoMC is not a planning authority; however they manage the land and channel assets associated with the Port of Melbourne in the interests of the providers and users of port services, the Victorian Government and the community.
Amendment GC54 was approved by the Minister for Planning in September 2016. The amendment facilitated the Port of Melbourne lease transaction by consolidating planning controls that apply to the port and established a single entity (the Minister for Planning) as the responsible authority for administering and enforcing the relevant planning schemes applying to the land and water subject to the Port of Melbourne lease transaction.
The port includes land in the municipalities of the City of Melbourne, Port Phillip, Hobsons Bay and Maribyrnong. Each of these municipalities has a Municipal Strategic Statement (MSS) and other planning provisions within their planning schemes that to varying degrees recognise the significance of the Port of Melbourne. The interface and land use for each of these adjoining municipalities varies, resulting in a diversity of issues and strategic priorities.
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Key planning issues for the Port of Melbourne include the port’s capacity to meet projected long term trade growth requirements and management of the port interface. In addition, the SPPF commits the Port of Melbourne to working with State regulatory agencies to ensure improvements to access roads and road linkages to the Port to maintain its viability and growth.
Appendix B provides further detail of relevant local policies contained within the Port of Melbourne Planning Scheme.
City of Melbourne
The City of Melbourne is a diverse, multi-cultural municipality. Incorporating the central city, the City of Melbourne is a major hub for a range of uses including housing, community facilities, retail, entertainment, the arts, office, commercial, industry, educational and hospital uses. The LPPF contained within the Melbourne Planning Scheme identifies the need to enhance and support residential and economic viability within the municipality. It also acknowledges the importance of reducing car dependency and promoting alternative modes of transport (for example, public transport, cycling and walking) as a means of reducing traffic congestion and enhancing local amenity.
The LPPF identifies a number of existing and proposed urban renewal areas including E-Gate, Fisherman’s Bend Precinct, Docklands and Arden Macaulay. In addition, the LPPF contains objectives and policies for existing local areas such as North and West Melbourne, which are of key strategic importance to Melbourne’s growth and identified as having a strong residential base as well as commercial and industrial uses. A full summary of relevant planning policies and objectives, including supporting strategic planning documents are located in Appendix B.
4.3.3 Planning approval pathways
In Australia, projects may require planning and environmental approvals under Commonwealth and/or State legislation. At the Commonwealth level, projects with the potential for significant impact on ‘matters of national environmental significance’ require approval under the Environment Protection and Biodiversity Conservation Act 1999. Matters of national environmental significance are predominantly ecological and heritage values such as listed flora and flora species identified as being worthy of protection due to their national significance.
This EES, under the Environment Effects Act 1978, is required for works that may result in a significant effect on the environment. At the completion of this process, the Minister for Planning provides an assessment which the government agencies responsible for making approvals decisions under relevant acts which they administer must consider in deciding whether to approve the project under Victorian law or to authorise public works. While the recommendations in the assessment are authoritative, they are not binding on the government agencies that have responsibility for making those approvals decisions.
The Planning and Environment Act 1987 establishes a framework for the use, development and conservation of land in Victoria. The Act provides for the preparation and administration of planning schemes which control the use and development of land. Planning approval can be pursued through the following primary pathways:
• Planning Permit or • Planning Scheme Amendment - Managed by the local municipality
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- Using powers of Ministerial intervention in accordance with section 20 of the Planning and Environment Act 1987 (Vic). In preparing a planning scheme amendment a planning authority: • Must have regard to the Minister's directions • Must have regard to the Victoria Planning Provisions • In the case of an amendment, must have regard to any municipal strategic statement, strategic plan, policy statement, code or guideline which forms part of the scheme • Must take into account any significant effects which it considers the scheme or amendment might have on the environment or which it considers the environment might have on any use or development envisaged in the scheme or amendment • Must take into account its social effects and economic effects.
It is envisaged that the development and use of the West Gate Tunnel Project would be enabled via a planning scheme amendment to the Wyndham, Hobsons Bay, Maribyrnong, Port of Melbourne and Melbourne planning schemes, facilitated by the Minister for Planning. In respect of an amendment that the Minister for Planning prepares, the Minister may exempt himself from the requirements of Sections 17, 18 and 19 of the Act and the regulations (in relation to notice and exhibition) "if the Minister considers that compliance with any of those requirements is not warranted or that the interests of Victoria or any part of Victoria make such an exemption appropriate".
The planning scheme amendment would insert an Incorporated Document into the relevant planning schemes and apply a planning control over the tunnels component in the Maribyrnong Planning Scheme to ensure the construction, integrity and operation of the tunnels. The planning control is expected to take the form of a Design and Development Overlay (DDO) which includes two levels of permit triggers:
• Tunnel protection zone A, includes surface connections, extends to the depth of approximately 15 metres and applies to all proposed building and works • Tunnel protection zone B, applies to sub-surface land, extends beyond the depth of approximately 15 metres and applies to buildings and works, with permit exemptions for some activities.
This land use planning impact assessment does not provide an assessment of permit triggers which would be relevant to the proposed Incorporated Document as these are addressed in Attachment D – Planning Scheme Amendment to the Environment Effects Statement.
4.3.4 Zones and overlays
Clause 30 (Zones) of municipal planning schemes outline the controls over the use and development of land. These zones are supported by Clause 40 (Overlays), which seek to control development, and/or environmental landscape, heritage, built form and land management issues. Overlays can also be used to protect or exempt major infrastructure from planning controls through introduction of design and built form requirements for new development.
Appendix A contains maps which identify zones and overlays that are affected by the West Gate Tunnel Project proposal. In addition, Appendix B describes the applicable zones and overlays within the project study area in order to identify applicable built form controls and potential future built form within the study area. This report does not include an assessment of planning permit triggers associated with the project.
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5.0 West Gate Freeway
This section describes the existing conditions, benefits and opportunities and findings of the impact assessment for the West Gate Freeway component as indicated in Figure 12. Detailed plans showing the location of the West Gate Freeway component of the West Gate Tunnel Project, and related planning controls are shown in Appendix A.
The West Gate Freeway component extends from the M80 interchange at Laverton North and Altona North, east through the suburbs of Brooklyn, Yarraville, South Kingsville and Spotswood. The proposed road alignment is predominantly located within existing road reserve area.
Project elements located outside of the road reserve include sections of 220 kilovolt and 66 kilovolt overhead power alignments. Access to and management of these facilities is enabled through transmission line easements over the land.
Figure 12 West Gate Freeway component
5.1 Existing conditions 5.1.1 Industrial
Various industrial precincts throughout Brooklyn, Altona North and Spotswood are located adjacent to the West Gate Freeway. These industrial land uses contribute to both regional and local economies, and importantly, they offer inner metropolitan employment opportunities.
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Major nodes of industrial activity are evident in Brooklyn (Brooklyn Estate, Cawley Industrial Park), Altona North (including the AusNet Terminal Station) and Spotswood. The general character of these industrial areas is small to medium scale warehousing, including logistics and container services, parts and supply businesses, automotive rentals and support services, manufacturing and distribution centres. Spotswood contains some major industrial uses (for example, manufacturing and storage). These include the Mobil Oil Terminal and the former ACI now O-I Glass plant.
5.1.2 Commercial (including activity centres)
There are two commercial or retail areas located in close proximity to the West Gate Freeway at Altona North and Yarraville. The larger area, located on Millers Road to the south of the West Gate Freeway at Altona North, is a local activity area consisting of a strip of shops and the Altona Gate Shopping Centre. The other area, comprising a small commercial or retail precinct consisting of several retailers, a quick service restaurant and warehousing is located on Williamstown Road at Yarraville immediately adjacent to the West Gate Freeway.
5.1.3 Residential
The area surrounding the West Gate Freeway component, and comprising central Brooklyn and the suburbs of Altona North, South Kingsville, Yarraville and Spotswood, is primarily residential in nature. Dwellings in these areas are generally low rise conventional housing stock, interspersed in some locations with medium density townhouses / apartments.
The interface between dwellings and the adjacent freeway commonly includes an acoustic noise wall in a range of heights and materials, planted trees of varying density, and above ground electricity poles and wires. In some locations there are pedestrian walkways connecting to pedestrian bridges over the freeway. Two pedestrian bridges (one midway between Grieve Parade and Millers Road, the second between The Avenue and Williamstown Road) facilitate movement and connectivity over the West Gate Freeway and between residential areas and recreational/open space, commercial and community facilities and public transport.
5.1.4 Open space, recreation and community facilities and uses
Open spaces and recreation reserves which interface the project include the Laverton Grasslands, Kororoit Creek Reserve (Figure 13), WLJ Crofts Reserve (Figure 14), McIvor Reserve / Footscray Hockey Club, Lynch Road Reserve (Figure 15), Donald McLean Reserve (Figure 16), Hyde Street Reserve and the Federation Trail. There are no schools or churches directly adjoining the West Gate Freeway. Other community facilities located in close proximity to the road alignment include:
• Altona Memorial Park and Crematorium and Lawn Cemetery is an extensive facility located adjacent to the M80 Interchange • Italian Social Club premises which is located in Altona North to the south of the West Gate Freeway to the west of Kyle Road • Melbourne Social Club building (and associated tennis courts) which is located between Simcock Avenue and the West Gate Freeway at Spotswood • Scienceworks, a historic building incorporating an interactive science museum and planetarium, is located south of the West Gate Freeway and west of the Yarra River at Spotswood.
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Figure 13 View south-west across Kororoit Creek towards West Gate Freeway and 220 kilovolt overhead power lines
Figure 14 View north-west across Crofts Reserve towards West Gate Freeway and 220 kV overhead power lines
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Figure 15 View east from Lynch Road over informal open space and 220 kV overhead power adjacent to the motorway
Figure 16 View north across Donald McLean Reserve towards West Gate Freeway
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5.2 Risk assessment
The risk assessment process, as described in Section 3.3, identified a number of potential impact pathways associated with risks to land use planning assets, values and uses for the West Gate Freeway component of the West Gate Tunnel Project (refer to Appendix D Risk Pathways). These risks are divided between the construction and the operations phases.
Risks to land use planning during construction include:
• Potential impacts on industrial, commercial residential and recreational land uses during the site clearance, construction site establishment and construction activities (risk identification LUPR1).
Risks to land use planning during operation:
• Potential impacts on existing and planned uses as a result of West Gate Freeway operations which are inconsistent with planning policies and land use zoning by reason of amenity (combination of noise/air quality/lighting/view) (risk identification LUPR20). • Potential impacts on industrial, commercial, residential and recreational land uses resulting from project development and operations, which are inconsistent with planning policies and land use zoning (risk identification LUPR2). • Potential impacts on strategic policy or the future development potential of areas (including Precinct 15 and Bradmill) resulting from development and operations which are inconsistent with planning policies and land use zoning (risk identification LUPR3). • Permanent impacts on land uses or built form due to the replacement of sections of 220 kilovolt transmission lines and towers and works associated with the protection of other utilities (such as underground sewer lines) which are inconsistent with planning policies and land use zoning (risk identification LUPR4).Permanent impacts on existing and planned uses due to permanent property acquisition associated with the project development and operation which are inconsistent with planning policies and land use zoning (risk identification (LUPR23)
The results of the analysis and evaluation of the risks, including the identification of those that are priority issues is provided within Appendix D. The detailed impact assessment of these potential risks is provided within Section 5.3 of this report.
5.3 Impact assessment
Land use impacts during construction associated with the West Gate Freeway component are generally temporary in nature and may occur as a result of temporary occupation of land, restrictions on access (for example, to open space, shared use paths and businesses) and amenity impacts associated with construction activities (Risk ID LUPR1).
The specifics of these impacts are addressed in the various technical assessments contained within this EES and would be mitigated through their associated EPRs. Amenity impacts associated with construction activity would be managed through the process of implementing the Construction Environmental Management Plan (CEMP) and through adherence to appropriate regulatory standards for issues such as noise and air quality This includes compliance with the requirements of State Environment Protection Policies (SEPPs) for issues such as noise and air quality (EPR ID EMP2, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, BP1, BP4, BP9, CSP2, CSP4, CHP4, WMP1). Full details of EPRs are provided in Section 5.4.1.
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Potential impacts from project development and operations include land acquisition (Risk ID LUPR23 and impacts on amenity (which encompasses noise, air quality, lighting and views)(Risk ID LUPR20), as well as potential impacts to, built form, industrial, commercial, residential and recreational land uses and strategic policy (Risk ID LUPR 2-LUPR4). The specifics of these impacts are addressed in the various technical assessments contained within the ESS and would be mitigated through their associated EPRs. Land use impacts relating to project development and operations would therefore be controlled through compliance with industry standards and EPRs (EPR ID LPP1, BP4, BP9, LPP1, LPP1, LPP2, LPP3, LPP5, TP3, EMP2, AQP4, NVP1, NVP2, BP4, BP9, GMP6, LVP1, LVP3).
The specifics of these impacts are addressed in the various technical assessments contained within this EES and would be mitigated through their associated EPRs. Therefore, land use impacts relating to project development and operations would be controlled through compliance with industry standards. Full details of EPRs are provided in Section 5.4.2.
A significant portion of the proposed infrastructure for the West Gate Freeway component would be within the existing road reserve or directly adjacent to it, which would limit the need to permanently acquire land for the purposes of road infrastructure. Section 5.3.3 of this report provides further detail regarding permanent acquisition and details the limited permanent land requirements outside of the road reserve to accommodate sections of the proposed road alignment (Risk ID LUPR 23), on/off ramps and utility replacements (sections of overhead 220 kilovolt power lines) (Risk ID LUPR4).
Following the application of EPRs, the overall impact of the project on land use planning in the West Gate Freeway component during construction would have a residual risk rating of low, while during operations the residual risk rating is low.
The following sections provide a commentary of the likely direct land use and built form impacts of the West Gate Freeway component (temporary and permanent) within Laverton North, Altona North, Spotswood, South Kingsville, Brooklyn and Yarraville. Figure 17 and Figure 18 show land use zoning and overlays under local planning schemes. Refer to Appendix A for a detailed zoning and overlay map series for the entire project area.
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Figure 17 Zoning – West Gate Freeway component
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Figure 18 Overlays – West Gate Freeway component
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5.3.1 Land use
The following sections provide a detailed summary per suburb of potential land use impacts during construction and operation, including temporary and permanent occupation outside of the road reserve. There would be limited works outside the road reserve, which primarily affect small areas of industrial land across the study area.
Brooklyn
The southern fringe of open space land at 2-14 Dohertys Road (north of existing West Gate Freeway) and privately owned industrial land on Grieve Parade which borders the West Gate Freeway, would be permanently converted into road corridor, resulting in a land use change (Risk ID LUPR2) (Figure 19). This industrial land on Grieve Parade would continue to be suitable for industrial purposes following construction and amenity of the open space and industrial area would be protected during site clearance, construction site establishment and construction activities in accordance with a CEMP (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP6, BP8, BP9, CSP2, CSP4, CHP4, WMP1). Additional land within 2-14 Dohertys Road would be temporarily occupied for construction purposes. The balance of 2-14 Dohertys Road, not required for permanent road infrastructure would be reinstated as open space following completion of the project with minimal reduction in overall size of the site. Pedestrian and cyclist connections either side of Kororoit Creek under the West Gate Freeway would be reinstated following construction activities.
Figure 19 Alignment and Kororoit Creek
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A strip of land along the southern fringe of three industrial premises on Buchanan Road and the southeast corner of an industrial property on Lynch Road, would be permanently acquired for widening of the road corridor (Risk ID LUPR1).The existing land uses along Buchanan Road would be able to continue to function throughout the construction period and impacts would be appropriately managed in accordance with a CEMP and industry standards (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP6, BP8,BP9, CSP2, CSP4, CHP4, WMP1). Furthermore, the balance area of each directly affected property would be of a sufficient size to facilitate continued industrial land use in the future as envisaged by the land use zoning. It is noted however that this does not necessarily translate to the land use continuing to be viable for the current business occupying the site. Technical report M Business provides further investigation regarding the viability of the abovementioned sites for their current occupants.
A corridor of open space (albeit with a residential zoning) known as Lynch Road Reserve which is adjacent to (north of) the West Gate Freeway between Lynch Road and Houston Court would be required for construction purposes and works associated with overhead 220 kilovolt power lines (Risk ID LUPR4) (Figure 20). The southern fringe of this open space would be permanently required to accommodate widening of the road corridor (EPR ID LPP1, LPP5). While the land would not function as public open space during the construction phase, this would be a temporary impact only and land use impacts including amenity would be appropriately managed through a CEMP and industry regulations
Figure 20 Alignment and Lynch Road Reserve
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An existing pedestrian bridge spanning the West Gate Freeway in the vicinity of Rosala Avenue would be removed and replaced with a new structure (Risk ID LUPR1) which would be compliant with current Disability Discrimination Act 1992 standards (EPR ID EMP2, LPP1, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CSP2, CSP4, WMP1).
An existing 220 kilovolt transmission tower is sited within land associated with a residential property on Houston Court (Risk ID LUPR4). The rear of this property contains a number of residential outbuildings (for example, sheds) which is subject to an existing transmission line easement. Works would be undertaken within this easement to replace the existing high voltage tower with a monopole. Works to utility installations within an existing easement do not fall under the umbrella of property acquisition as it represents an existing tenure arrangement. The adjacent parcel of land, containing the primary residence, would be appropriately protected and managed through a CEMP and industry regulations.
A site north of the West Gate Freeway to the east of Millers Road is identified as a temporary occupation area (Risk ID LUPR1). This land is contained within the road reserve and therefore no land use change would occur. There would also be permanent works, including an emergency response staging area and shared use path, within informal open space to the north of the West Gate Freeway and east of Millers Road which currently contains a bus station/laydown (Risk ID LUPR2). These additional permanent features would not affect the future use of the land as a bus station/laydown area following completion of the West Gate Tunnel Project. Land use impacts including amenity impacts would be managed through a CEMP and industry regulations (EPR ID EMP2, LPP1,LPP2, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP8, LVP3, CSP2, CSP4, WMP1). In addition, the project proposes a shared pathway that would provide the final link in the Federation Trail, facilitating efficient pedestrian and cyclist access to the city.
A strip of land containing hardstand and vegetation would be permanently required at the rear of an industrial site on Millers Road to accommodate widening of the road corridor (Risk ID LUPR2). The permanent occupation of this strip of land would not affect its use for industrial purposes. Given the surrounding industrial context, a combination of compliance with industry standards and a CEMP, would ensure that the area remains functional throughout the project in this location (EPR ID EMP2, LPP1, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP8, LVP3, CSP2, CSP4).
The residual risk following the application of EPRs, during construction and operation in Brooklyn is therefore considered to be low.
Altona North Open space along the northern boundary of Crofts Reserve at 484-486 Blackshaws Road, located adjacent and to the south of the West Gate Freeway and containing vegetation, would be permanently converted to road corridor (Risk ID LUPR2) and Figure 21. The balance of the property would remain functional as public open space and sporting fields, which would not be impacted by the project if appropriately managed during the construction process through a CEMP and industry regulations (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP6, BP8, BP9, CSP2, CSP4, CHP4, WMP1).
A site at 26 Beevers Street, designated as road reserve which contains vegetation, a pedestrian pathway and informal hardstand, is within the temporary occupation area (Risk ID LUPR1). Impacts to surrounding land uses would be managed through a CEMP and industry regulations. It is not anticipated that there would be permanent land use impacts as the land would revert to a similar use following completion of the project. 09-May-2017
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An existing transmission line easement extends across open space along the northern fringe of the Altona North Italian Club (Risk ID LUPR2) and adjacent industrial premises on Kyle Road (Risk ID LUPR1) and contains overhead power lines. Part of this land would be required for road corridor widening and relocation of 220 kilovolt overhead power lines. Potential land use impacts would be managed through relevant industry regulations and a CEMP (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP6, BP8, BP9, CSP2, CSP4, CHP4, WMP1).), ensuring that works do not affect the operation of the club or industrial premises.
The northern fringe of the Brooklyn Terminal Station site at 70-84 and 84A Kyle Road contains powerlines, vegetation and a small utility building. This land would be required for the road alignment and relocation of overhead 220 kilovolt power lines (Risk ID LUPR4). Impacts to land use would be managed through a CEMP and industry regulations (EPR ID EMP2, LPP1, LPP5, BP1, BP3, BP6, LVP3). The balance of the site would remain functional as an electricity substation.
Figure 21 Alignment and Crofts Reserve
Land to the south of the West Gate Freeway including industrial land on Watson Street would be required for construction of the southern westbound tunnel portal and associated construction compound. This balance of the site would be permanently converted to landscaped public open space following completion of the tunnel portal. The site has previously been considered for possible inclusion as part of the urban renewal site known as Precinct 15, which is located directly to the south of the Watson Street site.
