Port of Geelong: Draft Port Land Use Strategy
Toll GeelongPort and Department of Infrastructure
Port of Geelong: Draft Port Land Use Strategy Port of Geelong: Draft Port Land Use Strategy
Prepared for Toll GeelongPort and Department of Infrastructure
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Cover image Corio Quay, grain bunkers and pier. Contents
Explanatory Note 5 Making a submission 5 Executive Summary 6 Summaries of Key Strategies 9
Part A — Need for a Strategic Framework for the Port of Geelong 11
1 Background to the Land Use Strategy 12 1.1 Introduction 12 1.2 Community Feedback in 2004 and 2005 13 1.3 Need for a new approach 13
2 Port Overview 15 2.1 Vision for the port 15 2.2 Land Management 15 2.3 Port Facilities 15 2.4 Economic Value 17 2.5 Port Trade 17 2.6 Port Area of Interest 17 2.7 Transport Infrastructure 18
3 Policy and Planning Framework 22 3.1 National Strategies 22 3.2 State Policies and Strategies 22 3.3 Regional Strategies 26 3.4 Local Strategies 26
4 Issues and Opportunities for the Port of Geelong 29 4.1 Trade Growth 29 4.2 Transport Infrastructure 31 4.3 Industrial Land Requirements 31 4.4 Environmental, social and economic opportunities around Corio Bay 33
Part B — Strategic Framework 35
5 Port - wide Planning Principles 37 6 Port Strategic Directions 39 6.1 Direction 1: Adequate Port Infrastructure 39 6.2 Direction 2: Adequate Supply of Appropriately Located and Zoned Land 40 6.3 Direction 3: Effective Transport Linkages 41 6.4 Direction 4: Effective Land Use Buffers 42 6.5 Direction 5: Effective Safety, Security and Environmental Management Practices 43
Port of Geelong: Draft Port Land Use Strategy
6.6 Direction 6: Enhance Social Capital 45 6.7 Direction 7: Effective Land Use Planning and Approval Framework 46
7 Port Precincts 47 7.1 Liquid Bulk Precinct 47 7.2 Bulk and Break Bulk Precinct 52 Lascelles Wharf 52 Corio Quay 53 7.3 Dry Bulk Precinct 58 7.4 Point Henry Precinct 60
Bibliography 62 Glossary 63
List of Tables Table 1. Estimations of the Direct Value, Flow-on Values and Ten Port Reliant Firms for 2004–05 17 Table 2. Existing Developed and Undeveloped Port Land Areas 18 Table 3. Rail Connections 20 Table 4. Trade Growth Port Infrastructure Requirements 30 Table 5. Future Requirement for Land for Port Related Industry 32
List of Figures Figure 1. Port of Geelong Overview 14 Figure 2. Existing Port Features 16 Figure 3. Zoning 19 Figure 4. Road and Rail Infrastructure 21 Figure 5. Coastal Management Considerations 25 Figure 6. Port Strategic Land Use Plan 38 Figure 7. Liquid Bulk Precinct 49 Figure 8. Bulk and Break Bulk Precinct 57 Figure 9. Dry Bulk Precinct 59 Figure 10. Point Henry Precinct 61
Contents Explanatory Note Making a submission
Toll GeelongPort and the Department of The draft Geelong PLUS represents a significantly Infrastructure (DOI) have prepared this revised revised strategy, which responds to community Draft Port Land Use Strategy (PLUS) for the Port feedback on the earlier 2004 draft Strategy. The of Geelong which replaces the Draft Strategic Department of Infrastructure and Toll GeelongPort Land Use Plan (SLUP) that was released for are seeking feedback from community and community comment in August 2004. industry stakeholders.
This revised draft PLUS builds on the previous Please forward written submissions or comments work undertaken by DOI and Toll GeelongPort by to either: responding to community feedback received in 2004 and 2005 and having regard to the latest ‘GeelongPort Land Use Strategy’ State and Local Government strategies and Freight Logistics and Marine Division policies affecting the Port and port-related activities. Department of Infrastructure GPO Box 2797 MELBOURNE 3001, Consistent with the directions set out in the or email [email protected] Victorian Ports Strategic Framework 2004 (VPSF), the Government, through DOI, is or committed to ensuring that each of Victoria’s four (4) commercial trading ports puts in place ‘GeelongPort Land Use Strategy’ a robust strategic land use plan which provides Toll GeelongPort for sustainable port growth and development PO Box 344 over the foreseeable planning period. GEELONG 3220 or email [email protected] In this context, this revised draft PLUS is the result of a cooperative effort between the main For further information about the draft strategy or to port manager at Geelong and DOI. However, request a copy the document please contact either at this stage, the Strategy does not represent a Paul Mayer (Dept of Infrastructure) on 9655 6541 or final Government policy position as it remains a David Kenwood (Toll GeelongPort) on 5247 0207. draft, subject to further public consultation and input from a range of government, industry and The draft Geelong PLUS can be downloaded from community stakeholders. the website of the Department of Infrastructure at www.doi.vic.gov.au/ports
Port of Geelong: Draft Port Land Use Strategy Executive Summary
The Government’s Victorian Ports Strategic discrete precincts, each having particular Framework (VPSF) released in November 2004, characteristics, issues and stakeholders; and identified key challenges for Victoria’s commercial • Complement other State and local trading ports, ranging from accommodating strategies, such as Melbourne 2030, trade growth to coexisting with neighbours in an Victorian Ports Strategic Framework, urban setting and meeting safety, security and Victorian Coastal Strategy and the environmental performance expectations. Toll Corio Bay Coastal Action Plan. GeelongPort and the Victorian Government are both committed to ensuring the long term viability of the The draft PLUS is divided into two main parts. Part Port of Geelong, while respecting the reasonable A recognises the issues raised by the community amenity expectations of local residents. and focuses on the need for the strategy; the current policy framework; existing conditions In this context, Toll GeelongPort and the and the requirements for ensuring the long term Department of Infrastructure (DOI) have prepared economic viability of the Port and port-related a revised draft Port Land Use Strategy (PLUS) activities. Part B sets out the strategic framework for the Port of Geelong which replaces the draft identifying the objectives of the strategy, key Strategic Land Use Plan (SLUP) that was released planning principles, strategic directions, strategies for community comment in August 2004. and actions. Port precincts are also described, The submissions received on the SLUP raised including constraints and opportunities to progress a number of issues and concerns which Toll the future development of the Port. GeelongPort and the Department of Infrastructure (DOI) believed needed to be addressed. An Part A – The Need for a Strategic Framework overarching theme was the need to adopt a more balanced “triple bottom line” approach to the future The Port of Geelong is the second largest Port management and development of the Port. in Victoria, handling over 12 million tonnes of imports and exports worth $5.6 billion annually. This draft PLUS builds on the previous work Port generated employment is about 6100 jobs, undertaken by responding to community feedback resulting from direct, flow on and port-reliant received during 2004 and 2005 and having regard industry. The draft PLUS acknowledges the to the latest State and Local Government strategies significance of the Port of Geelong from local, and policies affecting the Port and port-related regional and State perspectives and identifies activities. Its focus is on providing a framework of clear support for the port and its sustainable robust strategic directions and actions that can be development through both State and Local agreed upon and progressed with key stakeholders Government policy statements. to provide sustainable and orderly port growth, and greater certainty for land use planning decisions in The Port’s major trade is in dry and liquid bulk and around the Port. commodities, with a significant component of break bulk. During 2004/05, the Port’s major commodities The draft PLUS seeks to: were crude oil and petroleum products (58 per cent); woodchips (12 per cent); fertiliser (10 per • Demonstrate an integrated approach to cent); grain (9 per cent); and aluminium products economic, environmental and social factors (4 per cent). Trade growth is anticipated in the impacting on the Port; following trades:
• Address the mutual obligations of the Port • Bulk handling of grain; and its neighbours; • Coal; • Reduce the likelihood of inappropriate or ad hoc development in and around the • Fertilisers; Port precinct; • Biofuels; • Emphasise the commitment of Toll • Livestock; GeelongPort to plan transparently and consult effectively on future • Vehicles; development strategies; • Bulk minerals/ mineral sands; • Adopt a precinct based approach • Woodchips and logs; and within the broader Port area, identifying • Soybean meal.