Precinct 15 is designated for future land use change as part of the Precinct 15 development (Risk ID LUPR3) (refer to Section 6.3.4). The proposed land use change from industrial to public open space
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would be compatible with the future development of Precinct 15 and would act as buffer between the West Gate Freeway and future residential and mixed use development.
Residual risk during construction and operation in Altona North following the application of EPRs is therefore considered to be low.
Spotswood A strip of land along the northern perimeter of Donald McLean Reserve and towards the north-east fringe adjacent to the Westgate Golf Club would be permanently required for the road corridor (Risk ID LUPR2) (Figure 22). The D McLean Master Plan (Hobsons Bay City Council, 2013) identifies the western end of the reserve as a destination level play space, an improved covered BBQ area and creation of a kick-about space. The land requirement along the northern boundary of the reserve would not affect these key features. Compliance with industry standards and a CEMP would appropriately manage land use impacts during construction (EPR ID EMP2, LPP1, LPP2, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP8, LVP3, CSP2, CSP4).
Although the project would not significantly affect the function of the overall reserve as a public open space, sports field and golf course, the project would cause temporary loss of access to some recreational facilities located immediately adjacent the West Gate Freeway. An additional EPR has therefore been identified which seeks to limit impacts to users of recreational facilities, ensuring access to these facilities is maintained through their temporary or permanent reprovision (EPR ID LPP2).
Industrial premises on Hall Street would be temporarily occupied for construction purposes and the northern fringe of the property would be permanently acquired for conversion into road corridor for a freeway ramp accessing Hyde Street (Risk ID LUPR1) (Figure 22). The balance of the property would be of a sufficient size to facilitate a future industrial land use following completion of the project – though it is acknowledged that the current land use and occupier would be displaced, which is not in itself a land use impact. An evaluation of the displacement and details of the businesses relocation is provided in Technical report M Business.
The northern fringe and a small portion of the south-east corner of cleared industrial land on Simcock Avenue would be converted into road corridor for a freeway ramp accessing Hyde Street via Stephen Street and Simcock Avenue (Risk ID LUPR1). The balance of the currently vacant property would be of a sufficient size to facilitate a significant industrial land use following completion of the project. During site establishment and construction, it is considered that land use and amenity impacts would be managed through compliance with a CEMP and industry standards (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CSP2, CSP4).
Hardstand beneath the West Gate Freeway to the east of Hall Street would also be required for construction of the freeway ramp (Risk ID LUPR1). It is expected that the existing use of the land for industrial purposes would continue following completion of the project and surrounding land use and associated amenity would be managed through implementation of the CEMP and compliance with industry standards (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CSP2, CSP4).
A temporary occupation area has been identified on Bridge Street. This is a vacant site containing a hardstand area previously used for informal car parking. It contains a single transmission tower and overhead power lines (Risk ID LUPR4). Land use and amenity impacts would be managed and protected through the implementation of a CEMP and adherence to appropriate industry regulations and standards (EPR ID EMP2, LPP1, LPP5, BP1, BP3, BP6, BP8, LVP3). This industrial site would be reinstated as required upon completion of construction. 09-May-2017
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The impact on industrial sites within Spotswood would not have significant implications for the Hobsons Bay Industrial Land Management Strategy detailed in Appendix B of this report.
Figure 22 Southern portal interface with Stony Creek
When in operation, the set down location of the Hyde Street off-ramp over Hyde Street Reserve would permanently impact this part of the reserve, with acquisition of some land for conversion to road reserve. However, given the siting of the works and set down location adjacent to Hyde Street in the south-east corner of the Reserve area, resulting in a reduction in available parkland, the majority of the park subject to the Stony Creek Directions Plan Master Plan would remain unaffected by the works and the overall use for recreation purposes would not be impacted once operational.
The West Gate Tunnel Project connections to Hyde Street would also affect land that is identified within the Williamstown Foreshore Strategic Plan 2010 (for further information refer to Appendix B). The strategic plan for the Williamstown Foreshore requires that access to pipeline infrastructure next to the Maribyrnong River must be protected and development should maintain key pedestrian and cycling connections along the foreshore. The project would not restrict access to the foreshore.
Land use impacts during construction and operation in Spotswood are therefore considered to be low.
Yarraville
Land to the north of the West Gate Freeway, known as the Bradmill site (341-383 Francis Street, Yarraville) is currently unoccupied and designated for future residential and mixed use development (Risk ID LUPR3) (refer to Section 5.3.4). The southernmost tip of the property would be permanently required for road widening, representing only a marginal impact to the site. The effect of this change
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would not restrict the overall potential for redevelopment – particularly as the area to be acquired is separated from the remainder of the site by the historic Bradmill building which would not be impacted by the works.
The southeast corner of the Footscray Hockey Club north of Fogarty Avenue, containing cleared land and open space would be temporarily occupied for construction purposes (Risk ID LUPR1). The effect of this temporary use would not restrict the function of the site as a sporting facility. During construction, impacts to amenity to the Hockey Club and residential areas to the north of Fogarty Avenue would be addressed by compliance with industry standards and a CEMP (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CSP2, CSP4).
Open spaces located within the road corridor to the north of the West Gate Freeway and west of Williamstown Road would be temporarily occupied for construction purposes (Risk ID LUPR2). This temporary use would not affect the future use of the land for open space following completion of the project. Land use impacts including amenity impacts would be managed through a CEMP and compliance with industry standards and regulations (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP8, LVP3, CSP2, CSP4).
It is proposed that the pedestrian bridge spanning the West Gate Freeway near Wembley Avenue would also be replaced with a new structure which would be compliant with current Disability Discrimination Act 1992 standards (Risk ID LUPR1). The pedestrian bridge replacement would ensure ongoing pedestrian connectivity between the residential communities to the north and south of the West Gate Freeway. Land use and amenity impacts associated with the bridges would be appropriately managed through a CEMP and standards and industry regulations (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CSP2, CSP4).
A connection to Hyde Street in the form of a new off-ramp descending alongside the existing West Gate Freeway to Hyde Street is sited above the southern-most part of Hyde Street Reserve. Land beneath this off-ramp would be permanently acquired. There would also be a temporary requirement for land surrounding the off-ramp for construction purposes. Land to the south of the creek-line has limited access for the public, who utilise the area to the north, and is subject to the Stony Creek Directions Plan Master Plan (Maribyrnong City Council, 2011). The set down area for the off-ramp (adjacent to Hyde Street between the Creek and existing electricity pylon) would impact proposed informal pathways and landscaping detailed in the master plan. These pathways can be relocated further north and do not represent a significant deviation from the plan. During construction, it is expected that the majority of the reserve would remain unaffected by the works.
Residual risk during construction in Yarraville is therefore considered to be low.
5.3.2 Built form
With respect to the appearance and scale of proposed project infrastructure (including ramps, bridges, pedestrian overpasses and acoustic barriers), civil works would largely be confined to the existing road corridor thereby limiting amenity impacts to the existing road corridor and immediate surrounds.
Throughout the established areas of Laverton North, Brooklyn, Altona North, Yarraville and South Kingsville, there are currently no development applications or approvals that would be affected by the project. Based on a review of available data, development throughout the areas surrounding the West Gate Freeway is limited to “infill” residential or industrial development, which is generally consistent 09-May-2017
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with existing land use, character and built form. The project is not envisaged to impact on such development.
Hobsons Bay City Council resolved to issue a Notice of Decision to grant a Permit on 28 March 2017 for construction of a five-storey and three-storey development with a total of 35 apartments at 637 Melbourne Road, Spotswood (zoned residential).The site is located near Melbourne Road westbound ramp however the proximity of these works would not affect built form outcomes on the development site.
Urban renewal areas including Precinct 15 (between Kyle Street and New Street, Altona North) and the Bradmill site (between Francis Street and the Newport Freight Rail Line) are the only areas where built form is expected to undergo significant change over the next few decades. Section 5.3.4 and 6.3.4 provide a full assessment of land use and built form impacts for these precincts.
As the majority of works would be located within the existing road reserve, the assessment found that the residual risk to strategic policy, built form and existing character following the application of EPRs, would be low (Risk ID LUPR1-LUPR4).
5.3.3 Land acquisition
The design indicates that there would be some limited permanent land acquisition to allow for widening of the road in certain sections. This is mainly confined to public land transfer and the acquisition of private industrial land. There would also be some temporary land occupation associated with construction compounds. Land acquisition associated with the project within the West Gate Freeway component is limited to surface acquisition (LUPR23). For land acquisition purposes, surface acquisition associated with the southern portals has been included in this section. Permanent land acquisition would be required at the following locations and is summarised in Table 10: • Between the M80 and Grieve Parade to the north of the West Gate Freeway to accommodate the upgraded M8-interchange and realigned Geelong Road bridge • Between Grieve Parade and Millers Road at certain locations along the northern boundary of the West Gate Freeway and a small portion of Crofts Reserve on the south side to accommodate the widened carriageways and the extended Grieve Parade entry ramp • Between the Newport Railway Line and the Miller Road exit ramp, along the southern boundary of the West Gate Freeway to accommodate widened carriageways and the southern tunnel portal • Between Melbourne Road and Williamstown Road Railway Line, some parts of on the Donald McLean Reserve, and the West Gate Golf course to accommodate the Hyde Street ramps and Williamstown Road interchange • Within the vicinity of the new Hyde Street interchange, along the northern and southern boundaries of the West Gate Freeway to accommodate new off-ramps
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Table 10 Property acquisition summary – permanent acquisition and temporary acquisition
Permanent land acquisition Temporary land occupation Strata Project Commercial Other Commercial Other Commercial Other Commercial Other (below component property property property property leasehold leasehold leasehold leasehold ground) interests interests interests interests (owners) (owners) (owners) (owners)
West Gate 181 242 213 – 0 182 0 0 − Freeway
Permanent land acquisition and temporary land occupation of public open space in this component is set out in Table 11. Table 11 Impact on open space
Project Public open space impacted Permanent land Temporary land component acquisition occupation
Area % of open Area % of open acquired space occupied space (m2) acquired (m2) occupied
West Gate WLJ Crofts Reserve, Altona North 282 0.3 – – Freeway GJ Hosken Reserve, Altona North – – 9900 49.3
Lynch Road Reserve, Brooklyn 2953 34 5706 66
McIvor Reserve, Yarraville – – 1266 0.7
Hyde Street Reserve, Yarraville 1150 1.5 7250 9.8
Westgate Golf Course, Yarraville/Spotswood 910 0.9 7810 8.0
Donald McLean Reserve, Spotswood 875 1.3 1640 2.5
Other open space impacted
Portion of VicRoads land adjacent to GJ Hosken Reserve, – – 9760 100 Altona North
Portion of Road Reserve between Kororoit Creek and – – 18500 100 Geelong Road, Brooklyn
Portion of Declared Freeway adjacent to Millers Road – – 2579 100 (immediately north west of the West Gate Freeway), Brooklyn
Portion of Declared Freeway adjacent to Millers Road – – 5855 100 (immediately north east of the West Gate Freeway), Brooklyn
Portion of Declared Road adjacent to Williamstown Road – – 2522 100 (immediately north west of the West Gate Freeway), Yarraville
Land between The Boulevard and Stony Creek – – 2000 47.6 (immediately north of the West Gate Freeway), Yarraville
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Further detail on land acquisition is provided in Section 4.2.1 Land acquisition and 9.3 Land acquisition summary of this report and in Technical report L Social and Technical report M Business. Impacts associated with land acquisition will be mitigated through further design to minimise the permanent footprint of the project, implementation of mitigation and management measures in consultation with the appropriate stakeholders and minimising disruption to businesses to the extent practical (EPR ID LPP1, BP4, BP9).
5.3.4 Strategic policy
The SPPF contains policies which must be taken into account when preparing amendments or making decisions under a planning scheme. Municipal planning schemes identify key strategic development sites where significant development is expected to occur. Strategic policy areas that may be impacted by the West Gate Tunnel Project are detailed below.
Bradmill site The Bradmill site is a 26-hectare parcel of former industrial land located to the north of the West Gate Freeway at Yarraville (Risk ID LUPR3) (Figure 23 and Figure 24). The site is bounded to the north by Francis Street, east by McIvor Reserve and west by the Newport Freight Rail Line. The site currently contains a range of warehouses and the heritage listed Bradmill Building, sited on the southernmost corner of the site (closest to the West Gate Tunnel Project interface).
In 2011, Planning Scheme Amendment C63 altered the Maribyrnong Planning Scheme by rezoning land within the Bradmill Precinct to facilitate the development of a residential estate and Neighbourhood Activity Centre. In September 2012, the Bradmill Precinct West Yarraville Development Plan was approved for the site (Figure 25) which included the following key elements:
• A new Neighbourhood Activity Centre containing a supermarket, specialty retail outlets, cafes, a library, medical centre and other facilities. • Approximately 1,000 new dwellings • Low rise dwellings of one to two storeys fronting Francis Street to provide an appropriate interface to existing residential development. • Transition to medium density (two to four storey) residential development internal to the site. • Higher density housing (two to six storey) near the Neighbourhood Activity Centre. • Adaptive reuse of existing heritage buildings for residential warehouse conversion and home offices. • Retention of the iconic boiler house to accommodate commercial, recreational or cultural use. • Central open space corridor to link to McIvor Reserve. • Improvements to Francis Street through the addition of central median and landscaping treatments.
In accordance with the above Development Plan, there is a planning permit for a Neighbourhood Activity Centre issued on 28 February 2014 with a three year time limit which has recently been extended. This part of the site is not impacted by the project. It is noted that the proponent sold the site in November 2016 and the new landowner may seek to vary the approved plan. Advertising material for this sale indicates that a new masterplan has been prepared which suggests the site has capacity to substantially increase densities.
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Figure 23 Bradmill Precinct and Precinct 15 locational context
Figure 24 Bradmill Precinct with design
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Figure 25 Bradmill Precinct development plan (source: City of Maribyrnong, 2012)
Nevertheless, the built form of the Bradmill Building is not expected to undergo built form change as a result of the redevelopment. The roadworks are not expected to prevent the adaptive reuse of the heritage warehouse or mixed use development throughout the balance of the site, recognising that appropriate design measures (for example,. acoustic treatments) would be required to ensure the future reuse of the warehouse is fit for purpose given the siting of the project.
Precinct 15 (detailed in Section 6.3.4) is located south of the Bradmill site on the opposite side of the West Gate Freeway. Vehicular and pedestrian connections between the Bradmill site and Precinct 15 are currently significantly restricted by the existing freeway and rail line. Further, an underground high pressure gas main runs parallel to the train line in this location, which may further negate the opportunity for ground level or underground connectivity for pedestrians in this location. There is potential for the project to improve connectivity between these sites or maintain the opportunity for such a connection in the future (EPR ID LPP3). The current design does not propose a new connection between these areas - neither it is it expected to preclude a future connection from being provided by proponents of either site in the future. It is noted that there would be upgrades and
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improvements to existing shared use paths (SUPs) in the locality. The project would not affect ongoing urban redevelopment activities within the Bradmill Precinct following the application of EPRs, would have a residual risk rating of low (Risk ID LUPR7).
Figure 26 Artist’s impression of the new masterplan for redevelopment of Bradmill site
5.4 Environmental Performance Requirements
Table 12 summarises the EPRs resulting from the impact assessment that are proposed in order to address potential land use impacts. The EPRs include environmental outcomes to be achieved and environmental performance measures to be applied. It should be noted that the land use planning impact assessment relies on a range of EPRs from other technical disciplines, which are included in the EPR table below.
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5.4.1 Construction
Table 12 Summary of Environmental Performance Requirements during construction – West Gate Freeway
Asset Environmental Performance Requirements
Construction impacts on built EMP2. Environmental Management Plans. Prepare and implement a Construction Environmental Management Plan (CEMP), form and surrounding land Worksite Environmental Management Plans (WEMPs), Operations Environmental Management Plan (OEMP) and other plans as with the following uses: required by the Environmental Performance Requirements (EPRs) in accordance with the Environmental Management Strategy. • Industrial • Residential The development of the Environmental Management Strategy, the CEMP, the WEMPs and OEMP must include consultation with • Commercial relevant councils, VicRoads, Melbourne Water, EPA Victoria and other authorities as relevant. These consultation processes must be described in the Environmental Management Strategy. • Open space, recreational facilities and community The CEMP should be prepared in accordance with EPA Victoria Publication 480, Environmental Guidelines for Major Construction Sites uses (EPA 1996). • Community facilities
LPP5. Public Land Through detailed design and construction reduce the disruption to the extent practicable, to current uses of public and council land resulting from temporary occupation. TP3. Traffic Management Plans Develop and implement Traffic Management Plans with measures to minimise disruption, to the extent practicable, to motor vehicle traffic, parking, bicycle and pedestrian movements during construction in consultation with relevant road management authorities, including: • Management of any temporary or partial closure of traffic lanes, including along: - Local roads, including provision for suitable routes for vehicles, cyclist and pedestrians to maintain connectivity for road and shared path users - CityLink traffic lanes and ramps - M1 and Footscray Road - Hyde Street, Francis Street, Whitehall Street • A strategy for maintaining the current capacity (number of lanes) during peak periods for works on the following key State roads - West Gate Freeway, Princes Freeway, M80, Footscray Road, Wurundjeri Way, Dudley Street, Williamstown Road, Millers Road, Grieve Parade • Restrict the number of local roads to be used for construction-related transportation to minimise impacts on amenity, in construction with the relevant road authorities • Reinstate access to open space, community facilities, commercial premises and dwellings if disrupted, as soon as practicable • Provide suitable parking arrangements to accommodate the construction workforce whilst minimising traffic impacts on local roads, preventing construction-related parking on local roads or use of public car parks • Provide safe access points to laydown areas and site compounds • Implement a communications strategy (as set out in the CCEP) to advise affected users, potentially affected users, relevant stakeholders and the relevant road authorities of any changes to transport conditions • Maintain, where practicable, current local area traffic management measures during construction or reinstate upon completion in consultation with the relevant local councils
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Asset Environmental Performance Requirements • Haulage of bulk material to and from the construction areas to within a two km range of the Works must be via roads operated by VicRoads, CityLink or the Port Manager or, subject to obtaining prior agreement by the relevant road authority, other parts of the road network. The Traffic Management Plan may include Worksite Traffic Management Plans (WTMP) or discrete components or stages of the Works having the potential to impact on roads, shared used paths, pedestrian paths or public transport infrastructure.
AQP6. Air Quality During Construction Manage construction activities in accordance with EPA Victoria Publication “480 Guidelines for Major Construction Sites” to maintain air quality to a standard which does not prejudice the air quality of nearby residents, open spaces and community facilities. Develop and implement an Air Quality Management and Monitoring Plan including in respect of dust, odour and construction vehicle emissions to minimise impacts during of construction.
NVP3. Construction noise, vibration management, and monitoring Prepare and implement a Construction Noise and Vibration Management Plan (CNVMP) in accordance with the limits and methodologies outlined in the noise and vibration EPRs.
The CNVMP must be informed by monitoring and modelling undertaken by a suitably qualified acoustic vibration consultant prior to the construction works and include (but not be limited to): • Identification of sensitive receptors potentially impacted by the construction stage of the project • Identification of the scheduling, duration, activities and equipment with the potential to generate airborne noise or surface vibration impacts at the identified sensitive receptors • Implementation of construction noise and surface vibration limits • Updated noise and vibration modelling of the noise and vibration impacts • Noise and vibration monitoring commitments and response protocols for managing noise complaints and remedial action • Detail of practicable measures adopted to manage noise and surface vibration impacts that exceed the targets set out in the CNVMP • Details of the communication plan to be adopted throughout construction.
NVP4. Construction noise targets 1. Highly sensitive areas For highly sensitive areas (based on AS/NZS 2107:2000) implement management actions if construction noise is predicted to or does exceed the internal and external noise levels below, and a noise sensitive receptor is adversely impacted. If construction exceeds the noise levels below: • Consider the duration of construction noise • Consider the existing ambient noise levels • Consult with the owner or operator of the noise sensitive receptor • Consider any specific acoustic requirements of land uses listed below to determine whether a noise sensitive receptor is adversely impacted.
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Asset Environmental Performance Requirements
Land use Construction noise management level, LAeq (15 min) (applies when properties are in use)
Classrooms in schools and other educational Internal noise level 45 dB(A) institutions
Places of worship Internal noise level 45 dB(A)
Active recreation areas characterised by External noise level 65 dB(A) sporting activities and activities which generate their own noise, making them less sensitive to external noise intrusion
Passive recreation areas characterised by External noise level 60 dB(A) contemplative activities that generate little noise and where benefits are compromised by external noise intrusion, for example reading, meditation
Community centres Depends on the intended use of the centre. Refer to the recommended “maximum” internal levels in AS/NZS 2107:2016 for specific uses.
Industrial premises External noise level 75 dB(A)
Offices, retail outlets External noise level 70 dB(A)
2. Residential dwellings For residential dwellings, implement management actions if construction noise is predicted to or does exceed the noise targets in EPA Victoria Publication 1254 or the daytime management levels specified for noise at residences during recommended standard hours in Part 4.1.1 of the NSW Interim Construction Noise Guidelines (ICNG) with the hours amended to correspond to the EPA Victoria Publication 1254 hours as shown in the table below.
Time of day Construction noise management level, LAeq (15 min) (applies when properties are in use)
7am-6pm Monday to Friday Noise affected Background LA90+10dB
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Asset Environmental Performance Requirements
7am-1pm Saturday Source: NSW ICNG; Chapter 4.1.1 Table 2, page 12
7am-6pm Monday to Friday Highly noise affected 75d(BA)
7am-1pm Saturday Source: NSW ICNG; Chapter 4.1.1 Table 2, page 12
6pm-10pm Monday to Friday Noise level at any residential premises not to exceed background noise by: 1pm-10pm Saturday 10 dB(A) or more for up to 18 months 5 dB(A) or more after 18 7am-10pm Sunday and public holidays months
Source: EPA Publication 1254 Section 2
10pm-7am Monday to Sunday Noise inaudible within a habitable room of any residential premises
Source: EPA Victoria Publication 1254 Section 2 Notes 1. the noise affected level represents the point above which there may be some community reaction to noise. 2. the highly noise affected level represents the point above which there may be strong community reaction to noise.
NVP6. Construction vibration targets (amenity) Implement management actions if the following guideline target levels for continuous vibration from construction activity to protect human comfort of occupied buildings (including heritage buildings) are not achieved (levels are calculated from the British Standard BS6472-1:2008). Type of space occupancy Vibration Dose Values (m/s1.75) Day (7am to 10pm) Night (10pm to 7am) Preferred Value Maximum Value Preferred Value Maximum Value Residential 0.2 0.4 0.1 0.2 Offices, schools, educational 0.4 0.8 0.4 0.8 institutions, places of worship Workshops 0.8 1.6 0.8 1.6 Notes 1. The Guideline Targets are non-mandatory; they are goals that should be sought to be achieved through the application of feasible and reasonable mitigation measures. If exceeded then management actions would be required
2. The VDVs may be converted to PPVs within a noise and vibration construction management plan
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Asset Environmental Performance Requirements
NVP8 Ground‐borne (internal) noise targets Implement management actions as determined in consultation with potentially affected land owners to protect amenity at residences where the following ground borne noise guideline targets are exceeded during construction.
Time of Day Internal noise level measured at the centre of the most affected habitable room
Evening (6pm to 10pm) LAeq (15 minute) = 40dBA
Night (10pm to 6am) LAeq (15 minute) = 35dBA
Notes: 1. Levels are only applicable when ground borne noise levels are higher than airborne noise levels. 2. Management actions include community consultation to determine acceptable level of disruption and provision of respite accommodation in some circumstances.
GMP6. Mitigation of ground movement impact Implement appropriate mitigation measures should the geotechnical model (EPR GMP1), predictive groundwater model (EPR GWP4), or subsequent monitoring program identify exceedances of criteria identified in EPR GMP3 and EPR GMP4.
BP1. Damage or impacts on third party property and infrastructure Through detailed design and construction, design and construct the Works to minimise, to the extent practicable, impacts to, and interference with, third party property and infrastructure and to ensure that infrastructure and property is protected during construction and operation. Any damage caused to property as a result of the Project must be appropriately remedied.
BP2. Access and amenity for business and commercial facilities Access to and amenity for potentially affected business and commercial facilities must be protected and, where practicable, improved by responding to the Project urban design principles and vision and implementing the principles of ‘Crime Prevention through Environmental Design’. Any reduction in the level of access, amenity or function of any business or commercial facility must be reduced to the extent that is practicable and feasible and confined to the duration necessary to carry out the relevant construction related Works. All permanent access to business and commercial facilities affected by the Works is to be restored, or relocated as agreed with the relevant property owner, including associated landscaping and restoration works, and temporary access arrangements put in place for the duration of construction must be removed when construction has ceased.
BP3. Screening. Screening must be erected at the boundary of construction sites that adjoin residential or commercial properties, consistent with the surrounding context, in consultation with affected property owners and occupiers.
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Asset Environmental Performance Requirements
BP6. Utility assets Through detailed design and construction, minimise impacts on utility assets, including but not limited to: Stormwater and sewer assets Electricity transmissions assets (overhead and underground lines) Gas and fuel pipelines Communications lines (e.g. Fibre optic cables). Protect and where required, modify utility assets to the satisfaction of asset owners.
BP8. Business disruption. Minimise disruption to businesses to the extent practicable from temporary occupation of land. LVP3. Light spillage Detailed design of the works must minimise light spillage to protect the amenity of adjacent land uses to the extent practicable. The CEMP must include requirements and methods to minimise light spillage, to the extent practicable, during construction to protect the amenity of adjacent surrounding neighbourhoods, parks and community facilities including urban environments, in consultation with relevant stakeholders.
BP9 Business acquisition process Minimise disruption to businesses to the extent practicable from the acquisition of interests in land, and work with business and land owners to endeavour to reach agreement on the terms for possession of the land.
CSP2. Contaminated soil and spoil management The CEMP must include requirements and methods for contaminated soil and spoil management developed in consultation with EPA Victoria. This must include undertaking a detailed assessment prior to any excavation of potentially contaminated areas to identify location, types and extent of any contaminated land and properties within or adjacent to the Project boundary and sensitive land uses affected by construction activity outside the project boundary, and assessing the potential impact for human health, environmental risk and odour. This assessment must include but not be limited to consideration of the following: Potential contamination risks at the former quarry locations and landfills Potential contamination risks associated with any alteration of the 220kV power lines and any other utilities Potential contamination risks associated with any Works to the North Yarra Main Sewer Potential contamination risks and waste classification of the sediments in the Maribyrnong River and Moonee Ponds Creek Potential impacts posed by contamination sources adjacent to the northern portal area Presence of soil contamination where excavations are proposed in the South Dynon rail yards Potential contamination risks in locations where public open spaces are proposed.
CEMP must also include requirements and methods for: Characterising soil prior to disposal or reuse including PFAS chemicals Identifying soil containing asbestos and if present, developing management strategies in accordance with the WorkSafe Regulations Assessing geological formations with naturally enriched metals and applicable spoil management options and or off-site disposal to the satisfaction of EPA Victoria in particular, tunnel spoil and the West Gate Freeway embankment material Identifying suitably licensed facilities for the disposal of contaminated soil Management of wastewater
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Asset Environmental Performance Requirements Management of dust, potential stormwater run-off and seepage from stockpiled materials Assessing potential for accumulation of potentially harmful gases and vapours during tunnelling from soil and groundwater contamination zones Undertaking a baseline site assessment of areas proposed for construction laydown prior to use Management of any air pollutants released as a result of disturbance of contaminated land, in accordance with requirements of SEPP (AQM) Minimising cut and cover construction techniques in areas containing asbestos contamination Protection of the beneficial uses of land associated with current and planned future use.
CSP4. Odour management The CEMP must include requirements and methods for odour management during the excavation, stockpiling and transportation of contaminated material
CHP4. Monitoring of heritage sites Undertake vibration monitoring during construction for heritage sites at risk of impact, and monitor their condition during and post construction for settlement and structural integrity disturbance as a result of the proposed works. Report the results to the Executive Director and take remedial action, if required, to the satisfaction of the Executive Director, Heritage Victoria.
WMP1. Waste Management Develop and implement management measures for waste (excluding soils) minimisation during construction and operation in accordance with the Environment Protection Act 1970 waste management hierarchy and management options to address: Litter management Construction and demolition wastes including, but not limited to, washing residues, slurries and contaminated water Organic wastes Inert solid wastes.
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5.4.2 Operations
Table 13 Summary of Environmental Performance Requirements during operations – West Gate Freeway
Asset Environmental Performance Requirement
Operational impacts (including EMP2. Refer to Table 11 in 5.4.1 permanent acquisition) on built form and surrounding land LPP1. Minimise design footprint Through detailed design, minimise the permanent footprint of the project to the extent practicable to with the following uses: reduce adverse impacts on potentially affected land uses, particularly: • Industrial • Parks • Residential • Reserves/ gardens • Commercial • Recreational and community facilities • Open space, recreational • Residential properties in proximity to the construction area facilities and community • Commercial and industrial sites uses
• Community facilities LPP2. Recreational facilities Through detailed design and construction, minimise to the extent practicable any impacts on users of
recreational facilities including Westgate Public Golf Course, Crofts Reserve, Hyde Street Reserve, Donald McLean Reserve, Railway Place, and Miller Street Reserve and McIvor Reserve. Access to, and amenity and function of recreation facilities is to be maintained to the extent practicable in consultation with the land manager.
LPP3. Future development opportunities • Do not preclude the possibility of a future road connection between Precinct 15 (Hobsons Bay Council) and Bradmill Precinct (Maribyrnong Council). • Manage, to the extent practicable, the impacts on the future implementation of the draft Railway Place and Miller Street Reserve Concept Plan in consultation with City of Melbourne. • Manage, to the extent practicable, the impacts on future built form of 48-54 Digital Drive, Digital Harbour in consultation with the landowner/developer.
LPP5. Refer to Table 11 in 5.4.1
AQP4. Ambient air quality Develop and undertake an ambient air quality monitoring program to measure the air quality impacts of West Gate Tunnel Project, including at least one year of monitoring before operation, and five years post opening of the Freeway, or such lessor period as agreed with EPA Victoria. Results of the monitoring are to be made publicly available.
NVP1. Traffic noise limits. Comply with VicRoads Traffic Noise Reduction Policy 2005 and VicRoads Road Design Note RDN 6-1 Interpretation and application of VicRoads traffic noise reduction policy 2005. This includes the following limits on noise levels for the duration of the concession period:
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Asset Environmental Performance Requirement
Aspect West Gate Tunnel Project
External traffic noise levels (a) External traffic noise levels from the freeway* and Local Roads+ at Category A Buildings and Category B Buildings facing the traffic noise, being those adjacent to or with a direct line of sight to the freeway*, must be no greater than:
(i) 63dB(A) L10(18h) measured between 6am and midnight for Category A Buildings; and
(ii) 63dB(A ) L10(12h) measured between 6am and 6pm for Category B Buildings; and (b) External traffic noise levels from the freeway* and Local Roads+ at Category A Buildings and Category B Buildings which do not fall within paragraph (a) above and which are adjacent to an identified section of Local Road+, must be no greater than the predicted traffic noise level under a ‘no project’ scenario. The ‘no project’ scenario must also assume that the road traffic noise attributable to the West Gate Freeway (without the project) is:
• 63dB(A) L10(18h) measured between 6am and midnight for the relevant Category A Buildings; and
63dB(A) L10(12h) measured between 6am and 6pm for the relevant Category B Buildings. Applies at The noise criteria in paragraphs (a) and (b) above are to apply to the lowest habitable level of Category A Buildings and Category B Buildings existing and occupied or capable of being occupied at the time of announcing the design on 2 April 2017.
In some cases off-site noise attenuation may be required to meet the noise criteria at any Category A or Category B Building. This may include implementation of noise attenuation measures in consultation with the owner of the relevant building to ensure that an equivalent level of attenuation is provided internal to the building.
Freeway means the primary road connecting the West Gate Freeway (from the M80 interchange) with the Port of Melbourne, CityLink and the city to be constructed as a result of the Project and excludes:
• The sections of the West Gate Freeway east of the Williamstown rail line; and • The sections of the Project which comprise widening of arterial roads,
but includes:
• The Dynon Road eastbound exit ramp and Dynon Road westbound entry ramp to the western abutment of the existing Dynon Road bridge over the railway lines; and • The Wurundjeri Way Extension from Dynon Road to the point at which the elevated section of the road ties into Wurundjeri Way south of Dudley Street.
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Asset Environmental Performance Requirement
+ Local Road means
• The sections of Grieve Parade, Millers Road, Williamstown Road, Hyde Street, MacKenzie Road, Simcock Avenue and Dynon Road which extend 100 metres from the interchange of the relevant road with the Freeway; and
• The sections of Footscray Road between the intersection of Footscray Road with the Footscray Road ramps and the Sims Street loop intersection with Footscray Road. NVP2. Traffic noise monitoring Traffic noise must be measured prior to and upon opening of the Freeway, in accordance with the VicRoads Traffic Noise Measurement Requirements for Acoustic Consultants – September 2011, to verify conformance with the external traffic noise performance requirements set out in NVP1 above. Remedial action must be taken as soon as practicable in the event that the measured traffic noise levels demonstrate that the external traffic noise performance requirements set out in NVP1 are not met.
BP4 Impacts on operation of community, private recreation and council facilities where the operation of community, private recreation and council facilities is directly impacted by the Project, mitigation and management measures must be implemented in consultation with the appropriate stakeholders to minimise these impacts to the extent practicable.
BP9 Refer to Table 11 in 5.4.1
LVP1. Urban design approach Detailed design development must respond to the West Gate Tunnel Project urban design principles and vision. In doing so it must minimise landscape and visual impacts and maximise opportunities for enhancement of public amenity, open space and facilities, resulting from the project, in consultation with relevant stakeholders, particularly in relation to: • Heritage assets • Bridges and structures • Existing landmark urban elements across the project, including CityLink • Open space including Yarraville Gardens, Hyde Street Reserve, Donald McLean Reserve, Railway and Millers Street Reserve • Community and recreational assets including the Yarraville Community Centre, Yarraville Gardens, Westgate Golf Club, Spotswood Cricket/ Football Oval, W.L.J. Crofts Reserve, shared paths along Kororoit Creek, Maribyrnong River, Stony Creek, and Moonee Ponds Creek, various bowls and tennis clubs in the vicinity of the Project • Residential interfaces • Business interfaces
LVP3. Refer to Table 11 in 5.4.1
SP1. Urban design principles and vision Detailed design to protect and, where practicable, improve access to and amenity for potentially affected residents, open space, social and community infrastructure and commercial facilities by responding to the urban design principles and vision and implementing the principles of “Crime Prevention Through Environmental Design”
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6.0 Tunnels
This section describes the existing conditions, benefits and opportunities and findings on the impact assessment for the tunnels component. Detailed plans showing the location of the tunnels component of the West Gate Tunnel Project, and related planning controls are shown in Appendix A.
The tunnels component extends from the southern westbound portal, located in the West Gate Freeway to the west of the Newport Freight Railway Line, north-east beneath the Westgate Golf Club and Hyde Street Reserve and underground through the suburbs of Yarraville and Footscray to a northern portal opening in Footscray, adjacent to the Maribyrnong River.
Other project elements located outside of the road reserve include temporary occupation areas, a re- alignment of the North Yarra Main Sewer and a shared cyclist and pedestrian pathway, which is proposed to be located on the northern side of the tunnels portal zone and provide connection between the Maribyrnong River Trail and Harris Street north of Yarraville Gardens.
Figure 27 Tunnels component
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6.1 Existing conditions 6.1.1 Residential and industrial
The tunnels alignment is located beneath a mix of industrial and residential properties. The residential dwellings in these areas are generally one to two storey detached houses, interspersed with medium density townhouses and multi-unit apartments. Travelling east through the suburb of Yarraville, land use transitions from predominantly residential in the west to light industrial and commercial uses in the east, particularly north of Francis Street and east of Hyde Street.
East of the tunnels alignment is industrial land generally characterised as the Yarraville Port Industrial Precinct. This industrial precinct is one of the core industrial precincts within the City of Maribyrnong. Large scale industries requiring waterfront access have historically dominated this part of Yarraville. These land uses provide a buffer between the Port of Melbourne (and associated petroleum storage facilities) and areas containing sensitive land uses (for example, residential). The businesses in this area are commonly involved in warehousing and logistics, as well as mechanical repairs. There are also several business park complexes within the area that provide smaller scale warehousing, factories and office space for small/medium sized businesses.
6.1.2 Commercial (including activity centres)
A small cluster of commercial/retail businesses located near the southern eastbound portal and several premises are located above the general alignment of the tunnels. There are no other neighbourhood retail/commercial uses of note in this area.
6.1.3 Open space, recreation and community facilities and uses
The Westgate Golf Course is a nine hole public golf course, with fairways located on both the northern and southern sides of the freeway with a pedestrian connection (for golf course users) under the Freeway. The Hyde Street Reserve is located to the east of the Westgate Golf Course, on the northern side of the West Gate Freeway. In accordance with the Stony Creek Directions Plan Master Plan (Maribyrnong City Council, 2011), Council has been implementing extensive landscaping elements across the site. The reserve contains concrete and gravel shared use paths, grassed areas and vegetated corridors.
Located to the west of the northern portal are the Yarraville Gardens and Hanmer Reserve. These parklands consist of formal garden beds and mature trees, barbecue/ picnic tables, outdoor stage and sealed paths, two sports ovals, and an off-leash dog field. It also has a large children’s playground and is a key node for ‘food vans’. Combined, these parklands have a large catchment that goes beyond the immediate local area.
A small section of shared pathway exists along the western bank of the Maribyrnong River. This links the Maribyrnong River Trail (to the north of Footscray Road) with Whitehall Street.
The Footscray Community Arts Centre (FCAC) is a contemporary arts and cultural centre working with local, regional and international communities and provides core educational programs for the community. The centre works with artists and organisations on innovative arts projects and provides an Artists and Companies in Residence program, supporting creative developments, office space, production and presentation of new works and rehearsal spaces.
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6.2 Risk assessment
The risk assessment process, as described in Section 3.3, identified a number of potential impact pathways associated with risks to land use planning assets, values and uses for the tunnels component of the West Gate Tunnel Project (refer to Appendix D). These risks are split between the construction and the operations phases.
Risks to land use planning during construction:
• Potential impacts on industrial, commercial residential and recreational land uses during site clearance, construction site establishment and construction activities, which are inconsistent with planning policies and land use zoning (Risk ID LUPR5)
Risks to land use planning during operation:
• Potential impacts on existing and planned land uses during tunnel operations which are inconsistent with planning policies and land use zoning by reason of amenity (combination of noise/air quality/lighting/views) (Risk ID LUPR21). • Potential impacts on industrial, commercial, residential and recreational land uses resulting from project development and operations, which are inconsistent with planning policies and land use zoning (risk identification LUPR6). • Potential impacts on strategic policy or the future development potential of areas (including Precinct 15, Footscray and Joseph Road) resulting from development and operations which are inconsistent with planning policies and land use zoning (risk identification LUPR7). • Permanent impacts on land use or built form due to the North Yarra Main Sewer realignment and protection of other utilities during site clearance and construction, which are inconsistent with planning policies and land use zoning (Risk ID LUPR8). • Permanent impacts on existing and planned uses due to permanent property acquisition associated with the project development and operation which are inconsistent with planning policies and land use zoning (risk identification (LUPR24)
The results of the analysis and evaluation of the risks, including the identification of those that are priority issues are provided within Appendix D. The detailed impact assessment of these potential risks is provided within Section 6.3 of this report.
6.3 Impact assessment
The majority of proposed works for this component are sited sub-surface. There are however limited permanent and temporary land requirements outside of the road reserve (Risk ID LUPR5 – LPUR7) which are to accommodate proposed construction areas, sections of the proposed road alignment (including the southern and northern portals) and utility relocations (including the North Yarra Main Sewer realignment and protection of other utilities) (LUPR8). Land acquisition requirements outside of the road reserve are further detailed in Section 6.3.3 of this report.
Potential construction impacts on land use are of a temporary nature and may occur as a result of temporary occupation of land, restrictions on access (for example, to open space, shared use paths and businesses) and amenity impacts associated with construction activities (Risk ID LUPR5). The specifics of these impacts are addressed in the various technical assessments contained within this EES and would be mitigated through their associated EPRs. Amenity impacts associated with construction activity would be managed through the process of implementing the Construction Environmental Management Plan (CEMP) and through adherence to appropriate regulatory standards for issues such as noise and air quality (EPR ID EMP2, LPP1, LPP5, TP3, WMP1, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, BP1, BP2, BP3, BP6,
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BP8, BP9, LVP3, CHP4, CSP2, CSP4). This would assist in mitigating amenity impacts to surrounding land use during construction. This includes compliance with the requirements of State Environment Protection Policies (SEPPs) for issues such as noise and air quality. Full details of EPRs are provided in Section 6.4.1.
Potential land use impacts from project development and operations may result in impacts on built form, industrial, commercial, residential and recreational land uses and strategic policy (Risk ID LUPR6-LUPR8 and LUPR24), as well as potential amenity impacts (which encompass noise, air quality, lighting and views (Risk ID LUPR21). The specifics of these impacts are addressed in the various technical assessments contained within this EES and would be mitigated through their associated EPRs. Therefore, land use impacts relating to operations would be controlled through compliance with industry standards ((EPR ID EMP2, LPP1, LPP2, LPP5, SP1, AQP1, AQP2, NVP1, NVP2, NVP10, NVP11, BP4, BP9, LVP1, LVP3).) Full details of EPRs are provided in Section 6.4.2.