Executive Summary
The draft PLUS recognises that the ongoing To meet the berth capacity estimates for a high economic viability of the Port and port-related growth forecast trade scenario (to 2020 and industries is dependant on: beyond), the draft PLUS key berthing requirements for the Port include: • Trade growth and the ability of the Port to accommodate the trade infrastructure, land, • Extension of Corio Quay North and South access and transport needs; (increased demand for export of woodchips and mineral sands as well as the increased • Road and Rail connection improvements; demand for imports of steel products and • The adequacy of available port land and vehicles); and associated industrial land, especially at • Extension of Lascelles Wharf (growth in Corio Quay; and fertilizer manufacturing and forestry industries). • Adequacy of port channels (VRCA managed).
The key factors tending to constrain the Port of Part B – The Strategic Framework Geelong’s growth relate to the need for additional Key objectives of the Land Use Strategy for the and improved infrastructure (transport and port Port include: related); the limited supply of industrially zoned land near port facilities; constraints from non-port • Effectively developing port facilities to related uses; erosion of separation buffers and accommodate trade growth and change; time consuming and uncertain planning approvals • Transparently planning the development process. These factors can be discouraging to and use of port and adjoining land to investors and have the potential to ultimately inhibit support growth; regional economic growth. • Improving land transport access to the port; The lack of available back up land within the vicinity of the port is a significant limiting factor. The port • Effectively managing the Port’s interfaces with has 28.9 hectares available near Lascelles Wharf. the Geelong community, including amenity, However 11 hectares is the old Corio landfill safety and environmental impacts; and site, where development is unlikely due to high • Clarifying land use and development redevelopment costs and a further 5.8 hectares is approval processes. also bisected by Cuthbertson drain and subject to easement restrictions. Corio Quay has no A two tier strategic planning approach has been additional available land. adopted. The first tier deals with the Port as a whole and identifies five key planning principles and The draft PLUS emphasises the importance seven key strategic directions to guide the future of retaining all industrial zoned land as land development of the Port. The strategic directions are: use buffers, protecting both the Port’s ongoing operation and the amenity of the surrounding 1. Provide adequate port infrastructure sensitive land uses (residential and commercial). to meet forecast trade growth until at The retention of the existing industrial land least 2020; surrounding the Port also allows for the expansion 2. Ensure that an adequate supply of of the Port and port related industry at Corio Quay. appropriately located and zoned land is Any further erosion of the existing land use buffers available to support the growth of the Port would have a negative impact upon the Port. and port-related industries; The draft PLUS recognises the need to build upon 3. Provide effective transport linkages the Port’s infrastructure assets. Existing limitations within the Port area and between the Port in transport links between the Port and the Heales area and the broader freight transport Road Industrial Estate and the Geelong Ring Road network to service the Port’s trade needs, need to be resolved and VicRoads has initiated a with minimum adverse amenity impact on study into these connections. surrounding communities;
Other major transport projects include the construction of standard gauge connections for the Corio Independent Goods Line and Midway.
Port of Geelong: Draft Port Land Use Strategy
4. Define and implement effective land use The draft PLUS recognises the Port’s commitment to buffers around the Port to protect both the the existing legislative framework for implementation economic future of the Port and existing of safety and environmental management control sensitive land uses nearby; measures on port land and waters through the Port of Geelong Safety and Environment Management 5. Adopt effective safety, security and Plan (SEMP). It also identifies opportunities to better environmental management practices integrate environmental management requirements so that the port and port related activity for port-related or industrial activities outside port does not unreasonably impact on the land but in the ‘Port area of interest’. The Strategy’s surrounding areas; application of port precinct planning will assist in 6. Enhance the social capital of the Port identifying and managing community concerns, by identifying and utilising opportunities including the safe storage of chemicals by limiting to contribute to community resources and Controlled Port Activity1 to the Liquid Bulk Precinct. values; and The community standing of the Port can be enhanced 7. Implement an effective land use planning through continual improvement in information and approval framework that provides exchange and consultation processes. The draft reasonable certainty for port and port PLUS recognises the potential provided by the related businesses and transparency and precinct planning approach to develop opportunities predictability for the community. for open space areas within the ‘Port area of interest’; Under each strategic direction are a set of providing public access to the foreshore where key strategies and specific actions aimed at practicable; and improving the general environs and implementation of the directions. community resource of the Port.
The second tier outlines Precinct Plans for specific The draft PLUS identifies a lack of clarity and parts of the ‘Port area of interest’, as follows: certainty in the current approach to the Port’s development which is, in part, attributable to • Liquid Bulk Precinct (Oyster Cove); development approval processes contained in the existing planning scheme. The Principles, Strategic • Bulk and Break Bulk Precinct (Lascelles Directions, Strategies and Actions identified in the Wharf, North Shore and Corio Quay); draft PLUS should provide useful input to both the • Dry Bulk Precinct (Grain Piers); and Council’s general planning scheme review and its port structure planning process. • Point Henry Precinct. These processes provide the opportunity to The Precinct Plans have been developed based integrate a new approach to port planning into on the predominant trade type, such as liquid bulk, the Greater Geelong Planning Scheme which can dry bulk and break bulk. Each Precinct Plan briefly improve timeliness of decision making and provide describes the existing conditions, including major greater certainty for investors in the Port of Geelong. land users, zoning, access and infrastructure, and precinct constraints. Planning opportunities are outlined for each precinct, consistent with the Port-wide strategic directions but specific to the characteristics applying to that precinct.