A planning control would be introduced via the planning approval process for the project. This control would ensure that the future construction, integrity and operation of the tunnel is protected through managing future development above tunnel infrastructure. It seeks to ensure future development is appropriately designed to reflect any built form restrictions to sub-surface development (such as basements).
Following the application of EPRs, the overall impact of the project on land use planning in the tunnels component during construction would have a residual risk of low – medium, while during operation the residual risk is low.
The following sections provide a commentary of the likely direct land use and built form impacts, temporary and permanent, within Altona North, Spotswood, Yarraville and Footscray, where the tunnels are proposed. Figure 28 and Figure 29 show land use zoning and overlays under local planning schemes. Refer to Appendix A for a detailed zoning and overlay map series for the entire project area.
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Figure 28 Zoning – tunnels component
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Figure 29 Overlays – tunnels component
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6.3.1 Land use
The following sections provide a detailed summary per suburb of potential land use impacts during construction and operation, including temporary and permanent occupation outside of the road reserve.
Altona North
Land immediately south of the West Gate Freeway and west of the Newport Freight Railway Line within an industrial property at the intersection of New Street and Watson Street would be required for construction of the southern westbound tunnel portal and associated construction compound. This site has previously been considered for possible inclusion as part of the urban renewal site known as Precinct 15, which is located directly to the south of the Watson Street site. The balance of the site would be permanently converted to landscaped public open space following completion of the tunnel portal. Precinct 15, is located directly south of the Watson Street site and is expected to undergo significant land use change from industrial to residential and mixed use (Risk ID LUPR7) (refer to Section 6.3.4). The proposed public open space land use change would be compatible with this future land use character.
Land to the south east of this site contains residential dwellings that may experience amenity impacts during construction which would be managed through the process of implementing the Construction Environmental Management Plan (CEMP) and through adherence to appropriate regulatory standards for issues such as noise and air quality (EPR ID EMP2, LPP1, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP6, BP8, LVP3, CHP4, CSP2, CSP4).
Following the application of EPRs, residual risk during construction in Altona North is therefore considered to be low.
Spotswood
The proposed southern eastbound portal would be wholly located within existing road reserve area of the West Gate Freeway and would not result in impacts to adjacent land uses including the Westgate Golf Course and the Hyde Street Reserve (Risk ID LUPR6). Implementation of a CEMP and adherence to appropriate industry standards would further ensure that these areas are not impacted during construction (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP8, LVP3, CHP4, CSP2, CSP4).
As such, it is not anticipated that the southern eastbound portal would result in any land use impacts in Spotswood. Residual risk during construction in Spotswood is therefore considered to be low following the application of EPRs.
Yarraville
Within the tunnels component of the West Gate Tunnel Project, the majority of infrastructure would be located underground, protecting the existing land use pattern, including sensitive uses such as residential and a number of heritage places and areas. As such, the project would successfully minimise potential land use impacts at surface level within the established suburb of Yarraville.
The overall impact of strata acquisition in Yarraville is low as it comprises predominantly fine grained single and two storey development where few basements occur. More recently the area has seen the development of a number of multi-unit developments which include single and two storey basements.
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These types of development are not expected to be impacted by the strata acquisitions which vary based on the depth of tunnel infrastructure at any given location.
Realignment of the North Yarra Main Sewer east of the northern tunnel portal would involve construction works within Yarraville (Risk ID LUPR5). An elevated shared use path would align to the north of the tunnel portal and extend over Whitehall Street to Harris Street to the north of Yarraville Gardens. Potential land use impacts during this construction phase would be appropriately managed through the implementation of a CEMP and compliance with industry standards (EPR ID EMP2, LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, GMP6, SP1, BP1, BP8, LVP3, CHP4, CSP2, CSP4).
The project design would result in some impacts to industrial land (Risk ID LURP6) as well as enhance industrial and employment precincts through improved accessibility. Nevertheless, it is not anticipated that these works would significantly deviate from the policies and objectives of the Maribyrnong Economic and Industrial Development Strategy (detailed in Appendix B of this report). These impacts are more closely addressed in Technical report M Business.
Temporary occupation during construction for a laydown area would present potential land use impacts on vacant industrial land on Whitehall Street (Risk ID LUPR5). This land is owned by the Port of Melbourne Corporation and would remain suitable for industrial land use following completion of the West Gate Tunnel Project.
The use of sites in and around Whitehall and Youell streets for construction purposes is considered appropriate for an industrial area that also benefits from being sited away from sensitive uses. In addition, compliance with industry standards and a CEMP would ensure that the use of adjacent industrial land uses is not impacted during construction (EPR ID EMP2, LPP1, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4).
Residual risk during construction in Yarraville for the tunnels component is therefore considered to be low following the application of EPRs.
Footscray
The northern portal and North Yarra Main Sewer realignment includes part of land used for industrial and bulk storage purposes on Whitehall Street and adjoining industrial land on Somerville Road, west of the Maribyrnong River (Risk ID LUPR5) (Figure 30). The northern portal laydown area is proposed on the balance of the industrial site on Whitehall Street. Occupation of this industrial land for construction purposes would result in the loss of a range of industrial warehouses and storage areas for the construction period.
Land use impacts associated with project development and operations are concentrated around the northern portal of the site. Following completion of the northern portal, the balance of land on Whitehall Street not required for permanent road infrastructure and supporting facilities is proposed to be converted to open space and wetland, which includes extensive tree, understory and riparian planting. The conversion to open space would alter the industrial character of land in the immediate vicinity of the tunnel portal and Whitehall Street, without affecting on the overall character of the surrounding industrially zoned land (Risk ID LUPR5). While this is a change in land use, it is considered to be compatible with surrounding land uses and would result in a residual risk rating during operation of low (Risk ID LUPR21).
Some of the temporary construction areas along Whitehall Street would also be reinstated and remains suitable for industrial land use, resulting in a residual risk rating during operation of low
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(Risk ID LUPR5). While the overall character in the immediate vicinity of the northern portal would have changed, particularly through the loss of a number of heritage warehouses and new infrastructure (LUPR6), there is an opportunity for improvement to be made to the local area, particularly through provision of additional open space and improvements to shared use pathways.
A significant portion of this laydown area is owned by Port Melbourne Corporation and is largely cleared with the exception of the heritage listed Dee Cottage (HO180) (Risk ID LUPR5). Dee Cottage is of historical and architectural significance to the City of Maribyrnong as a relatively intact early residence, used as a company house. The temporary occupation area on Whitehall Street excludes this heritage building, and monitoring would be undertaken to ensure that there are no indirect impacts as a result of the construction activities (EPR ID CHP4). As the balance of the site is currently vacant, any built form impacts would be of a temporary nature, with the site expected to be returned to its original condition (vacant) following construction. For further information regarding permanent land acquisition, please refer to Section 6.3.3.
Land use impacts on industrial land in Footscray would be appropriately managed through the implementation of a CEMP (EPR ID EMP2, LPP1, TP3, AQP6, NVP3, NVP4, NVP6, GMP6, NVP8, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4) and compliance with industry standards and regulations.
While the application of EPRs would address impacts associated with construction activities, particularly amenity, the overall change in land use from project development and operation in this location would be significant. Therefore the residual risk during construction in Footscray is considered to be low, whilst residual risk during operation is medium.
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Figure 30 Northern portal alignment
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Figure 31 View from Youell Street of northern portal location
6.3.2 Built form Southern portals
The proposed ventilation structures associated with the westbound southern portal would be approximately 45 metres tall and enclosed with architecturally clad exterior that varies from 40 to 55 metres in height (refer to figure 32) (Risk ID LUPR6). These project elements, in particular the ventilation structure, would represent a change in overall height and appearance when compared to existing road infrastructure and built form in and immediately adjacent to the West Gate Freeway road corridor. These elements would create a visual landmark for the southern tunnel portals. More detailed consideration of visual amenity is included in Technical report N Landscape and visual.
Overall, these features are considered to have a low impact on built form as they are either located entirely within the road corridor (eastbound portal) or remove built form within an area earmarked for significant land use change (westbound portal). They would not restrict existing or future built form outcomes of adjacent land uses, including adjacent strategic policy areas such as Precinct 15.
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Figure 32 Artist impression of southern westbound portal
Northern portal
Occupation of land north of Youell Street for construction purposes would result in the loss of a range of industrial warehouses and storage areas for the construction period.
The construction compound adjacent to the northern portal on the industrial site on Whitehall Street is proposed to be redeveloped as open space and wetland, which includes extensive tree, understory and riparian planting (Risk ID LUPR6).
The conversion to open space would permanently change the industrial character of the area; however it would not restrict industrial development on surrounding sites (Risk ID LUPR6). Open space is not a prohibited use in an industrial zone, nevertheless, the proposed land use change to open space may warrant an amendment to land use zoning provisions and rezoning of the land to Public Park and Recreation Zone (PPRZ). Any use of redundant or surplus land would be subject to the Victorian Government Landholding Policy and Guidelines.
In addition to the above, sections of adjoining industrial land on Somerville Road would be required for portal works, sewer relocation and access between the northern portal and adjacent construction compound on Whitehall Street (Risk ID LUPR8). The remaining land would not be affected by these works and therefore the built form associated with existing industrial / warehouse uses would remain intact.
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Permanent road infrastructure at the northern portal would include roadways, ramps and elevated cyclist viaduct (Figure 33). Other supporting infrastructure and facilities associated with the tunnels would be located east of Whitehall Street and south of Youell Street and include the following: • Architectural vent outlet (varying between approximately 45 and 55 metres in high) • Architectural portal frame (approximately 45 metres high ) • Laydown area (over portal) • Maintenance building (approximately 10 metres high) • Alternative traffic control room and substation building (approximately 13 metres high).
Figure 33 Artist impression of northern portal
Aside from the proposed vent outlet and portal frame, these proposed features would generally be of a similar scale to the existing one to two storey industrial/warehouse built form on the site and consistent with the existing scale and built form of the area.
The ventilation structure would form a new visual landmark in this location. In addition, there are stacked shipping containers (up to 16 metres high) in the area and more extensive container storage on the opposite side of the river (on port land) which would form a backdrop to the built form in the vicinity of the ventilation building and bridge structure. While the ventilation outlet and portal frame would be higher than the existing built form on the site, it would not negatively affect the built form on adjacent land and would have a limited impact on amenity given the industrial character of the area.
North-east of the tunnels portal, west of the Maribyrnong River, the eastbound bridge access ramps would extend through properties located on Whitehall Street, Youell Street and Moreland Street. These sites contain a range of commercial and industrial buildings. There would be a combination of full and partial demolition within these properties to accommodate permanent road infrastructure. The proposed access ramps would also be located in close proximity to existing commercial premises along Maribyrnong Street.
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There are no current (as of November 2016) advertised planning permit applications that would affect the tunnel portal sites, or create issues on land above the tunnels alignment (Risk ID LUPR5).
As the majority of works would be located sub-surface, the residual risk to built form and existing character would be low to medium following the application of EPRs (Risk ID LUPR5-LUPR8).
6.3.3 Land acquisition
The tunnels component would require the strata acquisition of up to approximately 347 properties within this component to protect the asset. Land requirements associated with portals and ventilation structures are incorporated in the land acquisition requirements (temporary and permanent) for the Western Gate Freeway and Port, CityLink and city connections components. The strata acquisition may have variable depths depending on the depth of the tunnels which would be confirmed through detailed design.
Further detail on land acquisition is provided in Section 4.2.1 Land acquisition and 9.3 Land acquisition summary of this report and in Technical report L Social and Technical report M Business.
Table 14 Property acquisition summary – permanent acquisition and temporary acquisition
Permanent land acquisition Temporary land occupation
Strata Project Commercial Other Commercial Other Commercial Other Commercial Other (below component property property property property leasehold leasehold leasehold leasehold ground) interests interests interests interests (owners) (owners) (owners) (owners)
Tunnels – – – – – – – – 347
Further detail on land acquisition is provided in Section 4.2.1 Land acquisition and Section 9.3 Land acquisition summary of this report and in Technical Report L Social and Technical Report M Business. Impacts associated with land acquisition will be mitigated through further design to minimise the permanent footprint of the project and implementation of mitigation and management measures in consultation with appropriate stakeholders (EPR ID LPP1, BP4).
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Figure 34 Zoning – tunnels component
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Figure 35 Overlays – tunnels component
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6.3.4 Strategic policy
The SPPF contains policies which must be taken into account when preparing amendments or making decisions under a planning scheme. Municipal planning schemes identify key strategic development sites where significant development is expected to occur. Strategic policy areas that may be impacted by the West Gate Tunnel Project are detailed below.
Precinct 15 Precinct 15 comprises a number of land owners that have sought to have the land rezoned to residential and mixed use. The precinct is bound by Blackshaws Road (south), New Street and the railway line (east), the West Gate Freeway (north) and Kyle Street (west) and excludes the Brooklyn Terminal Station in Altona North (refer to Figure 36).
Although the site is referred to throughout this assessment as Precinct 15, it is acknowledged that it is also commonly referred to as the `former Don site’ and the Altona North Strategic Site. The site is approximately 67 hectares in size and is expected to experience a significant change in land use and built form as it transitions from an industrial to residential and mixed use area.
Figure 36 Precinct 15 with project alignment
The Victorian Planning Authority (VPA) worked closely with Hobsons Bay City Council and landowners to develop a Comprehensive Development Plan, Development Contributions Plan and planning scheme amendment that would facilitate the redevelopment of Precinct 15 from its industrial use to a residential and mixed use neighbourhood.
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On 14 February 2017, Hobsons Bay City Council resolved to seek authorisation from the Minister for Planning to exhibit the Hobsons Bay Amendment C88, which would result in Precinct 15 (including 2 Watson Street) being rezoned to the Comprehensive Development Zone, allowing for a range of possible uses including residential, business, town centre and parks (refer ). It is noted that the ‘indicative land required for the Western Distributor’ (now known as West Gate Tunnel Project) shown in Figure 37 suggests that there is insufficient land allocated for the project works.
Council has since received authorisation from the Minister for Planning to undertake Planning Scheme Amendment C88 to the Hobsons Bay Planning Scheme, predicated on the Council obtaining a letter from the WDA confirming that Amendment C88 would not impact on the likely final alignment of the West Gate Tunnel Project.
Based on the announced design of the West Gate Tunnel, the VPA and City of Hobsons Bay are considering revisions to the Comprehensive Development Plan to reflect project works prior to exhibition.
Potential land use conflicts would therefore be addressed prior to proceeding with public exhibition and consultation processes for Planning Scheme Amendment C88. The West Gate Tunnel Project proposes to redevelop land directly south of the freeway and north of Watson Street for public open space (refer Figure 32). This would be compatible with the future development of Precinct 15 and act as buffer between the West Gate Freeway and future residential and mixed use development.
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Figure 37 VPA Future Urban Structure Plan
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The Bradmill site (detailed in Section 5.3.4) is located north of Precinct 15 (detailed in Section 6.3.4) on the opposite side of the West Gate Freeway. As discussed in the abovementioned sections, vehicular and pedestrian connections between these precincts are currently significantly restricted by the existing freeway and rail line. There is potential for the project to improve connectivity between these sites or maintain the opportunity for such a connection in the future (EPR ID LPP3). The current design does not propose a new connection between these areas and it is not expected to preclude a future connection from being provided by proponents of either site. It is noted that there would be upgrades and improvements to existing shared use paths in the locality.
The project would not affect ongoing urban redevelopment activities within Precinct 15 following the application of EPRs, would have a residual risk rating of low (Risk ID LUPR7).
Joseph Road and Footscray Precincts Footscray was identified as a Principal Activity Centre/Transit City in 2002, and later as one of six Central Activities Areas (CAAs) in 2008. A structure plan was adopted in 2014 to guide change within the CAA. The plan outlines a vision for the centre and provides objectives and strategies to achieve this vision. The plan provides guidance on land uses within the different precincts, services and infrastructure required, and the appropriate character and scale of new development.
The Joseph Road and Footscray Station precincts accommodate high density mixed use developments. Neighbourhood precincts within the centre retain their established low scale built form and predominant residential use.
The Footscray Precinct was identified within the Footscray Structure Plan (Maribyrnong City Council, 2014) as a Central Activities area. These precincts are acknowledged due to their location in close proximity to, but outside of the project’s road alignment (as indicated in Figure 38). The project would not affect ongoing urban redevelopment activities within these precinct areas and following the application of EPRs, would have a residual risk rating of low (Risk ID LUPR7).
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Figure 38 Footscray Central Activities Area Structure Plan – Study area (north of project alignment)
6.4 Environmental Performance Requirements
Table 15 summarises the EPRs resulting from the impact assessment which are proposed in order to address potential land use impacts. The EPRs include environmental outcomes to be achieved and environmental performance measures to be applied. It should be noted that the land use planning impact assessment relies on a range of EPRs from other technical disciplines, which are included in the EPR table below.
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6.4.1 Construction
Table 15 Summary of Environmental Performance Requirements during construction - tunnels
Asset Environmental Performance Requirements
Construction impacts on built form EMP2. Refer to Table 11 in 5.4.1 and surrounding land with the following uses: LPP5. Refer to Table 11 in 5.4.1 • Industrial • Residential TP3. Refer to Table 11 in 5.4.1 • Commercial AQP6. Refer to Table 11 in 5.4.1 • Open space, recreational facilities and community uses NVP3. Refer to Table 11 in 5.4.1 • Community facilities NVP4. Refer to Table 11 in 5.4.1
NVP6. Refer to Table 11 in 5.4.1
NVP8. Refer to Table 11 in 5.4.1
GMP6. Refer to Table 11 in 5.4.1
BP1. Refer to Table 11 in 5.4.1
BP2. Refer to Table 11 in 5.4.1
BP3. Refer to Table 11 in 5.4.1
BP6. Refer to Table 11 in 5.4.1 BP8. Refer to Table 11 in 5.4.1
BP9 Refer to Table 11 in 5.4.1
LVP3. Refer to Table 11 in 5.4.1
CHP4. Refer to Table 11 in 5.4.1
CSP2. Refer to Table 11 in 5.4.1
CSP4. Refer to Table 11 in 5.4.1
WMP1. Refer to Table 11 in 5.4.1
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6.4.2 Operations
Table 16 Summary of Environmental Performance Requirements during operations – tunnels
Asset Environmental Performance Requirement Operational impacts on built form and surrounding land with the EMP2. Refer to Table 11 in 5.4.1 following uses: LPP1. Refer to Table 12 in 5.4.2 • Industrial • Residential LPP2. Refer to Table 12 in 5.4.2 • Commercial • Open space, recreational LPP5. Refer to Table 11 in 5.4.1 facilities and community uses • Community facilities SP1. Refer to Table 12 in 5.4.1 AQP1. Tunnel ventilation system design. Design and implement a tunnel ventilation system to meet the requirements of the SEPP (AQM) and in accordance with the requirements of the EPA Victoria Works Approval.
AQP2. Zero portal emissions. Design and implement a tunnel ventilation system to achieve zero portal emissions.
AQP2. Refer to Table 12 in 5.4.2
NVP1. Refer to Table 12 in 5.4.2
NVP2. Refer to Table 12 in 5.4.2
NVP10. Tunnel ventilation system noise design. Design and implement the tunnel ventilation system to achieve compliance with State Environment Protection Policy (Control of Noise from Commerce, Industry and Trade) No. N-1 (SEPP N-1) and in accordance with the Works Approval. Provide detailed design to the satisfaction of EPA Victoria prior to commencement of the works permitted by the Works Approval.
NVP11. Tunnel ventilation system noise monitoring Measure noise from the tunnel ventilation system on commencing road operation and monitor noise from the tunnel ventilation system for up to five years post opening or as agreed with EPA Victoria to verify compliance with State Environment Protection Policy (Control of Noise from Commerce, Industry and Trade) No. N-1 (SEPP N-1). Identify contingency measures to be implemented if noise level targets are not met.
BP4. Refer to Table 12 in 5.4.2
BP9 Refer to Table 11 in 5.4.1
LVP1. Refer to Table 12 in 5.4.2
LVP3. Refer to Table 11 in 5.4.1
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7.0 Port, CityLink and city connections
The port, CityLink and city connections component includes the Maribyrnong River crossing, connections to the Port of Melbourne, an elevated structure along Footscray Road and new or upgraded connections to the existing road network, including CityLink, Dynon Road and the city, including crossings of the Moonee Ponds Creek and the Wurundjeri Way extension. Detailed plans showing the location of the port, CityLink and city connections component of the propose West Gate Tunnel Project, and related planning controls are shown in Appendix A.