The draft PLUS proposes to investigate the application of buffer strategies between industrial and more sensitive land uses (residential and commercial), to address the interface issues between the Port, industrial and more sensitive land uses, and to maintain the integrity of the buffer. The North Shore residential area is identified as an action priority, where a specific local area plan 1 Controlled Port Activity — is referred to throughout the draft will be undertaken to focus on interface issues and PLUS and is defined as port activity that includes Class protection of amenity. 2 gases, as per the Australian Dangerous Goods Code (ADGC), associated with a Major Hazard Facility
Executive Summary Summary of Key Strategies
The key strategies in the draft PLUS are Effective Land Use Buffers summarised below: • In conjunction with the Council’s Port Structure Plan, develop a comprehensive Adequate Port Infrastructure buffer strategy to address the existing interface issues between the operating • Maintain, enhance and fully utilise existing port, industrial land uses and more sensitive port berth and support infrastructure and land uses. improve the efficiency of port operations to accommodate trade growth in the • Retain all existing industrial zoned land short term. surrounding the Port to maintain its integrity as a land use buffer between the Port and • Develop and implement a program to more sensitive land uses. provide for additional port infrastructure requirements in the medium to long term, • Review the area south of Corio Quay with specifically additional berthing facilities at a view to creating a ‘step down’ land use Lascelles Wharf and Corio Quay. approach, whilst retaining all the existing industrial land within an industrial zoning. Adequate Supply of Appropriately Located • Retain the industrial land between the rail and Zoned Land line and the Princes Highway as a buffer to the Shell Refinery. • Ensure that existing industrially zoned land in the ‘Port area of interest’ is retained • Develop a specific local area plan designed for port and port-related uses, including to protect the amenity of the North Shore port buffering. residential area. • Investigate opportunities to utilize vacant or currently available industrial land within the Effective Safety, Security and ‘port area of interest’, including the former Environmental Management Practices Ford site, the OneSteel site and potentially the IncitecPivot site for port-related or • Promote integrated environmental associated value adding industry. management planning for all sites currently within the ‘port area of interest’, including • Ensure protection of the Heales Road those not subject to SEMP or EPA approvals Industrial Estate as a priority location for requirements. port-related or associated value adding industry outside, but accessible to, the ‘Port • Contain ‘Controlled Port Activities’ within the area of interest’. Liquid Bulk Precinct.
Effective Transport Linkages Enhance Social Capital • Support Federal and State Government • Develop open space/community use transport initiatives designed to improve opportunities in the ‘Port area of interest’. freight access to the Port. • Provide public access to the foreshore • Enhance the road freight links to the Port and develop pedestrian and bicycle of Geelong, by ensuring that suitable access through the ‘Port area of interest’, connections are available to and from the where practicable without compromising Heales Road Industrial Estate, the Geelong the operation or security of the Port or Ring Road and other major arterial roads. presenting an unsuitable risk to the public. • Ensure that key port facilities have efficient • Utilise the precinct planning approach to more access to both the standard and broad effectively engage with community interests gauge freight rail networks. and address issues in a targeted manner. • Promote dedicated freight routes. • Ensure that affected communities are actively involved in the future planning for the Port through the regular provision of information and effective consultation process.
Port of Geelong: Draft Port Land Use Strategy 10
Effective Land Use Planning and Approval Framework • Provide greater transparency in port planning by adopting a precinct based approach within the ‘Port area of interest’, identifying discrete precincts each of which has its own characteristics and issues.
• Define a process within the Greater Geelong Planning Scheme to more effectively integrate precinct planning with development approvals processes.
• Strengthen planning policy frameworks to provide clear strategic support for future port operations in a manner that achieves sustainable development outcomes.
• Review the existing zone provisions in the ‘Port area of interest’ to better accommodate port related development and reduce the likelihood of the Port’s future development being unreasonably constrained by inappropriate or ad hoc development
Summary of Key Strategies 11
Part A — Need for a strategic framework for the Port of Geelong 12 1. Background to the Land Use Strategy
1.1 Introduction Key constraints to the growth of the Port and port related industries are the inadequate supply of available and appropriately zoned land and the A Draft Strategic Land Use Plan for the Port of time consuming planning approvals process, Geelong was initially prepared by Sinclair Knight both of which can be discouraging factors to Mertz (SKM) in 2003 and released for public investors. These constraints have the potential to comment in August 2004. The purpose of the significantly inhibit regional economic growth and 2003 Draft Plan was to provide a coordinated and it is therefore vital that they are addressed by the integrated approach to the management of the Port Land Use Strategy in a manner that facilitates Port of Geelong’s future development. orderly and sustainable Port development over the next twenty years. As a result of extensive feedback received on the 2003 Draft Plan, the Department of Infrastructure This draft document provides a framework of (DOI) and Toll GeelongPort have jointly developed robust strategic directions and actions that can be a revised approach to address the significant broadly agreed by key stakeholders so that greater issues raised. In particular, this revised Strategy certainty can be provided for land use planning and more explicitly addresses the need to achieve infrastructure development in and around the Port. “triple bottom line” outcomes raised by a range of community stakeholders. The Land Use Strategy seeks to:
Toll GeelongPort and the Victorian Government • Demonstrate an integrated approach are both committed to ensuring the long term to economic, environmental and social viability of the Port of Geelong, while respecting the factors impacting on the Port; reasonable amenity expectations of local residents. The Victorian Ports Strategic Framework (2004) • Address the mutual obligations of the identifies key challenges for Victoria’s commercial Port and its neighbours; trading ports, ranging from accommodating • Reduce the likelihood of inappropriate trade growth to coexisting with neighbours in an development in and around the urban setting and meeting safety, security and Port precinct; environmental performance expectations. • Emphasise the commitment of Toll This new Port Land Use Strategy (PLUS) builds GeelongPort to plan transparently on the previous work and community feedback as and consult effectively on future well as having regard to the latest State and Local development strategies; Government strategy and policy work, including the Port of Geelong Economic Impact Study • Adopt a precinct based approach 2005, prepared by EconSearch P/L, and the work within the broader Port area, identifying being undertaken towards implementation of the discrete precincts, each having particular 2002 Geelong Region Strategic Plan, by the nine characteristics, issues and stakeholders; and Councils in the Region. • Complement other State and local It is critical that the Port Land Use Strategy protects strategies, such as Melbourne 2030, the viability of this significant economic resource Victorian Ports Strategic Framework, from incompatible land uses and erosion of existing Victorian Coastal Strategy and the Corio land use buffers. The Strategy must provide for the Bay Coastal Action Plan. future sustainable growth of the Port and ensure The Strategy does not deal with Point Wilson complementary port-related industrial uses are Explosives Pier, which is owned by the supported in and around it, as well as protecting Commonwealth Department of Defence, or the amenity of surrounding sensitive land uses and Cunningham Pier in the heart of Geelong. Point the environment. Wilson will be retained as a Defence facility until The Port and associated port activities are the Department of Defence completes a long term anticipated to grow considerably over the next twenty strategic review of its requirements. Cunningham years, resulting in changes to the existing land use, Pier is largely orientated to tourist use and port infrastructure and access needs. The Port must accommodates only the occasional cruise ship also respond to, and have a better understanding visits. However, its ownership has changed recently of the environmental and social impacts associated and its cruise ship role may be under review. with expansion of facilities and infrastructure.