This section describes the existing conditions, benefits and opportunities and findings of the impact assessment for the port, CityLink and city connections component. Appendix D and Appendix E provide a consolidated list of recommended EPRs to address the key land use planning impacts for this project component.
Figure 39 Port, CityLink and city connections component
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7.1 Existing conditions
The existing urban context including key assets, values and uses are summarised below.
7.1.1 Residential
The western bank of the Maribyrnong River contains a mixture of industrial and commercial uses. A number of ‘caretaker residences’ (a permit required use) exist in this location. however, accommodation including residential dwellings are prohibited in this location.
There are no residential properties located in the area between the eastern bank of the Maribyrnong River and CityLink. However, in the general vicinity of the city connections component of the project, there are a number of suburbs with existing and expanding residential land use. These suburbs include Docklands, West Melbourne and North Melbourne which are predominantly mixed use areas with increasing residential populations.
North and West Melbourne are long established suburbs with a diverse mixture of residential, commercial and light industrial uses. North Melbourne is expected to experience significant development commensurate with the growth of Melbourne. West Melbourne has been the subject of more intensive residential and commercial development in recent years. The City of Melbourne is working with local communities to strategically plan the future development of these areas and is currently preparing a new West Melbourne Structure Plan to guide and manage future change and improvements in the area.
Docklands has evolved from redundant waterfront and port land in the late 1990s into a significant mixed use urban renewal precinct that provides an extension to the central city grid. The precinct comprises residential, commercial and entertainment uses.
7.1.2 Industrial
The western side of the Maribyrnong River features port-related infrastructure (including two operational berths – Yarraville 5 and 6) and offices and commercial uses based around a former warehouse, industrial heritage buildings including the Powder Magazine building and Mowling’s Soap & Candle and industrial uses. Berth 5 Yarraville is currently used by CSR for the importation of raw sugar and gypsum. Berth 6 Yarraville is a common-user berth that is generally used for the transfer of small volumes of dry bulk and liquid bulk cargoes. Coode Island, Port of Melbourne is on the eastern side of the Maribyrnong River.
Coode Island is classified as a Major Hazard Facility (MHF) by WorkSafe as it accommodates significant bulk liquid chemical storage and distribution facilities. Coode Island has two surrounding zones - an Inner Planning Advisory Area (IPAA) and Outer Planning Advisory Area (OPAA) as shown in Figure 40. The IPAA has a higher level of risk from potential foreseeable incidents than the OPAA. There is currently no statutory requirement for planning or responsible authorities to contact WorkSafe on any proposed use or development of land close to an MHF, apart from section 55 of the Planning and Environment Act 1987 that requires certain industrial developments inside the Planning Advisory Areas to be referred to WorkSafe.
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schemes through the application of Environment Significance Overlays and separate schedules for Inner and Outer Planning Advisory Areas.
Figure 40 Coode Island land use planning advisory areas for major hazard facilities (WorkSafe, 2010)
Coode Island is serviced by Maribyrnong No.1 common-user berth. This berth operates as a hazardous and non-hazardous liquid bulk berth. Located to the east of the Coode Island chemical storage facilities are Swanson Docks East and West. These docks are international shipping facilities with associated landside container storage and distribution infrastructure including railway sidings. Swanson Dock West can accommodate the largest container vessels trading with Australia. Hardstand container storage areas extend along the southern side of Footscray Road with logistics warehousing and additional container storage yards adjacent to Appleton Dock Road, a key ground transport entry point.
Along the northern side of Footscray Road are the Dynon intermodal terminals. Land is used predominately by industry and transport and logistics providers for the movement of goods and products (for example, Toll, Linfox, L Arthur, VicTrack, ARTC, and Pacific National) and passengers (MTM and V/Line), as well as maintenance sheds (Yarra Trams and MTM).
Other land uses in the area include a CitiPower substation, truck-stop, freeway advertising signage and a shared path along Moonee Ponds Creek. The former Melbourne Markets, comprising the Melbourne Wholesale Fruit and Vegetable Market and the Melbourne Seafood Market, are no longer operational at this site. The existing working population in this precinct is approximately 10,000 people.
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7.1.3 Commercial (including activity centres)
As the proposed West Gate Tunnel Project enters the Docklands Precinct, the extent of commercial activity generally increases. The connection to Wurundjeri Way would pass to the north of E-Gate and bypasses the commercial area of Harbour Town, south-west of Footscray Road.
7.1.4 Open space, recreation and community facilities and uses
The Maribyrnong River marks the eastern and northern boundary of the City of Maribyrnong and was a major transport route and a magnet for a range of industries that clustered along the river banks in the second half of the nineteenth century. The western bank of the river has been revitalised, providing a linear park that celebrates the river’s trading and railway heritage, with a major boardwalk and promenade between Footscray Road and Hopkins Street, shared trails for walkers and cyclists and open lawn areas to enable festivals and events.
Moonee Ponds Creek traverses the component area from north to south and is located within an area predominantly used for transport infrastructure. There are limited community facilities located within the immediate area, as it is dominated by industrial, freight and logistics land uses.
The creek forms the western boundary of the E-Gate site with the Dynon/Port of Melbourne freight precinct on the west side of the creek. The creek is vegetated on both banks. The Moonee Ponds Creek Trail (also part of the Capital City Trail), is a shared use path on the creek’s eastern bank. The Monee Ponds Creek / Capital City Trails connect with the off-road shared pathway along Footscray Road and the Maribyrnong River shared pathway.
There are few community facilities within this component of the West Gate Tunnel Project, which is dominated by industrial and freight and logistics land uses.
7.2 Risk assessment
The risk assessment process, as described in Section 3.3, identified a number of potential impact pathways associated with risks to land use planning assets, values and uses for the port, CityLink and city connections component of the West Gate Tunnel Project (refer to Appendix D Risk Pathways). These risks are split between the construction and the operations phases.
Risks to land use planning during construction:
Potential impacts on industrial, commercial, industrial, residential and recreational land uses during site clearance, construction site establishment and construction activities (Risk ID LUPR9)
Risks to land use planning during operation:
Potential impacts on recreational land uses from project development and operations which are inconsistent with planning policies and land use zoning (including Moonee Ponds Creek and the Railway Place and Miller Street Reserve) (Risk ID LUPR10) Potential impacts on strategic policy or the future development potential of areas from project development and operations including E-Gate, Arden Macaulay Precinct, Dynon Road Precinct, West Melbourne or Docklands Precinct Risk ID LUPR11) Potential impacts on industrial, commercial and residential land uses resulting from the development of a bridge over the Maribyrnong River and associated civil infrastructure works, which are inconsistent with planning policies and land use zoning (Risk ID LUPR12)
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Potential impacts on recreational land uses as a result of the development of a bridge across the Maribyrnong River and associated civil infrastructure works, which are inconsistent with planning policies and land use zoning (Risk ID LUPR13) Potential impacts on industrial land uses as a result of the development of the viaducts and the shared use path and associated civil infrastructure works, which are inconsistent with planning policies and land use zoning (Risk ID LUPR14) Potential impacts on recreational uses as a result of the development and operation of the viaducts and the shared use path and associated civic infrastructure works resulting in impacts on recreational land uses which are inconsistent with planning policies and land use zoning (Risk ID LUPR15) Potential impacts to strategic policy or the future development potential of areas including E-Gate, Arden Macaulay Precinct, Dynon Precinct, West Melbourne or the Docklands Precinct (Risk ID LUPR16) Potential impacts on industrial, commercial and residential land uses due to the development and operation of new city connections and associated civic infrastructure works, which are inconsistent with planning policies and land use zoning (Risk ID LUPR17) Potential impacts to recreational land uses due to the development and operation of the new city connections and associated civil infrastructure works which are inconsistent with planning policies and land use zoning (including Moonee Ponds Creek and the Railway Place and Miller Street Reserve) (Risk ID LUPR18) Potential impacts to strategic policy or the future development potential of areas including E-Gate, Arden Macaulay Precinct, Dynon Precinct, West Melbourne or the Docklands Precinct (Risk ID LUPR19). Potential impacts on existing and planned land uses during operations which are inconsistent with planning policies and land use zoning by reason of amenity (combination of noise/air quality/lighting/views) (Risk ID LUPR22). Permanent impacts on existing and planned uses due to permanent property acquisition associated with the project development and operation which are inconsistent with planning policies and land use zoning (risk identification (LUPR25)
The results of the analysis and evaluation of the risks, including the identification of those that are priority issues are provided within Appendix D. The detailed impact assessment related to these potential risks is provided in the following section of this report.
7.3 Impact assessment
This component entails the creation of new elevated structures over the Maribyrnong River, an elevated structure along Footscray Road and new or upgraded connections to the existing road network, including CityLink. This involves the construction of elevated structures over industrial land uses, a major rail corridor and established shared use paths. A significant portion of the proposed infrastructure for the port, CityLink and city connections component would be directly above the existing road reserve, adjacent to it, or involves the establishment of new road reserve over established industrial and rail land.
Potential construction impacts on land use are of a temporary nature and may occur as a result of temporary occupation of land for construction compounds, restrictions on access (for example, to open space, shared use paths and businesses) and amenity impacts associated with construction activities (Risk ID LUPR9). The specifics of these impacts are addressed in the various technical assessments contained within this EES and would be mitigated through their associated EPRs. Therefore, potential impacts would be managed through the preparation and implementation of a CEMP (EPR ID LPP1,
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LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4) and compliance with relevant industry standards. Full details of EPRs are provided in Section 7.4.1.
Potential land use impacts from project development and operations (Risk ID LUPR10 to LUPR19, LUPR22 and LUPR25) relate to issues of land acquisition and amenity, which encompass noise, air quality, lighting and views. The specifics of these impacts are addressed in the various technical assessments contained within this EES and would be mitigated through their associated EPRs. Therefore, land use impacts relating to operations would be controlled through compliance with industry standards (EPR ID AQP4, NVP2, BP2, LVP1, NVP1). Full details of EPRs are provided in Section 7.4.2.
The project would require temporary land occupation (Risk ID LUPR9) and permanent land acquisition to allow for new infrastructure and city connections throughout this component (Risk ID LUPR25). This is mainly confined to public land transfer. Section 7.3.3 of this report provides further detail regarding permanent acquisition.
Following the application of EPRs, the overall impact of the project on land use planning in the port, CityLink and city connections component during construction would have a residual risk rating of medium. During operations the residual risk rating is also medium.
The following sections provide a commentary of the likely direct land use and built form impacts within West Melbourne, North Melbourne, Docklands and the central city, where the port, CityLink and city connections are proposed (Risk ID LUPR9 to LUPR19, LUPR 22 and LUPR 25). Figure 41 and Figure 42 show land use zoning and overlays under local planning schemes. Refer to Appendix A for a detailed zoning and overlay map series for the entire project area.
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Figure 41 Zoning – port, CityLink and city connections component
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Figure 42 Overlays – Port, CityLink and city connections component
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7.3.1 Land Use
The following sections provide a detailed summary per suburb of potential land use impacts during construction, including temporary and permanent occupation outside of the road reserve. Given the extent of works and increase in elevated structures, the overall impact on land use as summarised in the following sections has a residual risk rating of medium following the application of EPRs.
Footscray
The design proposes three separate elevated structures over the Maribyrnong River, including a main carriageway across the river and east and westbound links connecting to the Port of Melbourne. These provide connections to East Swanston Dock, Victoria Dock and Appleton Dock via Appleton Dock Road from the eastbound viaduct. Mackenzie Road would need to be raised for the ramps to clear the river and meet the West Gate Tunnel Project entry and exit ramps. The proposed shared use path would provide a connection from the Maribyrnong River, along Footscray Road to Moonee Ponds Creek and a new connection over rail yards to West Melbourne.
The construction of the project may affect land located to the south of Footscray Road along Maribyrnong Street, which contains a variety of businesses and provides connections for cyclists between Whitehall Street and the Maribyrnong River Trail (Risk ID LUPR12). Notably, works associated with the development of the above infrastructure would require the permanent acquisition of land on Whitehall Street, Footscray for permanent works associated with bridge and ramp infrastructure.
Temporary construction compounds associated with the northern portal would also be location at this site. The loss of some industrial buildings due to construction of tunnel access ramps and bridge crossings of the Maribyrnong River on industrial land north of Youell Street would result in changes to built form. This aside, most land outside the permanent infrastructure footprint would remain suitable for industrial, waterfront and port related uses following the completion of construction. The amenity of these adjacent land uses during construction would be managed through the implementation of a CEMP and compliance with industry standards (EPR ID LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4).
Once constructed, it is anticipated that proposed ramps and elevated structures across the Maribyrnong River, south of Shepherd Bridge, would increase traffic volumes traversing the area and subsequently impact amenity in this location (Risk ID LUPR22). The impacts associated with this reduction in amenity are low as this part of Footscray, which is contained within the Special Use Zone, has restrictions on sensitive development due to is location adjacent to the port and the Coode Island Major Hazard Facility, though all project works would be located outside of the Major Hazard Facility IPAA as outlined in Section 7.1.2.
It is acknowledged that there are existing land uses and activities (including ’caretaker’s residences’) that would experience amenity impacts as a result of the West Gate Tunnel Project. However the purpose of the Special Use Zone in this location is to ensure that the use and development of land does not compromise the long term protection and expansion of port operations, with the integrated development of offices and manufacturing industries and associated commercial and industrial uses encouraged.
It is not anticipated that infrastructure crossing the Maribyrnong River (Risk ID LUPR12) would affect the use of the river. The height of the proposed bridges must comply with navigation requirements
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from Parks Victoria, which would ensure that vessels using the Maribyrnong River are not restricted during operations.
Following commencement of operation, it is expected that properties within this area of Footscray would experience a reduction in visual and acoustic amenity, however, they would remain functional from a land use perspective. Further details about the impact on local businesses operating from this location are outlined in the Technical report M Business.
Sections of the Maribyrnong River and its western bank are incorporated into both The Footscray Structure Plan 2014 and the Footscray River Edge Master Plan 2014 (refer to Figure 43 and Appendix B of this report for further information regarding this document). These documents identify the Maribyrnong River as a historically important waterway with a strong connection to Footscray. They seek to strengthen the pedestrian and cyclist connections along the waterfront and create a river front destination along the western bank of the river. Additional road infrastructure over the Maribyrnong River may represent a departure from some of the objectives of the abovementioned plans, which seek to minimise overshadowing of the river and activate the waterfront (for further information regarding potential overshadowing caused by the design, refer to the shadow analysis provided in Technical report N Landscape and visual and for impacts on ecological values refer to Technical report F Ecology).
Any impacts to existing pedestrian and cyclist connections along the west bank of the Maribyrnong River during construction would be addressed through the provision of alternative routes. Further analysis of impacts to pedestrian and cycling routes is provided in Technical report A Transport. Residual land adjacent to the proposed infrastructure would remain suitable for waterfront / port uses in the future.
In addition, the design solution aims to create a positive interface with the local area by maximising natural light between ramps and creating more attractive, non-threatening and well-lit under-croft spaces, and opening up the possibility for future upgrades of the riverfront in line with the Maribyrnong River Masterplan. In addition, works would extend the Federation Trail through Harris Street, north of Yarraville Gardens, over Whitehall Street and connect with the Maribyrnong River waterfront.
Following the application of EPRs, the residual risk to industrial land uses during construction in Footscray is considered to be medium and the residual risk to recreational land uses adjacent to the Maribyrnong River in this location is low.
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Figure 43 Footscray River Edge Master Plan area
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The proposed location of the elevated structures over the Maribyrnong River may require the removal of an underutilised vessel mooring / pontoon owned by the Port of Melbourne on the western bank of the Maribyrnong River (Risk ID LUPR12). The removal of this underutilised port infrastructure is consistent with strategic policy relating to the Maribyrnong waterfront as security fencing of the pontoon area currently restricts public access to the waterfront. This is likely to be of minor significance to port operations when compared to the overarching benefits and consistency of the design with key port policies and objectives and the enhanced access to the port from the west.
The provision of more direct access to the port to avoid local roads and sensitive land uses is in accordance with long term objectives of State and local planning policy frameworks and the Port Development Plan 2006-2035. These seek to improve road access to the port from the West (refer to Appendix B for further information regarding relevant planning policies and objectives and key strategic documents). Further information regarding accessibility benefits for the port is available Technical report A Transport.
The on and off ramps to the Port of Melbourne would cross the river on separate elevated structures, extending from the northern portal and connecting to East Swanston Dock, Victoria Dock and Appleton Dock via Appleton Dock Road from the eastbound viaduct. The project would affect land within the Port of Melbourne, though all proposed works would be located outside of the Coode Island Major Hazard Facility IPAA as outlined in Section 7.1.2.
To accommodate the port connections, vacant port land (bound by Mackenzie Road, Sims Street, Dahlenburg Street and Coode Road) would also be permanently acquired to accommodate the road alignment connection to Footscray Road (Risk ID LUPR9). Potential land use impacts during construction would be managed by a CEMP and compliance with industry regulations and standards (EPR ID LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4). The residual land would remain suitable for port related land uses following completion of the project.
Following the application of EPRs, the residual risk during construction in The Port of Melbourne is considered to be low.
City of Melbourne After crossing the Maribyrnong River, the West Gate Tunnel Project continues along an elevated structure positioned above Footscray Road. The alignment would locate the viaduct along the Footscray central median such that an ‘express lane’ on Footscray Road is created underneath through the rationalisation of at-grade lanes along Footscray Road. The design sees the separation of Port traffic from commuter traffic via a new service road on the south side improving traffic safety. These works allow the alignment to retain and increase the ‘greening’ of Footscray Road with the inclusion of a linear swale to the north of the road alignment, thereby reducing the impact of the additional infrastructure on Footscray Road.
In terms of potential interface issues as a result of the elevated viaducts along Footscray Road, adjoining land to the north and south is industrial and port land which are not considered to be sensitive interfaces. Historically, there has been consideration of strategic long term redevelopment around Footscray Road, including the port land, however there are currently no formal plans in place which limits the ability to assess any associated land use impacts. Any redevelopment that would be inconsistent with the current public use zoning would require a planning scheme amendment and appropriate justification and context at the time of the amendment. The elevated viaducts along Footscray Road would not preclude the redevelopment of the Melbourne Market site. 09-May-2017
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The shared use path along Footscray Road would be grade separated from the surface road, suspended between the two viaducts along the centre of the road as a ‘veloway’. The veloway would be 4 metres wide to accommodate faster moving cycles. In addition, the alignment would to retain the existing shared use path south of the road as an alternative or additional pathway. While the built form along Footscray Road would be altered (refer to Section 7.3.2 – built form), land use would remain unchanged, with a combination of port and industrial access roads and shared use pathways. EPRs seek to manage land use and amenity impacts through the implementation of a CEMP and compliance with industry standards (EPR ID LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4). The proposed road alignment and various port/city connection ramps would permanently affect land in the south-east corner of the former Melbourne Market site, located on Footscray Road, which contains a mix of sheds, warehouses and hardstand (refer to Figure 44 and Figure 45). A larger portion of this site would also be required temporarily to accommodate construction activities, including storage, unloading, a site office, transport hub and inductions (Risk ID LUPR14). While permanent infrastructure would occupy a corner of this large site, the extensive balance area would remain suitable for re-use or redevelopment in the future under its current Public Use – Other Public Use (PUZ7) zoning. Figure 44 Aerial image of Melbourne Market, Footscray Road and project alignment
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Figure 45 Detailed view of Melbourne Market site, Footscray Road and project alignment
Land immediately to the east of the Melbourne Market site on Footscray Road, West Melbourne, currently contains rail infrastructure and is zoned Public Use – Other Public use (PUZ7). The design would use the southern portion of this land to accommodate connections associated with port and city infrastructure including an exit ramp that will connect the Footscray Road viaduct to Appleton Dock (Risk ID LUPR14). It is anticipated that the existing rail infrastructure in this location would not be impacted by the additional road infrastructure and proposed works. The site is within an area of intensive transport related land use infrastructure and activity. Therefore the proposed works are not considered to be an inconsistent land use.
The northern half of a cleared and vacant industrial block on the northern side of Footscray Road would be acquired to accommodate various port and city connection ramps (Risk ID LUPR14). As the site is zoned Public Use - Transport this is considered to be consistent with the intended use of the land.
An electricity sub-station site located on Footscray Road, directly west of the CityLink toll road, would be permanently acquired to accommodate road alignment /ramps (Risk ID LUPR14). The balance of the site would remain suitable for utility purposes following completion of the project. The sub-station would remain in this location and the proposed works would not affect its operation.
A small part of the south-east corner of an industrial park located on Radcliffe Street to the north of the Dynon Rail Yards would be acquired to accommodate access ramps (Risk ID LUPR14).These works would not affect the ongoing viability of the site as an industrial park.