1 Background to the Land Use Strategy 13
In parallel with finalisation of the PLUS, the City In particular, there were a number of specific issues of Greater Geelong is undertaking a review of identified in submissions, including: its Municipal Strategic Statement, including the review and development of several Structure Plans. • Zoning and planning approvals — Concern Council is currently preparing a new Geelong Port about the application/possible extension Structure Plan and the PLUS will be a key input of the Port Special Use Zone, application to that plan. The Geelong Port Structure Plan will of industrial zones and related planning assist in guiding long term development within and approval processes. adjacent to the Port area. The Port Structure Plan • Impact on residents in and around the will become an Incorporated Plan within the Greater Port area — Including possible limits on Geelong Planning Scheme and provide planning intensification of residential development, policy guidance. and prevention of subdivision. • Chemical storage — Including concerns about growth in storage, how and where 1.2 Community Feedback in chemicals are stored and limited appeal 2004 and 2005 rights in the planning approval process. • Transport — Managing increased heavy The submissions received on the 2003 Draft vehicle traffic in and around the Port area, Plan through the public exhibition process in 2004 including appropriate links to the Geelong and 2005 raised a number of issues and concerns Ring Road and Heales Road. which Toll GeelongPort and the Department of Infrastructure (DOI) believed needed to be addressed. Of particular importance was adoption of a more balanced “triple bottom line” approach 1.3 Need for a new approach to the management of future changes. Based on this community feedback, Toll Residents and community groups raised a number GeelongPort and DOI considered that a revised of environmental concerns, such as: strategic planning framework was needed to:
• Impacts on residential areas and the need • Identify and consider economic, for land use buffers; environmental and social impacts/influences • Impacts on foreshore and marine in an integrated, innovative way (Triple environments; and Bottom Line). • Need to address noise and traffic impacts. • More explicitly address the mutual obligations of the Port and its neighbours. Similarly, social impacts were considered important • Focus in a pragmatic way on reducing the in terms of: likelihood of inappropriate development in and around the Port precinct. • Retention of residential redevelopment opportunities; • Encourage the Port of Geelong managers to plan transparently and consult effectively on • Health impacts and emergency response future development strategies. arrangements; • Adopt a precinct based approach within • Alienation of public interest/access to the broader Port area, identifying discrete public land, including on and off-shore precincts each of which has common fishing spots; and characteristics and issues. • Recognition of industrial heritage. • Define a process to better integrate and monitor detailed precinct planning and development with planning, environmental and social impact assessments/approvals.
Port of Geelong: Draft Port Land Use Strategy 14
Figure 1: Port of Geelong Overview
1 Background to the Land Use Strategy 15 2. Port Overview
Geelong is Victoria’s largest regional city and is 2.3 Port Facilities the home of Victoria’s second largest Port. Located on Corio Bay with direct access to Bass Strait via Port Phillip Heads and 75 kilometres south-west of The Port of Geelong facilities are strategically Melbourne, the Port of Geelong is a key asset and located around the shores of Corio Bay, from Point a significant contributor to both the regional and Wilson in the north to Point Henry to the south the State economy and employment base. The (Refer to Figure 1: Port of Geelong Overview and Port handles over a quarter of Victoria’s overseas Figure 2: Existing Port Features). exports and in a typical year in excess of 12 million A single continuous channel provides access for tonnes of bulk cargo with an estimated value of shipping to the Port of Geelong. The channel was $5.6 billion a year. It has an extensive range of deepened in recent years to provide a depth of wharves, berths and associated cargo facilities with 12.3 m. Turning basins are available off Refinery a strong orientation to dry and liquid bulk, but with Pier, Corio Quay and the Grain Wharves and a significant component of break bulk cargoes. separate shallow water anchorages for empty ships awaiting a berth. The Victorian Regional Channels Authority (VRCA) is responsible for the 2.1 Vision for the port channels, ship turning circles and anchorages. Any maintenance dredging required within these areas is the responsibility of VRCA. Toll GeelongPort’s vision for the Port of Geelong is: The Port’s land based infrastructure includes: To accommodate the forecast high-case scenario for growth in trade over the next two • Berths at piers; decades, with a focus on its existing role in bulk and dry-bulk cargo. Port development • Wharves; and should maintain the Port’s economic • Cargo handling facilities, on the back up sustainability while also identifying and land behind the berths. maintaining opportunities for the long term growth beyond the existing forecast. Further Specialised berths are provided to handle the port development and management should different cargo types traded through the Port. avoid unreasonable social or environmental The 15 commercial shipping berths include: costs. (Source: SKM 2003) • Lascelles Wharf (3 berths; break and dry bulk); 2.2 Land Management • Corio Quay North and South (4 berths; break and dry bulk); Prior to 1996, the State of Victoria had overall • Graincorp Grain Pier (1 berth; dry bulk); ownership, authority and responsibility for management of the Crown land at the port and • Refinery Pier (4 berths; liquid bulk); and adjacent waters. In 1996, the State Government • Point Henry Pier (1 berth; dry bulk). sold the land and port based structures at the Port of Geelong to Ports Proprietary Ltd. The The GeelongPort Grain Pier (2 berths) is used as predecessor to Toll GeelongPort, TNT Geelong the tug base (3 tugs and 2 line launches), and as Port, set up a management company to manage a lay-up berth for ship repairs. the land based Port of Geelong and leased all port properties from Ports P/L for this purpose. Point Wilson Explosives Pier (2 berths; break bulk) is used in association with the adjoining munitions Toll GeelongPort owns approximately 17.9 hectares depot and is owned by the Commonwealth of vacant industrial land adjacent to Lascelles Department of Defence. Cunningham Pier is Wharf. The balance of the land within industrial used primarily for tourist related purposes and zones surrounding the Port is owned by other occasionally accommodates berthing of cruise private port operators or industries. Responsibility liners and naval vessels. for the foreshore areas and creek management rests variously with the Department of Sustainability Figure 2 provides an overview of the Port facilities in and Environment (DSE), Parks Victoria and the context of the surrounding area. City of Greater Geelong.
Port of Geelong: Draft Port Land Use Strategy 16
Figure 2: Existing Port Features
2 Port Overview 17
Table 1 Estimations of the Direct Value, Flow-on Values and Ten Port Reliant Firms for 2004–05
Category Direct Value Flow-on Value Ten Port reliant Firms
Output $170 million $328 million $2.1 billion (business turnover)
Value added $89 million $168 million $585 million (8.3% of G.R.P)
Employment (jobs) 609 jobs 1,385 jobs 4,723 full-time jobs (direct and flow on)
Household income $34 million $77 million $256 million
[Source: Economic Impact of the Port of Geelong 2004–05]
2.4 Economic Value • Alumina; • Bulk minerals; The Port of Geelong supports about 6108 jobs • Coal; as a result of direct, flow-on and port-reliant business employment. The ten port-reliant firms • Fertilisers; alone provide approximately 7% of the region’s • Biofuels employment and generate a business turnover of $2.1 billion. • Chemicals; • Vehicles; Table 1 provides an estimation of the value of the direct, flow on and ten port-reliant firms for 2004/05, • Livestock; to the State and region. • LPG; • Woodchips and logs; and 2.5 Port Trade • Soybean meal.
Cargo moved through the Port of Geelong on a tonnage basis has been relatively steady over the 2.6 Port Area of Interest last five years to 2004/05. The greatest year to year variations have been fluctuations in grain and to a lesser extent fertiliser production and woodchips. For the purposes of this Draft Port Land Use The Port’s major commodities in 2004/05 were: Strategy the ‘Port area of interest’ for the Port of Geelong generally includes the Special Use (Port) • Crude oil and petroleum products Zones and Industrial Zones surrounding the Port (58 per cent); and the adjacent foreshore areas. The Princes Highway and Corio Bay provide the boundaries • Woodchips (12 per cent); to the west and east respectively, excluding the • Fertiliser (10 per cent); residential area of Norlane. To the north the core area of interest is bounded by School Road and, • Grain (9 per cent); and to the south, by Osborne Park. Figure 3 identifies • Aluminium products (4 per cent). current zoning and the Port area of interest.
The Port’s major trade is in dry and liquid bulk, with The Alcoa aluminium smelter located at Point Henry a significant component of break bulk. The key is a specialised facility, with some land available current and future trades proposed at the Port are: for further development. Point Henry has been excluded from the core area of interest because • Oil and petroleum products; of its specialized nature and remoteness from the main Port of Geelong infrastructure. However, it has • Bulk handling of grain; been addressed as a separate Port precinct. • General cargo;
Port of Geelong: Draft Port Land Use Strategy 18
Industrial zoned land in the vicinity of the Port totals To the north of Corio Quay there is a small housing 226 ha, including the areas occupied by the port- area (the North Shore residential area) and housing related industries around Corio Quay, Lascelles to the west of the Geelong-Melbourne railway line Wharf and Refinery Pier, with the Shell Refinery (Norlane) and to the south Osborne Park. Geelong occupying 119 ha of this area. Grammar School lies to the north/north-east of the Port. The land uses adjoining the port are predominately heavy industry (Industrial 2 Zone), with industry The ‘Port area of interest’ contains two historical extending to the south, west and north of the Port. sites of note, the former Classweave site and Osborne House, both of which are listed on the Toll GeelongPort manages approximately 95 ha of Victorian Heritage Register (VHR). port land and associated storage and processing facilities. The land available for back up land • The former Classweave textile factory is a and for port-related uses is extremely limited, single storey historical industrial complex with developable Port owned land predominantly located at 13 Mackey Street, Geelong located in and around Lascelles Wharf. The total North, (VHR Ref. H1938). The factory was area available for Port and port-related uses is completed in 1915 for the Commonwealth about 28.9 ha (including the 11 ha ‘old Corio tip’ Department of Defence. site that has high development costs and a further • Osborne House was erected in 1858 for 5.8 hectares that is bisected by Cuthbertson drain pastoralist, Robert Muirhead, and was or subject to easement restrictions), mainly situated originally built as a two storey bluestone around Lascelles Wharf and Refinery Pier. There is structure and was extended in 1910 and currently no available land around Corio Quay or again in 1967 (VHR Ref: H1101). the Grain Wharf Piers. The former powerhouse site located in Mackey Table 2 identifies the existing areas allocated to Street, south of Corio Quay, is also of local wharves as back up land and undeveloped land interest, having been the subject of a rezoning within the Port. and development application which was refused The limited availability of back up land within the by the City of Greater Geelong in late 2003. Port of Geelong is a major constraint to the Port’s growth potential. The retention of all existing industrial land located in and around the port is 2.7 Transport Infrastructure not only necessary for the buffering of the Port uses, but also provides sufficient industrial zoned land to accommodate port-related and associated The State Government, Toll GeelongPort and value adding industries. If the former Ford site is GrainCorp have provided, or committed to, utilised for purposes not associated with its current substantial improvements to the Port of Geelong industrial zoning, the future potential availability of and its associated road and rail infrastructure over vacant industrial land adjacent to Corio Quay will recent years. The State Government has committed be further jeopardised. $18.6 million towards rail improvement projects in
Table 2: Existing Developed and Undeveloped Port Land Areas
Location Developed Area Undeveloped Area (port owned land) Lascelles Wharf 12 ha 10 ha (5.9ha adjoining the OneSteel site; 4.1 ha immediately north of Lascelles Berth No. 3) 7.9 ha (various other sites in the Oyster Cove/Lascelles Wharf area) 11 ha (costly development requirements - old Corio landfill site).
Corio Quay 9.5 ha No available wharf back up land. (north and south) This applies to port owned land. The former ford site represents the largest developable and appropriately zoned land area around Corio Quay.