To the north of Footscray Road, a disused rail bridge over Moonee Ponds Creek would be replaced to the immediate south to accommodate a new shared use path which would connect the Footscray
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Road shared use path to the Moonee Ponds Creek Trail and Capital City Trail (which extends along Footscray Road into Docklands), facilitating efficient pedestrian and cyclist access to the city (Risk ID LUPR18). The location of this bridge would provide opportunities for the rehabilitation of unused rail land along the creek to expand the riparian environment, as well as create new landscaped open space. This pathway would then run parallel to Dynon Road, with a new shared use path bridge adjacent to the Dynon Road bridge, ultimately strengthening connections between West Melbourne, Moonee Ponds Creek, the Capital City Trail and the Maribyrnong River (via the proposed veloway along Footscray Road) (EPR ID LPP4). The shared use paths are consistent with the Moonee Ponds Creek Master Plan vision for the creek corridor, which is a resilient Moonee Ponds Creek corridor, planned and managed collaboratively to support liveable connected communities and a healthy urban ecology, particularly as they improve connections to key destinations from the creek corridor
The design would include two new vehicular overpasses of Moonee Ponds Creek. The first crossing would provide connections between the viaduct above Footscray Road and Dynon Road. The alignment would pass over the railyards, under the CityLink main carriageways and encroach on the north-west corner of the future E-Gate Precinct. Impacts associated with this encroachment are assessed further in Section 7.3.4. There is potential for the project to improve connectivity between Moonee Ponds Creek and nearby suburbs and strategic development areas (refer to Section 7.3.3.) or maintain the opportunity for such a connection in the future (EPR ID LPP4).
The second crossing would accommodate the connection between Dynon Road and Wurundjeri Way (Risk ID LUPR19) and would cross the creek north of the Dynon Road bridge. The elevated nature of the crossing would ensure that the surrounding land remains suitable for cyclist and pedestrian infrastructure and industrial related land use (rail, warehouse and hardstand) following completion of the project.
The design proposes tie-in and widening works along Footscray Road, to the east and west of CityLink, which would include widening of the existing Footscray Road Bridge across Moonee Ponds Creek to the north and south as well as in the median. The viaduct along Footscray Road would connect to CityLink via elevated ramp connections to the north facing ramps of the Footscray Road and Dynon Road interchanges. The entry to CityLink northbound from the project would be combined with the entry from Footscray Road. These combined ramps would then enter CityLink. The exit to the project from CityLink southbound would be combined with the exit to Footscray Road, passing over the control room and storage yard of CitiPower’s Footscray Road substation. These works would be consistent with the intensity of built form (road infrastructure) already occurring in the area.
A two-lane southbound exit ramp from CityLink to the project (westbound) would be accessed via the CityLink Footscray Road exit ramp. The exit to the project would split from the exit to Footscray Road downstream of the CityLink/Footscray Road exit. The ramp would curve around to the west and climb to pass over the CityLink main carriageways. The ramp alignments would pass over CityLink, multiple rail lines and rail related infrastructure, EPRs would seek to mitigate operational impacts to existing transport infrastructure during construction.
The majority of proposed infrastructure would be elevated above the existing road alignments and industrial/port land (Risk ID LUPR 14 – LUPR19). This maximises the use of the land, as opposed to widening of existing road reserves including Footscray Road. The existing at grade shared use path would also be maintained for pedestrians with additional capacity provided via the proposed ‘veloway’. EPRs identified in response to these risks seek to manage land use and amenity impacts through the implementation of a CEMP and compliance with industry standards and regulations (EPR ID LPP1,
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LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4).
The northern section of the Wurundjeri Way extension would tie into Dynon Road at ground level after crossing Moonee Ponds Creek at a relatively low level. The alignment would then extend through the V/Line and MTM stabling yards and require the relocation of existing rail yards and access roads to the north at Dynon Road. The Dynon and Wurundjeri Way connection follows the northern boundary of the E-Gate site, avoiding the 66 kilovolt high voltage transmission tower next to Moonee Ponds Creek and minimising impacts on the E-Gate precinct by ensuring that the balance of the large site remains unaffected and therefore suitable for future redevelopment.
A new shared use path bridge is proposed over the rail lines on the southern side of the existing Dynon Road bridge into West Melbourne. It would connect to existing on-road cycling lanes via the open space reserve bounded by the Dynon Road Bridge, Anderson Street and Railway Place. The City of Melbourne has commenced the expansion and upgrade of Railway Place and Miller Street Reserve (Risk ID LUPR17 and LUPR18), which would see sections of Railway Place, Laurens, Anderson, Stawell and Miller Streets, West Melbourne closed and incorporated into the reserve. Currently the project design does not reflect these proposed road closures, however the design could be varied to address this without any significant land use impact. Further details on the West Melbourne are provided in Section 7.3.4. There would be an impact on the reserve during construction however once works are complete the open space would revert to its former use. It would be logical for any works associated with the reserve’s expansion be timed to mitigate impacts during construction are mitigated (EPR ID LPP3 LPP5).
The design is not expected to preclude future widening opportunities for the railway corridor parallel to Wurundjeri Way between Dudley Street and La Trobe Street, including a rail bridge over Dudley Street to accommodate an additional two tracks for freight services.
Wurundjeri Way would be widened to three through lanes in each direction between Dudley Street and Flinders Street. The alignment at Wurundjeri Way and Dudley Street would be constrained on the east side by the provision for future freight rail tracks and an emergency access track to the existing rail corridor. The design of the Wurundjeri Way extension carriageway avoids impacting on the MTM Dudley Street Signal Equipment Room and switch room as well as avoiding impacts on the Digital Harbour site on the south-western corner of the Dudley Street/Wurundjeri Way intersection, which is currently under development.
EPRs seek to manage land use and amenity impacts resulting from construction through the implementation of a CEMP and compliance with industry standards and regulations ((EPR ID LPP1, LPP5, TP3, AQP6, NVP3, NVP4, NVP6, NVP8, GMP6, SP1, BP1, BP2, BP3, BP8, LVP3, CHP4, CSP2, CSP4). Following the application of EPRs, the residual risk during construction in the City of Melbourne is considered to be medium.
7.3.2 Built form
Elevated ramps would be constructed adjacent to existing industrial and commercial premises in Youell and Maribyrnong Streets. This area includes a commercial property on Maribyrnong Street which has been refitted to include a shopfront, balconies, atrium and roof top deck (Risk ID LUPR12).
In Footscray, permanent road infrastructure would include elevated roadway, a bridge across the Maribyrnong River and on/off ramps (Risk ID LUPR12). Consequently, the eastern end of the small scale industrial precinct south of Maribyrnong Street on Whitehall Street and the south east corner of 09-May-2017
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the warehouse site on Moreland Street, to the north of Maribyrnong Street, would be permanently required to accommodate the road alignment.
The industrial warehouses immediately north of Youell Street but south of Maribyrnong Street contain local heritage listings HO178 Mowling’s Soap & Candle and HO177 Powder Magazine Footscray. Both of these buildings are sited below or in the path of the proposed road as it rises from the northern portal towards the bridge over the Maribyrnong River. The potential loss of these locally listed heritage buildings is assessed in Technical report P Historic Heritage. For the purposes of this report, the loss of these buildings would result in a change to built form and character, however, the land immediately surrounding the road alignment would continue to be suitable for industrial land use. Land required for permanent use would be rezoned to Road Zone Category 1.
Waterfront land adjacent to the Maribyrnong River between Youell Street and Parker Street contains shared pathways that connect to Whitehall Street (Risk ID LUPR13). Access to the river is restricted by the location of pontoons that are managed by the port. The design requires the removal of the existing pontoons, which has the benefit of increasing the amount of public open space in this location, improving public access to the river frontage and providing opportunities for public spaces underneath structures. This would be consistent with the abovementioned Structure Plan and Master Plan.
On the eastern side of the Maribyrnong River, the elevated road and connection to the port’s north- west corner already contain road infrastructure and hardstand areas. The elevation of the road and bridge structure would represent a change to built form over this part of the port site. Given the existing port infrastructure and extensive areas of stacked shipping containers, the additional infrastructure would not have a significant impact on the built form evident across the Port Precinct.
In conjunction with the elevated structure above Footscray Road, the design locates road lanes on Footscray Road directly underneath the main viaduct structure to minimise ‘dead space’ and to rationalise lanes along Footscray Road. The design is further enhanced by locating the veloway under the elevated structure rather than installing an at-grade separated shared use path along the existing corridor. The alignment ensures that there is land available to retain existing trees and plant new trees to strengthen the boulevard effect. In addition, it allows the existing city bound service lane to be converted into a linear swale, connecting the Maribyrnong River and Moonee Ponds Creek and providing additional ‘greening’ opportunities along Footscray Road. The swale would be within the existing road reserve and supports policies which seek to enhance land use character in this location and turn Footscray Road into a boulevard style road.
The majority of the proposed infrastructure for the Footscray Road and city connections would be elevated above the existing road alignments and industrial/port land, limiting permanent impacts on land use and the built environment (Risk ID LUPR 14 – LUPR19).
In terms of potential interface issues as a result of the elevated infrastructure along Footscray Road, adjoining land to the north and south is industrial and port land which are not considered to be sensitive interfaces. It is acknowledged that there has been consideration of strategic long term re- development around Footscray Road, including port land, however, there are no formal or immediate plans in place, thus limiting the ability to make an assessment of the impact that the proposed viaduct would have on the future redevelopment of the area. Any redevelopment along Footscray Road that is inconsistent with the current zoning (industrial, port and public use zones) would necessitate a planning scheme amendment and appropriate justification to the surrounding built form at the time of the amendment. The elevated viaducts along Footscray Road would influence future built form and ensure future development appropriately responds to the viaduct’s built form.
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The built form at the eastern end of the former Melbourne Market site on Footscray Road and the eastern fringe of the Dynon Rail Yard would be impacted as a number of buildings would be demolished to accommodate permanent project infrastructure. The remainder of infrastructure associated with this component of the project is elevated within road reserves or adjacent to significant existing road infrastructure, reducing the impact from a built form perspective.
Figure 46 Artist impression of Footscray Road viaducts and elevated shared use path
The proposed veloway and pedestrian link would provide a connection from the Maribyrnong River, along Footscray Road to Moonee Ponds Creek and provide a new connection over rail yards to West Melbourne. The Moonee Ponds Creek Trail (forming part of the Capital City Trail) runs along the east bank of the creek in this location. There is a Master Plan for the Moonee Ponds Creek Corridor which is under development – refer to Appendix B for further information regarding this document.
The alignment, which enables ramp connections between Dynon Road and Wurundjeri Way, would result in impacts to Moonee Ponds Creek and the E-Gate Precinct further detailed below (Risk ID LUPR18 and LUPR19).
As part of the Moonee Ponds Creek Master Plan, City of Melbourne and associated stakeholders have developed a vision and set of principles for the creek. This includes the concept that the corridor should provide improved amenity and a sense of place. It is anticipated that there would be a built form impact on the amenity value of the open space, as well as potential noise and visual amenity impacts associated with operations which are assessed in Technical Report H Noise and vibration (Surface). These impacts would decrease the value of the area as a recreational asset (Risk ID LUPR22). However, this infrastructure is consistent with the existing character of the area and would not fundamentally change the land use in terms of its function as a shared use pathway and connector. Further, the application of EPRs which seek to minimise the project footprint, maintain
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connections and provide an appropriate urban design response (EPR ID LPP1, LPP4, SP1, LVP1) would assist in mitigating the impacts of the project.
Assessment of open space as a land use is about its inherent character and the ability to provide safe and enjoyable access for the community as well as to provide a habitat function. In the instance of the Moonee Ponds Creek corridor, the increase in elevated structures above Moonee Ponds Creek would decrease the amenity value of this open space (Risk ID LUPR18). Nevertheless, the design proposes to undertake extensive revegetation along Moonee Ponds Creek using native species, which may mitigate potential amenity impacts and support aims to improve the ecology of the corridor.
Impacts to the Moonee Ponds Creek Corridor are further investigated in Technical report F Ecology and Technical Report N Landscape and visual. The ecology report assesses the impacts to Moonee Ponds Creek. The project proposes revegetation works to rehabilitate the creek, considered to be consistent with City of Melbourne policy. Proposed works would involve the rehabilitation of unused rail land along the creek to expand the riparian habitat and create new open space for Water Sensitive Urban Design (WSUD) (1.4 ha) north of Footscray Road and west of Moonee Ponds Creek, West Melbourne.
Full details on the impacts to E-Gate Precinct are provided in Section 7.3.4. The proposed alignment would result in elevated infrastructure in locations where there are currently no other creek crossings. Nevertheless, the elevated nature of proposed infrastructure in this location would ensure that the surrounding land would remain suitable for cyclist and pedestrian infrastructure and industrial related land use (rail, warehouse and hardstand) following completion of the project.
The design makes provision for existing and future rail and tram infrastructure (including Melbourne Metro stabling yard and a tram depot). The alignment is not expected to preclude future widening opportunities for the railway corridor parallel to Wurundjeri Way between Dudley Street and La Trobe Street, including the rail bridge over Dudley Street to accommodate an additional two tracks for freight services.
Review of planning applications (as of 18 November 2016) indicates that while various sites are located in close proximity to civil infrastructure works, impacts to committed development proposals in this component of the project would not occur (Risk ID LUPR19).
As the majority of works would be located within or elevated above the existing road reserve, the assessment found that the residual risk to built form and existing character following the application of EPRs would be medium (Risk ID LUPR9-LUPR19).
The proposed shared use path and Dynon Road bridge connection, once in operation, are not anticipated to affect the use of the Railway Place and Miller Street Reserve. The proposed shared use paths would connect with the park and enhance its useability.
There are existing planning controls applied to land surrounding the E-Gate Precinct (Docklands and North and West Melbourne), including Design and Development Overlay 12 (Noise Attenuation Area) that could be applied by the Responsible Authority to the E-Gate Precinct should it be considered appropriate. The purpose of these planning controls would be to protect the amenity of occupiers of future development at E-Gate through noise attenuation and built form controls.
7.3.3 Land Acquisition
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northern portals has been included in this section. Some permanent land acquisition would be required at the following locations and is summarised in Table 17:
• Within the vicinity of the northern tunnel portals, to the west of the Maribyrnong River, to accommodate the tunnel portals • East of the Maribyrnong River, south of Footscray Road to provide for the connection between the Maribyrnong River bridge and the new Footscray Road elevated structure • Near the intersection of Dudley Street and Wurundjeri Way to accommodate the widened carriageway and upgraded intersection.
Table 17 Property acquisition summary – permanent acquisition and temporary acquisition
Permanent land acquisition Temporary land occupation
Strata Project Commercial Other Commercial Other Commercial Other Commercial Other (below component property property property property leasehold leasehold leasehold leasehold ground) interests interests interests interests (owners) (owners) (owners) (owners)
West Gate 181 242 213 – 0 182 0 0 − Freeway
Permanent land acquisition and temporary land occupation of public open space in this component is set out in Table 18.
Table 18 Impact on open space
Project Public open space impacted Permanent land acquisition Temporary land component occupation
Area % of open Area % of open acquired space occupied space (m2) acquired (m2) occupied
Port, CityLink Railway Place and Miller Street Reserve, West – – 70 3 and city Melbourne connections Land on the Sims Street Road Reserve (south – – 4000 100 of Footscray Road), West Melbourne
Further detail on land acquisition is provided in Section 4.2.1 Land acquisition and 9.3 Land acquisition summary of this report and in Technical report L Social and Technical report M Business. Impacts associated with land acquisition will be mitigated through further design to minimise the permanent footprint of the project, implementation of mitigation and management measures in consultation with the appropriate stakeholders and minimising disruption to businesses to the extent practical (EPR ID LPP1, BP4, BP9).
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7.3.4 Strategic policy
The SPPF contains policies which must be taken into account when preparing amendments or making decisions under a planning scheme. Municipal planning schemes identify key strategic development sites where significant development is expected to occur.
Plan Melbourne 2017–2050 identified a range of priority suburbs and other major urban renewal precincts which would expand the central to the north, west and south of the central city, as shown in Figure 47. The designation of Urban Renewal Areas forms a crucial part of the vision in the City of Melbourne Planning Scheme MSS which envisages significant housing growth for city residents in many of these existing suburbs and precincts. This section explores potential risks to these areas.
Infrastructure associated with the CityLink and city connections is located in the centre of a major urban renewal area that is of strategic importance to Melbourne’s growth, densification and economy. The area includes E-Gate to the east and Dynon Precinct to the west, although the area is currently underdeveloped and in some cases degraded. This section considers the future context of this evolving area.
Following the application of EPRs, the overall impact of the project on key strategic development sites in the port, CityLink and city connections component during construction would have a residual risk rating of medium during operation. This reflects the strategic assessment of all strategic development areas, noting that the impact on E-Gate Precinct (which would have a residual risk rating of high) is averaged with the risk ratings of other key urban renewal areas and strategic policy areas.
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Figure 47 Key Features in and around Melbourne’s Central City – Plan Melbourne 2017-2050 (DELWP, 2017)
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Dynon Corridor Precinct
The Dynon Corridor Precinct, located to the north of Dynon Road between the Maribyrnong River and CityLink is a large potential urban renewal area (refer to Figure 48). Investment in urban renewal opportunities in the Dynon Corridor is unlikely until the mid-to-late 2020s when the Western Interstate Freight Terminal (WIFT) is expected to be operational. Following the transition of the interstate freight services to the WIFT, the Dynon Precinct is earmarked for urban renewal. This has recently been further supported by Amendment C221, which proposes mixed use redevelopment of the West Melbourne Waterfront on the western margin of the Precinct with frontage to the Maribyrnong River. As of November 2016, the Amendment is awaiting approval by the Responsible Authority.
The proposed connections to CityLink and Dynon Road would potentially have an impact on the eastern portion of the Dynon Corridor Precinct (Risk ID LUPR19). While any future development in this part of the site would need to address the increased infrastructure at this interface, the existing CityLink connection already provides a substantial piece of infrastructure that would require a suitable design response. The project would not affect the short, medium or long term intended use of the site as described in Plan Melbourne 2017–2050.
Figure 48 Dynon Precinct and project infrastructure
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Arden – Macaulay Precinct
Since the 1800s Arden-Macaulay has been a primarily industrial area supporting the city’s economy through manufacturing and production. More recently, the profile of businesses in the area has changed. This has created an area which is generally underutilised, particularly considering its proximity to the central city.
The City of Melbourne adopted the Arden-Macaulay Structure Plan in 2012, which is further supported by the recently released Draft Arden Vision and Framework (2016). These documents provide a vision for the redevelopment of the precinct for a range of land uses including commerce, health services, research, education and residential.
Figure 49 shows the location of the West Gate Tunnel Project infrastructure in the southern area of the Arden-Macaulay Structure Plan area. A new mixed use extension to Melbourne’s capital city is proposed at the south eastern end of the precinct (see Figure 50).
Figure 49 Arden Macaulay Structure Plan area and proposed West Gate Tunnel Project infrastructure
The Footscray Road viaducts (Risk ID LUPR16) and connections to CityLink and Dynon Road incorporate multiple elevated crossings of Moonee Ponds Creek (Risk ID LUPR19). This infrastructure may have an impact on the pedestrian and cycling connections between Moonee Ponds Creek and the Arden Macaulay Precinct. The Arden-Macaulay Structure Plan describes Moonee Ponds Creek as `a highly valued multi-purpose spine connecting the area for transport, drainage, recreational, landscape and environmental outcomes’. The Structure Plan identifies that there is an opportunity to revive and enhance the Moonee Ponds Creek corridor as a community and environmental asset by providing additional linkages to Moonee Ponds Creek, enhancing the Moonee Ponds Creek corridor, and capitalising on opportunities to use and enliven spaces under and adjacent to CityLink.
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Figure 50 Arden-Macaulay Structure Plan 2012 – long-term land use strategy
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The plan also identifies upgrades to the Moonee Ponds Creek parkland corridor, including five new parks to be established along an upgraded Moonee Ponds Creek. Creek banks would be redesigned to create recreation areas, habitat protection and improved walking and cycling links, with the redesign also contributing to flood mitigation. There is potentially an impact on the parkland corridor improvements planned for the area underneath CityLink to the north of Dynon Road (Risk ID LUPR18).
Melbourne Water is developing a Moonee Ponds Creek plan for the whole catchment through a collaborative process with approximately 27 stakeholders. A draft plan is expected to be ready in June and finalised in August.
The additional overhead infrastructure and multiple creek crossings are likely to impact the amenity value of the Moonee Ponds Creek open space corridor and its value as a recreational asset (Risk ID LUPR18). However, in terms of its function as a shared use path and connector, the land use would not change fundamentally and would continue to function with the new infrastructure in place. To mitigate these potential impacts, the design presents proposals to improve connectivity between the Maribyrnong River and Moonee Ponds Creek and generate opportunities to create more green space and activate recreational areas along the waterfront. The design seeks to rehabilitate ‘dead spaces’ and create new parklands along Moonee Ponds Creek and the Maribyrnong River. These proposals would assist in reducing the overall impact of the new infrastructure in this location.