2 Port Overview 19
Figure 3: Zoning and Port Area of Interest
Port Area of Interest
Port of Geelong: Draft Port Land Use Strategy 20
Geelong which will enhance the Port’s connection VicRoads has completed the Bayside Road Bypass to the broad and standard gauge networks. at North Shore, aimed at reducing freight traffic away from the North Shore residential area. This has been Road a significant concern of local residents in this area. Access to the Port of Geelong from the State’s arterial road system is available from local arterial Rail road networks. The principal north-south route is The Port of Geelong is connected to the State’s Corio Quay Road/Seabeach Parade/Shell Parade. standard and broad gauge rail network by rail lines Connections to the Princes Freeway and proposed running northwards (to Melbourne) and westward Geelong Ring Road at its northern end are also (Western Victoria and Adelaide). The local rail access available. Regional road connections are available to the Port’s wharves are summarised in Table 3. to the west linking to Warrnambool and Adelaide, and northwest via the Princes Freeway, Hamilton Goods receivable facilities are available at North and Midland Highways. Shore station and yard. There are some operational constraints associated with the rail network VicRoads is constructing the Geelong Ring Road servicing the Port. For example, the level crossings around the northern and western outskirts of at Thompson Road and Separation Street limit the Geelong. The Geelong Ring Road route linking length of trains accessing the GrainCorp facility. the Princes Highway to the Princes Freeway has Also, shunting into Corio Quay requires the use of been determined. Once complete, the Ring Road the main line to Melbourne. will be able to service the majority of port related traffic travelling to and from western Victoria and Plans for rail access improvements on the Corio South Australia, making the connections between Independent Goods Line (CIGL) have recently the Ring Road and the Port of Geelong integral progressed. The improvements involve three new components of the road freight network (Refer standard gauge rail lines, a connection to Midway to Figure 4 Road and Rail Infrastructure). and improved signalling. Tendering for the works commenced in early 2007 and a staged delivery There is currently a lack of direct access to both the program is planned for the works, valued at $19m. Heales Road Industrial Estate and the Geelong Ring Road available from the Port of Geelong. A number Rail access via an existing rail spur is available of arterial urban roads provide access routes that to the Heales Road Industrial Estate, north of the pass through established residential, commercial Heales and Forest Road intersection. The potential and industrial areas of Greater Geelong. There is for developing this spur as an inter-modal terminal a need to investigate the options available to link is currently being investigated by the Department these two important areas to the port. VicRoads is of Infrastructure. undertaking a review of the need, location, cost and benefits associated with development of a strategic Safety for pedestrians and cyclists at the port rail road link between Geelong Ring Road and the connections at South Corio Quay was improved in Heales Road Industrial Estate to the Port of Geelong. early 2007 with the installation of rail security gates.
Table 3 Rail Connections
Location Rail Connection Corio Quay North 3 x 350m broad gauge siding, currently disconnected Corio Quay South 2 x 300m broad gauge sidings GrainCorp’s grain receivable facility Dual gauge rail connection (the grain loop) Lascelles Wharf No rail connection. Upgrade to a dual gauge connection is desirable in the medium to long term, however the business case criteria has not been satisfied at this point in time. IncitecPivot fertilizer works Broad gauge connection. IncitecPivot proposes to convert the present rail spur to a dual gauge when Lascelles Wharf rail spur is constructed. The cost will be shared with the State. Midway site – north of Corio Quay Constructed a private, dual gauge rail spur
[Source: SKM 2003]
2 Port Overview 21
Figure 4: Road and Rail Infrastructure
Port of Geelong: Draft Port Land Use Strategy 22 3. Policy and Planning Framework
Land use management within the Port of Geelong The Auslink White Paper extends previous must consider a number of strategies and policies, identification of the National Network, including from a National, State and local level. The following links to ports and airports, and is cross-modal. In section outlines strategies relevant to the current particular, the plan includes roads and rail lines in and future land use planning for the Port. the corridors. It provides strategic directions for the development of the National Network, with corridors to be the basis for future funding priorities, and identifies the Government’s investment priorities. 3.1 National Strategies The Port of Geelong is a key node in the national transport network. Environment Protection and Biodiversity Conservation The Environment Protection and Biodiversity 3.2 State Policies and Strategies Conservation Act 1999 (EPBC Act) came into force on the 17th July 2000. The EPBC Act protects Victorian Planning System the environment, particularly matters of National Environmental Significance and it streamlines Planning legislation in Victoria is governed by the national environmental assessment and approvals Planning and Environment Act 1987, which provides process, protects Australian biodiversity and the administrative framework to create planning integrates management of important natural schemes. The Greater Geelong Planning Scheme and cultural places. The federal Department of (GGPS) is the relevant planning scheme for the Environment and Heritage has had a range of Port of Geelong. The GGPS contains State policies, port development proposals referred to it for Local policies and specific planning controls consideration under the EPBC Act, including (Zones and Overlays) establishing the approvals wharves, dredging and port redevelopment. framework within which decisions about future port development are made. Maritime Transport Security The State Planning Policy Framework (SPPF) The federal Maritime Transport and Offshore objectives seek to achieve an appropriate balance Facilities Security Act (MTOFSA) provides the between environmental, infrastructure and regulatory framework for preventative anti-terrorist economic outcomes. security measures for Australian ports, port facilities, port service providers, ships and offshore facilities. The SPPF contains a number of relevant policies MTOFSA requires maritime industry participants to which influence the operation and development of develop individual security plans that are relevant the Port of Geelong. The policies provide direction to their particular circumstances and specific risks. in relation to economic development, coastal The Port of Geelong is affected by maritime security management, industrial land development and port plans prepared by Toll GeelongPort and the VRCA. specific development. The relevant State Planning In some instances, these Commonwealth approved Policies identify the need to: plans may restrict public access to foreshore and wharf areas and watercraft movements in the vicinity • Protect and maintain environmental features; of certain vessels. • Promote sustainable development;
AusLink • Support industry and the provision of a buffer between industry and sensitive The Australian Government released the AusLink land uses; and White Paper in June 2004, which contains its national land transport plan for the period 2004-05 • Recognise the economic importance to 2008-09. AusLink has two components: of the port.
• The National Network, comprising designated corridors, which include road and (where applicable) rail links; and • The Roads to Recovery program.