The proposed connection into North and West Melbourne via a widened Dynon Road is unlikely to have an impact on land use and built form however it is acknowledged that there may be traffic impacts as a result of the works. Potential traffic impacts are addressed in Technical report A Transport.
West Melbourne West Melbourne is separated into two areas, the residential and industrial area. There has been a gradual decrease in light industry and a transition to larger scale commercial and residential land uses in recent years. With significant growth expected in surrounding areas such as E-Gate and Arden- Macaulay, West Melbourne’s role as an inner city neighbourhood is under pressure to change (Risk ID LUPR19). According to the City of Melbourne Current Council Annual Plan Action 1.1.2 (2016/17), Council is finalising a revised West Melbourne Structure Plan (replacing the 2005 West Melbourne Structure Plan) for the residential part of West Melbourne to guide and manage future change and development in the area. This document is expected to be released in June 2017, with an interactive ‘Ideas for West Melbourne’ discussion paper released in February 2017. The discussion paper acknowledges the West Gate Tunnel Project and highlights the potential for connectivity between E- Gate, Docklands and West Melbourne. (Risk ID LUPR11 and EPR ID LPP3, LPP5). The relationship between the West Gate Tunnel Project and West Melbourne is shown in Figure 51.
The proposed extent of works includes sections of Dynon Road, Miller Street, Railway Place and Anderson Street in West Melbourne. This area does not include the Railway Place and Miller Street Reserve (Risk ID LUPR18), however, it may temporarily affect access to this open space during construction. As previously outlined, this area is the subject of an expansion and upgrade by the City of Melbourne (Risk ID LUPR17 and LUPR18),which would see sections of Railway Place, Laurens, Anderson, Stawell and Miller Streets closed and incorporated into the reserve. Works associated with the reserve were scheduled to commence in November 2016. Proposed construction works would result in a low impact to the strategic redevelopment of the park.
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Figure 51 West Melbourne and project infrastructure
E-Gate Precinct
The City of Melbourne’s LPPF was updated in 2015 (Amendment C225) and describes E-Gate as land that is:
..mostly reserved for railway purposes and is in State Government ownership and adjoins the Docklands and the Arden-Macaulay urban renewal areas. State Government are developing plans for its urban renewal and these plans will be implemented into the planning scheme via a planning scheme amendment. It was identified as an extension of Docklands in the Future Melbourne Community Plan 2008. The directions for this local area are still to be inserted into the planning scheme.
In October 2014, Major Projects Victoria called for Expression of Interest to develop the site, which has been subsequently withdrawn. At the time, E-Gate was envisaged as
A new integrated community on the edge of the CBD and Docklands – a great place to experience inner city living with convenient access to jobs, transport, retail and Melbourne’s world-class recreation, sports and entertainment precincts. The 20 hectare mixed-use development for around 10,000 residents will rejuvenate West Melbourne’s rail yards.
Currently, detailed plans or proposals relating to E-Gate are not publically available and the exact boundary of the precinct has not been determined. Nevertheless, Figure 52 shows the approximate
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boundary of the precinct and the proposed West Gate Tunnel Project infrastructure. Proposed infrastructure (Risk LUPR19) within the E-Gate Precinct includes: • City Bypass – Wurundjeri Way extension • Dynon Road connection.
The alignment would result in impacts to Moonee Ponds Creek and the E-Gate Precinct (Risk ID LUPR18 and LUPR19). The proposed alignment would result in elevated infrastructure in locations where there are currently no other creek crossings. Nevertheless, the elevated nature of proposed infrastructure in this location would ensure that the surrounding land would remain suitable for cyclist and pedestrian infrastructure and industrial related land use (rail, warehouse and hardstand) following completion of the project.
The proposed city connections (the Dynon Road extension, the Wurundjeri Way Extension and the quarantining of land for the shared use path), would reduce the total area of the site by approximately 1.5 Ha, affecting the northern and eastern portion and boundary of the site and decreasing the total land available for development within the precinct from approximately 20.1 Ha to 18.6 Ha .The balance of the precinct would remain intact as a sizable and consolidated development precinct.
Due to the lack of detailed planning proposals for the precinct, it is not possible to provide a detailed commentary regarding the impact on future development potential. The built form of the Wurundjeri and Dynon extensions would result in a built form impact, however the long term nature of development in the precinct would afford proponents the ability to respond to the proposed city connections through the master planning process and an appropriate design/built form response. As such, the project is not expected to preclude the future development of the site. The application of EPRs which seek to minimise the project footprint, maintain connections and provide an appropriate urban design response to E-Gate (EPR ID LPP1, LPP4, SP1, LVP1) would assist in mitigating the impacts of the project.
The Open Space Strategy (City of Melbourne, 2012) identifies indicative locations for proposed Capital City open space and Municipal open space in the western corner of E-Gate represents the closest interface with the Moonee Ponds Creek open space corridor and shared use path (Moonee Ponds Creek / Capital City Trail). This part of the E-Gate site also presents the best opportunity for establishing a new connection to Moonee Ponds Creek and the shared use paths. The area impacted by the project follows the northernmost boundary of the site, which is the preferred orientation in terms of residential development in order to facilitate improved amenity (daylight, sunlight) for future occupiers.
The impact on overall land use and future ability to develop the E-Gate site is medium, though the overall extent of the site available for redevelopment enables a suitable design response to be introduced to reduce the impacts. There is an impact on the future connections to the Moonee Ponds open space area from the E-Gate Precinct (Risk ID LUPR22).
Whilst the project will introduce elevated structures along the northern boundary of the E-Gate site, future development of E-Gate will be subject to the controls of the City of Melbourne Planning Scheme at the time of development. This is likely to take the form of a Comprehensive Development Zone, which would provide for a range of uses and the development of land in accordance with a comprehensive development plan.
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Figure 52 E-Gate precinct and proposed West Gate Tunnel Project infrastructure
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Figure 53 View south-west from Railway Place of E-Gate site
Docklands Precinct
Melbourne Docklands is a 190-hectare urban renewal area and extension to the central city. Development is being managed by Places Victoria. All land in Docklands has now been contracted to developers and more than two-thirds of the precinct has been developed. It is expected that the site will be fully developed by 2025.
As illustrated in Figure 54, the Docklands Precinct is divided into a number of sub-precincts. The project area would run along Wurundjeri Way, directly adjacent to a number of these precincts including Harbour Town, Digital Harbour, the Stadium Precinct and Batman’s Hill. The development patterns within these precincts have already been designed to mitigate the challenges associated with the Wurundjeri Way, which is a Category 1 Road Zone and primary connection between Montague Street, South Melbourne and Dudley Street, West Melbourne.
Minor works, including temporary occupation and permanent road works are anticipated in and around the Docklands Precinct. Technical report A Transport anticipates that the project would result in an increase in traffic along Wurundjeri Way. However these works predominantly occur within the existing road reserve and are not expected to impact on the overall function of the precinct.
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Figure 54 Docklands Precinct
Key short and long-term strategic directions for the area have been identified by Places Victoria, who has responsibility for the management and development of Docklands. Analysis indicates that these directions should not be impacted by the project, as demonstrated in Table 19
Table 19 Assessment against short and long term strategic directions of the Docklands Precinct
Strategic Direction Impact Assessment
Development of airspace above The design seeks to accommodate additional lanes required by Wurundjeri Way (including the reducing the width of the Wurundjeri Way median and widening to the Melbourne Quarter development) to west, while ensuring that the design does not preclude opportunities to improve connectivity between central develop above. In addition, development above Wurundjeri Way is city and Docklands required to accommodate the road infrastructure underneath and allow for future widening. As such, the potential for conflict between built form above Wurundjeri Way and the proposed infrastructure is low.
Improved connections across Flinders The project would see Wurundjeri Way widened to three lanes in each Street between Batman’s Hill Precinct direction (six lanes in total). Although the project may result in and the Yarra River increased traffic generation in this location, works along Flinders Street at the intersection to Wurundjeri Way do not include road widening works and it is not anticipated that the project would restrict opportunities to improve connectivity in this location.
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Strategic Direction Impact Assessment
259-269 Footscray Road, Docklands A school in the Docklands Precinct would service both North and West has been selected for a future school in Melbourne and would remain viable as the project would maintain Docklands. In 2017, the Victorian formal connections between West Melbourne and the Docklands. School Building Authority announced that they will be undertaking the Docklands Primary Community Engagement period shortly.
Improved connections between As stated above, the project would maintain formal connections Docklands, North Melbourne Station between West Melbourne and the Digital Harbour development site. It and future precincts north of Docklands is acknowledged that a number of informal connections also exist in these locations which are unlikely to be formalised (in accordance with relevant standards) until further development of E-Gate and Digital Harbour precinct occurs (EPR ID LPP4). The project does not preclude these connections from occurring in the future.
Potential ‘quietening’ of Footscray It is anticipated that the project may assist in redirecting traffic off Road between Moonee Ponds Creek Footscray Road between Moonee Ponds Creek and Wurundjeri Way, and Wurundjeri Way, improving thus facilitating opportunities to improve connections between connections between Docklands and Docklands and E-Gate and the envisioned upgrade of Footscray Road the future E-Gate Precinct and into a St Kilda Road style boulevard. facilitating the envisioned upgrade of Footscray Road (between Moonee Ponds Creek and Wurundjeri Way) into a St Kilda Road style boulevard.
Continued access between Pearl River It is not expected that the project would affect vehicular access Road, Waterfront Way and Footscray between Pearl River Road, Waterfront Way and Footscray Road. Road to allow for future development and significant increased densities in the Harbour Town and New Quay precincts.
The Digital Harbour Precinct approved Master Plan is shown in Figure 55, and is the only sub-precinct that could potentially be impacted by the West Gate Tunnel Project alignment. The proposed alignment would widen Wurundjeri Way at the intersection to Dudley Street. The project alignment is not expected to affect the built form of any approved planning permits within this precinct, nor would it impact the intended use of the land or the overall function and intent of the precinct. Consultation with the landowner/developer of 48-54 and 26-34 Digital Drive, Digital Harbour would follow the prescribed acquisition process should detailed design result in any impacts to approved development in these locations.
Furthermore, site clearance and construction of project elements along Footscray Road, Dudley Street and Wurundjeri Way would maintain formal connections between West Melbourne and the Digital Harbour development site, which are currently heavily utilised (Risk ID LUPR19). It is acknowledged that a number of informal connections also exist in this location, which are unlikely to be formalised (in accordance with relevant standards) until further development of E-Gate and the Digital Harbour Precinct occurs (EPR ID LPP4, LPP5). Figure 55 provides and overview of Digital Harbour and Table 20 details the proposed developments.
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Figure 55 Digital Harbour Master Plan
Table 20 Digital Harbour proposed developments
Address and description Location
26-34 Digital Drive
A two tower commercial office building located adjacent to Wurundjeri Way is proposed, with access from Digital Drive. The south tower is 24 levels and the northern tower 18 levels with a combined net leasable floor area of 47,000 square metres. It is anticipated that widening works along Wurundjeri Way would not impact the site.
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Address and description Location
48-54 Digital Drive
In 2014 a planning permit was issued (2013/007431) for a low rise tower of 14 levels and a high rise tower of 17 levels sitting on an 8 level carpark podium. It is anticipated that widening works along Wurundjeri Way would have an impact on this approved development and may affect the relationship between Digital Harbour and Wurundjeri Way.
It is anticipated that widening works along Wurundjeri Way would not impact the site. Figure 56 provides a visual representation of the proposed works adjacent to Wurundjeri Way and Dudley Street that may be impacted by the works.
238 Harbour Esplanade
A planning permit has been issued for a 37 storey building and is to consist of 281 hotel rooms, 299 apartments and 218 car spaces. It is not anticipated that works associated with proposed city connections would affect this approved development.
1000 Latrobe Street A planning permit has been issued for a 23 storey commercial and retail building with a combined net leasable floor area of approximately 33,000 square metres. A planning application was lodged in November 2016 for the use and development of a mixed use building comprising residential apartments, ground floor retail and associated communal facilities. Project works along Wurundjeri Way are not anticipated to impact this development.
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Figure 56 Artist’s impression of approved development at 48-54 Digital Drive, when viewed from Wurundjeri Way
Fishermans Bend Precinct The Fishermans Bend Strategic Framework Plan was released in July 2014, to guide the redevelopment of Fishermans Bend for mixed-use. Planning for the area is currently being revisited and a draft revised vision (Fishermans Bend Recast Vision) was released for public consultation in mid-2016. It is expected that the final vision, including a set of underlying principles, will be released in shortly. The proposed West Gate Tunnel Project is located outside of the Fishermans Bend area and would not affect land use outcomes articulated within the revised vision (Risk LUPR 19) (refer to Figure 57). Figure 57Fishermans Bend Recast Vision area and proposed West Gate Tunnel Project infrastructure
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7.4 Environmental Performance Requirements
Table 22 summarises the EPRs resulting from the impact assessment which are proposed in order to address potential land use impacts. The EPRs include environmental outcomes to be achieved and environmental performance measures to be applied. It should be noted that the land use planning impact assessment relies on a range of EPRs from other technical disciplines, which are included in Table 21.
7.4.1 Construction
Table 21 Summary of Environmental Performance Requirements
Asset Environmental Performance Requirements
Construction impacts on built form EMP2. Refer to Table 11 in 5.4.1 and surrounding land with the following uses: LPP4. Pedestrian connections • Industrial Do not preclude the possibility of future pedestrian connections between: • Residential • North and West Melbourne, E-Gate and Docklands to Moonee Ponds • Commercial Creek (the Moonee Ponds Creek Trail / Capital City Trail) • • Open space, recreational Digital Harbour and West Melbourne by upgrading pedestrian facilities and community uses crossings at the intersection of Wurundjeri Way and Dudley Street • Community facilities LPP5. Refer to Table 11 in 5.4.1
TP3. Refer to Table 11 in 5.4.1
AQP6. Refer to Table 11 in 5.4.1
NVP3. Refer to Table 11 in 5.4.1
NVP4. Refer to Table 11 in 5.4.1
NVP6. Refer to Table 11 in 5.4.1
NVP8. Refer to Table 11 in 5.4.1
GMP6. Refer to Table 11 in 5.4.1 BP1. Refer to Table 11 in 5.4.1
BP2. Refer to Table 11 in 5.4.1
BP3. Refer to Table 11 in 5.4.1
BP6. Refer to Table 11 in 5.4.1 BP8. Refer to Table 11 in 5.4.1
BP9 Refer to Table 11 in 5.4.1
LVP3. Refer to Table 11 in 5.4.1
CHP4. Refer to Table 11 in 5.4.1
CSP2. Refer to Table 11 in 5.4.1.
CSP4. Refer to Table 11 in 5.4.1
WMP1. Refer to Table 11 in 5.4.1
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7.4.2 Operations
Table 22 Summary of Environmental Performance Requirements during operations- port, CityLink and city connections
Asset Environmental Performance Requirement Operational impacts on built form and surrounding land with the EMP2. Refer to Table 11 in 5.4.1 following uses: LPP1. Refer to Table 11 in 5.4.2 • Industrial • Residential LPP2. Refer to Table 12 in 5.4.2 • Commercial • Open space, recreational LPP3. Refer to Table 12 in 5.4.2 facilities and community uses • Community facilities LPP4. Refer to Table 12 in 5.4.2 LPP5. Refer to Table 11 in 5.4.2
AQP4. Refer to Table 12 in 5.4.2
LVP1. Refer to Table 12 in 5.4.2 LVP3. Refer to Table 11 in 5.4.1
NVP1. Refer to Table 12 in 5.4.2
NVP2. Refer to Table 12 in 5.4.2
BP4. Refer to Table 12 in 5.4.2
BP9 Refer to Table 11 in 5.4.1 SP1. Refer to Table 12 in 5.4.2
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8.0 Cumulative impacts
The impacts of the project have been assessed by comparing the post-project situation to a pre- existing baseline. The baseline represents ‘a without project scenario’, however, as current and future development will continue to add to land use impacts in the project area, it is appropriate to consider the cumulative effects of development.
This section describes the potential impacts of the project that are cumulative, which includes:
• Project area cumulative impacts – these are the cumulative impacts that result from development within the project area. This includes effects from other developments that are close enough to potentially cause additional effects on land use planning. • Wider cumulative impacts – these are the cumulative impacts that are caused by other infrastructure projects throughout the broader Melbourne region.
When assessing the land use impacts associated with the West Gate Tunnel Project, consideration has been given to the potential for cumulative land use impacts associated with other existing or proposed projects and activities. Where possible, the timing of major developments was assessed to determine the cumulative impact of construction in the project area. The purpose of this approach is to identify whether land use impacts from other projects and strategic policies may be exacerbated by the West Gate Tunnel Project or vice versa
8.1 Project area cumulative impacts
The West Gate Tunnel Project extends through an urban corridor containing a number of localities which are currently or projected to experience significant land use change including:
• Yarraville – medium to long term shift from industrial uses to mixed use and residential surrounding the Bradmill Precinct • Altona North – medium to long term shift from industrial uses to residential in Precinct 15 • Footscray – infill development resulting in increased densities of residential and mixed land use • North Melbourne, West Melbourne and Docklands – significant urban renewal and transition of former port/industrial/logistics land uses to mixed use, office and residential uses throughout areas such as Docklands, Arden Macaulay and E-Gate.
Cumulative impacts from the project and urban renewal sites on land use planning outcomes are considered low as the overall land take across these urban renewal sites is not expected to significantly reduce the total developable area of these precincts. Furthermore, development of these urban renewal areas are continuing to evolve and development has not yet commenced. It is likely that in a ‘without project scenario’, the existing road network would be under significant pressure as a result of the land use changes associated with development of these urban renewal precincts.
8.2 Wider cumulative impacts
A range of major infrastructure projects would be under construction simultaneously to the West Gate Tunnel Project. While the three major infrastructure projects listed in Table 23 are underway in the vicinity of the West Gate Tunnel Project corridor, the West Gate Tunnel Project would not significantly add to the land use impacts associated with these projects, particularly as they are connected to, but sited outside of, the main West Gate Tunnel project area. 09-May-2017
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Table 23 Existing and future infrastructure projects
Name / description Timing Cumulative land use effects
West Gate Distributor – Stage 1 Construction Introduces a new dedicated shared use path bridge for underway cyclists and pedestrians crossing the Maribyrnong River, Road widening, signal upgrades south of Shepherd Bridge. These works would further and widening of Shepherds Bridge Completion enhance proposed upgrades to shared use paths in and over the Maribyrnong River. mid-2017 around the study area.
CityLink Tulla Widening Completion The upgrades bring direct benefits to Tullamarine Freeway and CityLink users. They also benefit local 2018 residents by improving conditions on connecting roads: Upgrades across 24 km from Melbourne Airport to Power Street: • A 30 per cent increase in capacity, reduces congestion and allows for future growth. • adding an extra lane in each direction • A reduction of up to 17 minutes in peak time makes trips between the airport and the city quicker and • upgrading the intersections at more reliable. Flemington Road, Bell Street, English Street and Mickleham • 3,000 fewer heavy commercial vehicles using local Road roads, improves conditions on local roads.
• creation of dedicated lanes to Cumulative effects of the two projects on land use are Bell Street from the Calder not expected because the majority of works occur within and Tullamarine Freeways the existing road reserve.
• a new freeway management system to help manage congestion and incidents.
Melbourne Metro Tunnel Commence A portion of E-Gate has been identified for future stabling construction for the Melbourne Metro. Combined with the works Nine kilometres of rail tunnel from 2017-2018 associated with the Dynon and Wurundjeri Way Kensington to South Yarra via extensions, this would reduce the total site area from Swanston Street in the central city, approximately 20.1 to 17.8 hectares. It is also including five new stations. acknowledged that further urban design and master planning would be required to mitigate the cumulative impact of the road and rail infrastructure.
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9.0 Conclusions
The purpose of this report is to present the results of the assessment of potential land use planning impacts associated with the West Gate Tunnel Project in order to meet the relevant EES evaluation. The report provided an overview of land use planning and activities associated with the construction and operation of the West Gate Tunnel Project that would have the potential to, impact existing land use and built form.
Key considerations in the assessment of the land use impacts of the project included:
• The impact of both temporary and permanent land acquisition on the use of the land, the land use character of the area and potential change in built form • Changes to the built environment or land use and compliance of such change with relevant legislative guidelines and state and local planning policy including strategic planning studies • Access or connectivity implications to land uses and strategic redevelopment precincts.
The assessment addressed the specified EES evaluation objectives and scoping requirements and evaluated the potential land use planning impacts based on the assessment criteria.
9.1 Relevant EES evaluation objectives
The following evaluation objectives are relevant to this land use planning impact assessment:
• Built Environment – To protect and enhance the function and character of the evolving urban environment including built form and public realm within the immediate and broader context of the project works. • Social, business, land use, public safety and infrastructure – To minimise adverse effects on the social fabric of the community in the study area, including with regard to community cohesion and access to community services and facilities, business functionality, changes to land use, public safety and access to infrastructure. • Landscape, visual and recreational values – To minimise adverse effects on landscape, visual amenity and recreational and open space values and to maximise the enhancement of these values where opportunities exist.
With regard to land use planning impacts, the construction and operation of the project would generally be consistent with the above listed EES evaluation objectives. Additional EPRs are proposed to further ensure that the project meets the EES evaluation objectives. The consistency of this project with the evaluation objectives is summarised in the following table.
Table 24 Consistency with evaluation objectives
Component Consistency with EES evaluation objectives West Gate Freeway • The design would limit land use impacts in accordance with EES evaluation objectives by concentrating the majority of works within the existing road corridor. • The majority of identified construction areas outside of the road corridor are temporary in nature and are proposed to be located in areas where impacts to built form, community and recreational values would be low. • Where land use impacts have been identified, recommended EPRs are proposed to mitigate land use impacts are mitigated in accordance with relevant EES evaluation objectives.
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Component Consistency with EES evaluation objectives • The built environment and social fabric would be improved through the creation and improvement of pedestrian and cyclist connections. EPRs would ensure that opportunities for future shared use paths are maintained.
Tunnels • The tunnels would pass under highly sensitive areas of public open space and residential development, protecting the function and character of the urban environment.
• Land that would experience land use and built form impacts are located in non-sensitive industrial areas, therefore minimising impacts to the existing social fabric of Yarraville.
• Where land use impacts have been identified, recommended EPRs are proposed to mitigate land use impacts are mitigated in accordance with relevant EES evaluation objectives.
• The built environment and social fabric would be improved through the creation and improvement of pedestrian and cyclist connections. EPRs would ensure that opportunities for future shared use paths are maintained.
• Permanent infrastructure would reduce the amount of available industrial land in Yarraville however, would also improve access to industrial land uses from the arterial road network.
Port, CityLink and city • Existing land use and built form patterns have resulted in significant road connections infrastructure being established in West Melbourne (including the elevated CityLink). Whilst the design would increase the extent of road infrastructure in this area would limit the need for land use change in accordance with EES evaluation objectives.
• The function of the port and adjacent industrial areas would be enhanced by improved road connections to and from the port and the arterial road network.
• The built environment and social fabric would be improved through the creation and improvement of pedestrian and cyclist connections. EPRs would seek to ensure opportunities for future shared use paths are maintained.
• Where land use impacts have been identified, recommended EPRs are proposed to mitigate land use impacts are mitigated in accordance with relevant EES evaluation objectives.
• Impacts on the future function and character of the built form and public realm in strategic development areas including E-Gate and Digital Harbour Precincts would be mitigated through recommended EPRs as well as future strategic planning within the precincts.
9.2 Impact assessment summary
The following section presents a summary of identified land use risks associated with each project component.
9.2.1 West Gate Freeway
Land use impacts associated with the West Gate Freeway component are generally temporary in nature (such as temporary occupation areas), and are located within industrial, commercial and open space areas which minimise impacts on existing operations. A significant portion of the proposed infrastructure for the West Gate Freeway component would be within the existing road reserve or directly adjacent to it, which would limit the need to permanently acquire land for the purposes of road infrastructure. 09-May-2017
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A detailed summary per suburb of potential land use impacts during construction, including temporary and permanent occupation outside of the road reserve was outlined. There would be limited works outside the road reserve, which primarily affect small areas of industrial land across the study area. Given the limited extent of works outside of the road reserve, the overall impact on land use following the application of EPRs has a residual risk rating of low. Land use impacts from identified temporary occupation areas would be addressed through standard construction management practices, a CEMP and compliance with industry standards.
As the majority of works would be located within the existing road reserve, the assessment found that following the application of EPRs the residual risk to built form and existing character would be low.
Urban renewal areas including Precinct 15 (between Kyle Street and New Street, Altona North) and the Bradmill site (between Francis Street and the Newport Freight Rail Line) are the only areas where built form is expected to undergo significant change. An assessment of the potential impacts to these strategic redevelopment areas has relied on matters such as residual property size, severance and access, and any strategic policy or development proposals under consideration. The development of Watson Street for the southern tunnel portal (see also 9.2.2) would not have a fundamental impact on the potential built form and land use outcomes which may be achieved in Precinct 15 in the future. The assessment concluded that impacts to these strategic policy areas would be low, as key strategic sites (Bradmill and Precinct 15) would continue to be suitable for redevelopment.
Potential land use impacts during operation relate to issues of amenity, which encompass noise, air quality, lighting and views. The impact on land use and built form in the West Gate Freeway corridor during operation has resulted in a residual risk rating of low following the application of EPRs.
Following the application of EPRs, the overall impact of the project on land use planning in the West Gate Freeway component during construction would have a residual risk rating of low, while during operations the residual risk rating is low.
9.2.2 Tunnels
Land use impacts associated with the tunnels component of the project are largely concentrated to temporary occupation areas and permanent infrastructure associated with the northern and southern portals. Yarraville is largely unaffected by the proposed tunnel as the majority of proposed works are located within the existing road reserve or are sited sub-surface. There are however limited permanent and temporary land requirements outside of the road reserve which are to accommodate sections of the proposed road alignment, utility relocations and construction areas.
A detailed summary per suburb of potential land use impacts during construction, including temporary and permanent occupation outside of the road reserve, was outlined. Given the limited extent of surface infrastructure and works outside of the road reserve, following the application of EPRs, the residual risk rating is low to medium. Land use impacts from identified temporary occupation areas would be addressed through standard construction management practices, a CEMP and compliance with industry standards.
Built form impacts in this component are primarily associated with the southern and northern portals. As detailed in Section 6.3.2, the development of Watson Street for the southern tunnel portal would not have a fundamental impact on the potential built form and land use outcomes that may be achieved in Precinct 15 in the future. As the majority of works for this component would be located sub-surface, the assessment found that following the application of EPRs the residual risk to built form and existing character would be low to medium. 09-May-2017
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Land use impacts associated with operations are concentrated around the northern portal of the site. The combination of the impact on built form in the tunnels component during operation and the potential for increased noise, reduced air quality and impacts to lighting and views on established residential areas, and the application of EPRs, has resulted in a residual risk rating of low.
Following the application of EPRs, the overall impact of the project on land use planning in the tunnels component during construction would have a residual risk of low – medium, while during operation the residual risk is low.
9.2.3 Port, CityLink and city connections
This component entails the creation of new elevated structures over the Maribyrnong River, an operating port, industrial land uses, major rail corridor and established shared use path and integration with the existing road network including a major toll road (CityLink). A significant portion of the proposed infrastructure for the port, CityLink and city connections component would be directly above the existing road reserve, adjacent to it, or involves the establishment of new road reserve over established industrial and rail land.
A detailed summary per suburb of potential land use impacts during construction, including temporary and permanent occupation outside of the road reserve, was outlined. Given the extent of works and increase in elevated structures, the overall impact on land use has a residual risk rating of medium following the application of EPRs. Land use impacts from identified temporary occupation areas would be addressed through standard construction management practices, a CEMP and compliance with industry standards.
As the majority of works would be located within or elevated above the existing road reserve, the assessment found that following the application of EPRs the residual risk to built form and existing character would be medium.
Infrastructure associated with the CityLink and city connections is located in the vicinity of a number of major urban renewal areas and suburbs that are of strategic importance to Melbourne’s growth, densification and economy. These include the Dynon Corridor, Arden-Macaulay, West Melbourne, E-Gate and Docklands Precincts. While any future development in the vicinity of these strategic policy areas would need to address the increased infrastructure at certain interfaces, the balance of the sites would remain suitable for ongoing development or redevelopment in accordance with strategic policy. It is noted that that the proposed CityLink, Dynon Road and Wurundjeri Way connections would have an impact on the quality of open spaces along Moonee Ponds Creek and its value as a recreational asset. However, in terms of its function as a shared use path and connector, the land use would not change fundamentally and would continue to function with the new infrastructure in place.
Following the application of EPRs, the overall impact of the project on land use planning in the port, CityLink and city connections component during construction would have a residual risk rating of medium, while during operations the residual risk rating is medium.
9.3 Land acquisition summary
As detailed under Section 4.2.1, locating the West Gate Tunnel Project construction works and structures largely within the existing road reserve means that property acquisition requirements for the project have been kept to a minimum.
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Some permanent land acquisition would be required at the following locations: Between the M80 and Grieve Parade to the north of the West Gate Freeway to accommodate the upgraded M8-interchange and realigned Geelong Road bridge Between Grieve Parade and Millers Road at certain locations along the northern boundary of the West Gate Freeway and a small portion of Crofts Reserve on the south side to accommodate the widened carriageways and the extended Grieve Parade entry ramp Between the Newport Freight Railway Line and the Miller Road exit ramp, along the southern boundary of the West Gate Freeway to accommodate widened carriageways and the southern tunnel portal Between Melbourne Road and the railway Lline, some parts of the Donald McLean Reserve, and the West Gate Golf course to accommodate the Hyde Street ramps and Williamstown Road interchange Within the vicinity of the new Hyde Street interchange, along the northern and southern boundaries of the West Gate Freeway to accommodate new off-ramps Within the vicinity of the northern tunnel portals, to the west of the Maribyrnong River, to accommodate the tunnel portals East of the Maribyrnong River, south of Footscray Road to provide for the connection between the Maribyrnong River bridge and the new Footscray Road elevated structure Near the intersection of Dudley Street and Wurundjeri Way to accommodate the widened carriageway and upgraded intersection. A summary of the land required for permanent acquisition and temporary occupation is provided in Table 25. A summary table detailing the impact of the project on existing public open space is provided in Table 26. Estimated additional public open space resulting from the project (including the northern and southern portal locations) is provided in Table 27.
As the table indicates, across the entire project alignment:
Land acquisition – all strata - A total of 65 properties would be impacted by permanent land acquisition, of which 61 only require partial acquisition and four would require the entire property. - 34 of these properties, occupied by 40 commercial leasehold interests, would be affected. Current expectations are that seven of these commercial leasehold interests would need to be relocated; however, the remaining 33 would be able to continue to operate on the residual land. These businesses currently occupy private land, Crown land or land owned by local councils, VicRoads, VicTrack and other public authorities that would need to be acquired for the project. This includes interests made up of multiple titles and/or crown allotments. - A total of 19 properties would need to be occupied temporarily, in addition to those permanently impacted by acquisition. Strata acquisition - tunnels - The tunnels component would require the strata acquisition of up to approximately 347 properties within this component to protect the asset. The strata acquisition may have variable depths depending on the depth of the tunnels which would be confirmed through detailed design. - Land requirements associated with portals and ventilation structures are incorporated in the land acquisition (all strata) requirements (temporary and permanent) outlined above.
Further information about property acquisition is provided in Technical report L Social and Technical report M Business.
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Table 25 Property acquisition summary - permanent acquisition and temporary occupation
Permanent land acquisition Temporary land occupation
Strata Project Commercial Other Commercial Other Commercial Other Commercial Other (below component property property property property leasehold leasehold leasehold leasehold ground) interests interests interests interests (owners) (owners) (owners) (owners)
West Gate 181 242 213 – 0 182 0 0 − Freeway
Tunnels – – – – – – – – 347
Port, 161 72 184 1 11 12 0 0 − CityLink and city connections
Sub-totals 34 31 39 1 1 19 0 0 347
Total 65 40 20 0 347
1 Comprises mainly businesses operating on private freehold land, with some also occupying small parcels of Crown and government-owned land (including the West Gate Golf Course) 2 Includes Crown land, Council freehold, VicRoads freehold and other public authority (government-owned) freehold 3 Leasehold interests (occupants) are businesses operating on both Crown land and privately owned land 4 Comprises 9 private leasehold interests (occupants) and 11 leasehold interests (occupants) occupying VicTrack land
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Table 26 Property acquisition summary - impact on public open space
Project Public open space impacted Permanent land Temporary land component acquisition occupation
Area % of open Area % of open acquired space occupied space (m2) acquired (m2) occupied
West Gate WLJ Crofts Reserve, Altona North 282 0.3 – – Freeway GJ Hosken Reserve, Altona North – – 9900 49.3
Lynch Road Reserve, Brooklyn 2953 34 5706 66
McIvor Reserve, Yarraville – – 1266 0.7
Hyde Street Reserve, Yarraville 1150 1.5 7250 9.8
Westgate Golf Course, 910 0.9 7810 8.0 Yarraville/Spotswood
Donald McLean Reserve, Spotswood 875 1.3 1640 2.5
Other open space impacted
Portion of VicRoads land adjacent to GJ – – 9760 100 Hosken Reserve, Altona North
Portion of Road Reserve between Kororoit – – 18500 100 Creek and Geelong Road, Brooklyn
Portion of Declared Freeway adjacent to – – 2579 100 Millers Road (immediately north west of the West Gate Freeway), Brooklyn
Portion of Declared Freeway adjacent to – – 5855 100 Millers Road (immediately north east of the West Gate Freeway), Brooklyn
Portion of Declared Road adjacent to – – 2522 100 Williamstown Road (immediately north west of the West Gate Freeway), Yarraville
Land between The Boulevard and Stony – – 2000 47.6 Creek (immediately north of the West Gate Freeway), Yarraville
Port, CityLink Railway Place and Miller Street Reserve, – – 70 3 and city West Melbourne connections Land on the Sims Street Road Reserve – – 4000 100 (south of Footscray Road), West Melbourne 09-May-2017
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Table 27 Additional public open space
2 Project Additional public open space Area (m ) component
West Gate Land between the West Gate Freeway and Precinct 15, west of Newport railway ~30000 Freeway line, Altona North
Tunnels Land north of West Gate Bridge, south of Stony Creek and east of Williamstown ~17000 railway line, Yarraville
Land west of Whitehall Street and south of Youell Street, Yarraville ~28000
Port, CityLink Land north of Footscray Road and west of Moonee Ponds Creek, West Melbourne ~14000 and city connections
9.4 Environmental Performance Requirements
EPRs define the environmental outcomes the project must achieve during its construction and operation, regardless of the specific design solutions implemented as part of the project.
EPRs relevant to land use planning were described in Sections 5.4, 6.4 and 7.4. Initial EPRs were applied during the initial risk assessment. The EPRs have been refined as the project has developed, with additional EPRs identified during the impact assessment process, to further mitigate risks. A set of recommended EPRs was developed upon completion of the impact assessment process. The recommended EPRs will be assessed and refined during the EES assessment and a complete list of EPRs will be incorporated into the Environmental Management Framework that would govern construction and operation of the West Gate Tunnel Project. The initial EPR for land use planning was: • LPP1. Design to minimise permanent footprint to reduce adverse impacts on potentially affected land uses, particularly: - Parks - Reserves/ gardens - Recreational and community facilities - Residential properties in proximity to the construction area - Commercial and industrial sites.
The land use planning impact assessment also relies on a range of initial EPRs from other technical disciplines. Appendix D provides a full list of initial EPRs for each project component. The EPR IDs relied upon in the land use planning impact assessment for each of the technical disciplines are listed below:
• Environmental Management – EMP1 • Transport – TP1 • Air Quality – AQP1 • Noise and Vibration – NVP1
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• Social – SP1 • Business – BP1 • Landscape and Visual – LVP1 • Ground Movement – GMP1 • Groundwater – GWP1 • Historical heritage – CHP1 • Contamination and Spoil Management – CSP1.
In particular, the land use planning impact assessment has relied upon the following EPR for environmental management:
• EMP2. Environmental Management Plans Prepare and implement a Construction Environmental Management Plan (CEMP), Worksite Environmental Management Plans (WEMPs), Operations Environmental Management Plan (OEMP) and other plans as required by the Environmental Performance Requirements (EPRs) in accordance with the Environmental Management Strategy.
The development of the Environmental Management Strategy, the CEMP, the WEMPs and OEMP must include consultation with relevant councils, VicRoads, Melbourne Water, EPA Victoria and other authorities as relevant. These consultation processes must be described in the Environmental Management Strategy.
The CEMP should be prepared in accordance with EPA Victoria Publication 480, Environmental Guidelines for Major Construction Sites (EPA 1996).
Final EPRs for Land Use Planning developed during the impact assessment process are:
• LPP1. Minimise design footprint Through detailed design, minimise the permanent footprint of the project to the extent practicable to reduce adverse impacts on potentially affected land uses, particularly: - Parks - Reserves/ gardens - Recreational and community facilities - Residential properties in proximity to the construction area - Commercial and industrial sites.
• LPP2. Recreational facilities Through detailed design and construction, minimise to the extent practicable any impacts on users of recreational facilities including Westgate Public Golf Course, Crofts Reserve, Hyde Street Reserve, Donald McLean Reserve, Railway Place, and Miller Street Reserve and McIvor Reserve. Access to, and amenity and function of recreation facilities is to be maintained to the extent practicable in consultation with the land manager.
• LPP3. Future development opportunities - Do not preclude the possibility of a future road connection between: Precinct 15 (Hobsons Bay Council) and Bradmill Precinct (Maribyrnong Council). - Manage, to the extent practicable, the impacts on the future implementation of the draft Railway Place and Miller Street Reserve Concept Plan in consultation with City of Melbourne. - Manage, to the extent practicable, the impacts on future built form of 48-54 Digital Drive, Digital Harbour in consultation with the landowner/developer.
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• LPP4. Pedestrian connections Do not preclude the possibility of future pedestrian connections between: - North and West Melbourne, E-Gate and Docklands to Moonee Ponds Creek (the Moonee Ponds Creek Trail / Capital City Trail) - Digital Harbour and West Melbourne by upgrading pedestrian crossings at the intersection of Wurundjeri Way and Dudley Street. • LPP5. Public Land Through detailed design and construction reduce the disruption to the extent practicable, to current uses of public and council land resulting from temporary occupation.
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10.0 References
City of Melbourne (2012) Arden-Macaulay Structure Plan
City of Melbourne (2014) Fishermans Bend Strategic Framework Plan
City of Melbourne (2008) Future Melbourne
City of Melbourne (2016) Future Melbourne, 2026 (Draft)
City of Melbourne (2012) Open Space Strategy
City of Melbourne (2005) West Melbourne Structure Plan
Department of Environment (2013) Environmental Protection and Biodiversity Conservation Act 1999: Significant Impact Guidelines
Department of Environment Land Water and Planning (2014) Plan Melbourne
Department of Environment Land Water and Planning (2015) Plan Melbourne Refresh
Department of Environment Land Water and Planning (2017) Plan Melbourne 2017-2050
Department of Environment Land Water and Planning (April 2016) Scoping Requirements for West Gate Tunnel Project
Department of Environment, Land, Water and Planning (2010) Maribyrnong River Valley Design Guidelines
Department of Transport, Planning and Local Infrastructure (2013) Victoria: The Freight State
Hobsons Bay City Council (2013) D McLean Reserve, Spotswood – Master Plan
Hobsons Bay City Council (2008) Hobsons Bay Industrial Land Management Strategy
Hobsons Bay City Council (2014) Interim Management of Land Use Planning around Major Hazard Facilities
Hobsons Bay City Council (2015) Precinct 15 Development Plan
Hobsons Bay City Council, Maribyrnong City Council, Brimbank City Council, City of Moonee Valley, Wyndham City Council, City of Melton et al.(2012) Western Melbourne Transport Strategy 2012 – 2030
Maribyrnong City Council (2009) Central Footscray Urban Design Framework
Maribyrnong City Council (2014) Footscray Structure Plan
Maribyrnong City Council (2012) Footscray City Edge Master Plan
Maribyrnong City Council (2014) Footscray River Edge Master Plan
Maribyrnong City Council (2011) Maribyrnong Economic and Industrial Development Strategy
Maribyrnong City Council (V4, 2005) (re)Visioning Footscray
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Major Projects Victoria (2014) E-Gate Planning, Development and Design Guidance for Respondents to the E-Gate EOI Process
Places Victoria, City of Melbourne et al. (2013) Access Docklands: A Strategy for the Docklands Transport Network
Planning Panels Victoria (2016) Advisory Committee Final Report Major Hazard Facilities
Port of Melbourne Corporation (2006) Port Development Plan 2006-2035
Port of Melbourne Corporation (2009) Port Development Strategy 2035 Vision
Tract (2012) Bradmill Precinct Development Plan
VicRoads (2012) VicRoads SmartRoads Framework
VPA (2016) Draft Arden Vision and Framework
Worksafe Victoria (2010) Major Hazard Facilities Land Use Planning Near a Major Hazard Facility
Wyndham City Plan (2013) Wyndham City Plan 2013-2017 and Wyndham 2040
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