3 Policy and Planning Framework 23
Melbourne 2030 The VPSF identifies the need for long term land use planning for all commercial trading ports, Melbourne 2030 provides the strategic vision for including planning and implementation of effective the future of Melbourne, outlining broad strategies buffers. The establishment of buffers between the for management of growth corridors, activity Port, including associated industries and transport centres, transport and access. Melbourne 2030 infrastructure, and surrounding sensitive land uses recognises the value of and provides policy is important to reduce further constraints on the direction to protect and invest in the long term Port activities and to provide for the protection potential of Victoria’s commercial ports. It of the health and amenity of the adjacent more recognises the need to improve road and rail sensitive land uses. links serving ports, to develop freight links and to provide adequate buffers around the ports to The long term economic viability of the Port of prevent perimeter land use conflicts. Geelong is influenced by a number of factors, including land availability, competition and adjacent The policy initiative relevant to Victoria’s commercial land uses. The North Shore residential area is the ports and the Port of Geelong seeks to “protect most prominent example of historical development options for access to, and future development close to a port and other industrial areas that has at, the ports of Melbourne, Geelong and Hastings, resulted in potentially incompatible land uses being and ensure all port areas are protected by adequate located adjacent to each other. Similar buffering buffer areas to prevent land-use conflicts at issues occur in south eastern parts of Norlane. the perimeter”.
(Source: Melbourne 2030, Initiative 4.3.2) Metropolitan Transport Plan
Victorian Ports Strategic Framework The Metropolitan Transport Plan (2004) is a management plan for the development of The Victorian Ports Strategic Framework (2004) Melbourne’s Transport System. It identifies key (VPSF) sets out the Government’s core directions transport challenges posed by Melbourne’s for the State’s four commercial ports. The core growth and development, and sets out key policy directions are: directions aimed at improving national, regional and cross town freight connections and managing • Building on existing capabilities and safety and environmental issues relating to competitive strengths; commercial transport. Key actions for the Port of • Anticipating and planning for future land, Geelong include the need to improve efficiency access and infrastructure needs; and competitiveness of rail freight, by improving rail links into the Port of Geelong, connecting Corio • Providing the right regulatory and Quay and Lascelles Wharf to rail and improving the institutional settings for a sustainable standard gauge rail capacity. port system; and
• Promote improved communication Meeting Our Transport Challenges and understanding between Victoria’s commercial trading ports, their communities Meeting Our Transport Challenges (2006) is a and industry stakeholders. 25 year plan which proposes to deliver a world class transport system for Victoria. The Government The VPSF provides specific comments on key has made significant progress over the past issues affecting each port. In relation to the Port 6 years in developing a transport network that of Geelong, it identifies the absence of dual-gauge responds to Victoria’s current and future needs. rail access to Lascelles Wharf and Corio Quay as Meeting Our Transport Challenges will build on a constraint on Geelong’s ability to compete for this solid foundation, strengthening the State’s some bulk cargoes, and notes the Government’s transport system to sustain Victoria’s liveability into commitment to progressing rail improvement the future — particularly metropolitan and provincial projects, including: freight links.
• The North Geelong track modifications; • The Corio independent goods line; and • Lascelles Wharf rail connection.
Port of Geelong: Draft Port Land Use Strategy 24
Victorian Coastal Strategy • Improve the water quality entering the Bay, including a reduction of waste water and The Victorian Coastal Strategy (2002) establishes a stormwater volumes and rate flows entering strategic framework to manage the environmental, the Bay (i.e. Ballast water discharge protocols). social and economic elements that impact on the coastal environment. The key objectives of the The management actions relevant to the Port Strategy, relevant to the Port of Geelong include: of Geelong from the CAP are shown in Figure 5 — Coastal Management Considerations. • Protection of the existing scenic landscape qualities of the Bay when Port Safety and Environmental Management viewed from both the water and the land for future generations; In 2003, the Port Services Act 1995 was amended to include requirements for port managers • Maintaining commercial port uses and to development and implement Safety and industrial development at Portland, Environmental Management Plans (SEMPs) for Geelong, Melbourne and Hastings; their ports. The SEMP requires a comprehensive, • Ensuring and maintaining appropriate risk based approach to safety and environment port and coastal dependant industrial management by port managers and to address development opportunities; overlaps or gaps in existing operational systems. The SEMP is intended to complement existing • Minimising and improving the water quality legislation by bringing a “whole of port” perspective entering the bay, including stormwater; and to the management of safety and environment • Promoting public areas to accommodate a within a port. variety of recreational uses, in appropriate locations, along the coast. The SEMP for the Port of Geelong was prepared jointly by Toll GeelongPort, GrainCorp and the Victorian Regional Channels Authority (VRCA) in Corio Bay Coastal Action Plan order to address the land and water management The Corio Bay Coastal Action Plan (2005) (CAP) issues for the Port. GrainCorp was included as builds on the directions and principles of the a port manager as it operates and owns the Victorian Coastal Strategy. The CAP plans for short GrainCorp pier. The VRCA is responsible for and long term changes, aiming to coordinate the regional shipping channels and manages the many smaller planning and management decisions commercial navigation channels in the port waters around Corio Bay. The CAP applies to areas 600 of Geelong, Portland and Hastings. metres off shore from the high water mark. Key strategies relevant to the Port of Geelong include: The SEMP examines the full range of activities by the port managers, with a view to ensuring that • Increasing the availability of suitable all hazards and risks are identified and controlled foreshore land for public recreational by the responsible parties. Toll GeelongPort and uses, including the upgrade of piers and many of the key port stakeholders have safety areas of public recreation in accordance and environment management plans or systems with adopted foreshore management in place for the control of hazards and risks. plans (i.e. Cunningham Pier and These are based on ISO 14001 for environmental Moorpanyal Park); management and AS 4801 for risk assessment.
• Promoting land use that protects the The port managers are also incorporating landscape qualities of the foreshore, appropriate safety and environmental management including revegetation works which support requirements into tenant agreements, leases, and implement the net gain principles of the licences or any other form of agreements to Victorian Coastal Strategy (i.e. Point Henry); operate in or access areas of the port when entered • Protecting high value biodiversity sites for into, negotiated or reviewed. their conservation value and reduce marine and land pests affecting natural habitats (i.e. Point Henry); • Managing Corio Bay to provide for continued port operations; and
3 Policy and Planning Framework 25
Figure 5: Coastal Management Considerations
Port of Geelong: Draft Port Land Use Strategy 26
3.3 Regional Strategies All these have relevance for the future development of the Port of Geelong. The Plan identifies a number of projects and strategies of benefit to the region The Geelong Region’s Councils, along with a including those that will support the Port. range of organisations and agencies, recognised the need and values of a plan to capture long term • Intermodal Interchange to provide and aspirations, challenges and opportunities important market a three-way facility for road, rail and to deliver economic, environmental and social port at Lascelles Wharf to enable the safe benefits to the region. and efficient transfer of general freight and bulk cargoes. In late 2002, a region-wide cooperative approach commenced work to develop the Geelong Region • Regional Community Strategy to, Strategic Plan, which was launched as a blueprint to amongst others, facilitate opportunities for achieve the desired long-term vision for the Region: innovative partnerships between individuals and industry, community organisations and In 2020, the Geelong Region is Australia’s agencies. most desirable destination for living, visiting • Regional Growth Strategy to provide a and investing; it is renowned for its vibrant, long-term regional outlook for sustainable cohesive community, exceptional physical development and future land use and environment and vigorous economy. renewal. (Source G21 Regional Report 2005 Summary Card, Page 1). • Regional Indicators that deliver meaningful economic, environmental and social indicators to support regional The Region’s Vision and its associated values planning, monitoring and reporting. and principles guide the planning process through a range of interconnected themes: • Regional Marketing Strategy to raise Arts, Culture and Heritage; Community awareness of key segments (i.e. regional Safety and Security; Economic Development; community, tourists, investors) and attract Environment; Health and Well-being; Lifelong desired development and investment. Learning; Research; Sport and Recreation; • Port Development Program to improve Telecommunications; and Transportation. the profile of the Port of Geelong within Victoria and Australia as Victoria’s premium The Plan presents an agenda for change and bulk port to attract further development development to address the Region’s Vision and through the communication of its capability, Values. It describes the: capacity and development potential. • Outlook for the region to 2015 in the areas of population, community, economy and the environment. 3.4 Local Strategies • Outcomes or long-term goals for the Region to improve its capabilities in terms of services, physical infrastructure, Municipal Strategic Planning environmental assets and community The City of Greater Geelong (CoGG) is currently engagement. undertaking its three year review of the policies • Challenges that need to be addressed in in the Municipal Strategic Statement (MSS) in the order to achieve the Outcomes. Greater Geelong Planning Scheme (GGPS). In early 2007 the Council will initiate a planning scheme • Indicators to enable monitoring of amendment process to implement the proposed implementation efforts, assessing change changes to the scheme. associated with achieving the Outcomes and addressing the Challenges. As part of this review, Council is reviewing a • Strategies and Projects identified in number of its strategic plans and structure plans response to the Outcomes and Challenges. which will assist to guide the long term direction of the municipality in terms of urban growth, township development and commercial needs. The Council has identified the need to prepare
3 Policy and Planning Framework 27
a Port Structure Plan. This will contain Council’s Industry vision for the future development of this area which The Council recognises the value and need includes the residential community of North Shore to protect and promote the opportunities and and the strategically important industrial precinct advantages of Geelong’s industrial land. A total around the Port. A Draft Port Structure Plan will of 835.5 hectares of industrially zoned land was be prepared by CoGG and released for public available in 1995. To provide a level of protection comment. Once it is finalised, it will become an for the environment it seeks to ensure that industrial Incorporated Document within the GGPS and will development is adequately serviced, so as to not provide planning policy guidance. create adverse environmental impacts. Its main There are currently a range of policies in the MSS policy objectives are to: of the GGPS that are relevant to port planning and • Maintain the Heales Road Industrial these are outlined below. Estate as the pre-eminent location for major new industry by restricting small lot Economic Development subdivision and protecting it from residential encroachment and/or from other sensitive The Port of Geelong plays an important part in uses by maintaining buffer distances; the economy, giving it a fundamental comparative advantage over many other regions. The Greater • Attract new industrial development and Geelong City Council wishes to facilitate further investment that will contribute to long term local development and expansion of the City’s economic growth and employment; and existing businesses. Its strategies support the development and facilitation of industry clusters • Achieve a high standard of amenity of like businesses in the key industry sectors and environmental quality in industrial of manufacturing, seafood, education, health, development through its Industrial tourism, business services, advanced research and Development — Design and Siting policy development, retailing, leisure, arts and recreation. which aims to provide a high level of These strategies are reflected in its Municipal amenity for workers and visitors to industrial Strategic Statement (Clause 21.19). areas as well as minimize potential for negative off-site effects to occur. The Geelong Economic Development Strategy 2005-2010 (2005), provides a vision for the The City of Greater Geelong is currently reviewing development of a robust economy driven by the strategic planning for the Heales Road smart and innovative industries that are supported Industrial Estate. A draft Framework Plan was by world-class infrastructure and highly skilled released for public comment in early 2007. The workers, and will be a region known for its strong ability of the estate to provide large allotment sizes environmental and social credentials. The strategy is a valuable asset and would attract the investment identifies the need for continual development of port related industries to the estate, particularly of infrastructure to support new investment and along the rail line. The retention of the large reduce production costs. It recognises the role of allotments should continue to be supported. local government in economic development and These strategies are reflected in the MSS (Clauses the areas that the CoGG can influence to achieve 21.19 and 21.22) and Local Policy (Clause 22.15). a strong economic future. These policies also seek to ensure that industrial The Municipal Strategic Statement (MSS) Clause development provides a high level of amenity for 21.02 Geelong in Perspective identifies the Port workers and visitors to the industrial areas, and as a major infrastructure asset and the role of the to minimise potential for off-site effects. This is Port is described within Clause 21.03 Geelong important in assisting to protect residential areas — Part of a Wider Region. Clause 21.09 Economic at the interface with the Port, such as North Shore. Development details the competitive strengths of Geelong relevant to the economic performance Transport which also recognises the significance of the Port. The Geelong Transport Strategy (2003) offers a framework for developing a sustainable transport system to deliver improved social economic and environmental outcomes that benefit all sectors of the community. The Strategy focuses on the challenges faced by a transport system catering
Port of Geelong: Draft Port Land Use Strategy 28
for an urban regional community of the size and all aspects of how Council undertakes its diversity of Geelong. operations as well as give clear direction to the community, developers and government. These The Greater Geelong Planning Scheme (GGPS) principles have grown out of international and strategies recognise the advantages of the location national summits and other strategies. Initially of the Port of Geelong and need to ensure that the sustainability principles were focused on the limits transport system is fully integrated network with of growth and irreversible impacts on life support the State and national systems. It identifies the systems. More recently they have incorporated need to designate freight routes that assist in social and economic factors and the ability of efficient movements whilst protecting residential people and communities to influence their quality amenity and recognises the needs and issues for of life and those of future generations. It includes the municipality, including the need to improve an action plan for Council to implement the EMS access and reduced travel times for freight in partnership with key stakeholders. between Geelong, Melbourne and other regional centres. These strategies are reflected in the MSS The EMS acknowledges that Corio Bay has (Clauses 21.05 and 21.26). a diverse range of environmental features and provides significant economic and social Ports opportunities. The Bay is home to extensive industrial port infrastructure, including Toll The Council recognises the vital importance of GeelongPort operations, Refinery Pier, Point Henry Corio Bay and the Port of Geelong to the City’s Pier, GrainCorp Pier, Lascelles Wharf, Corio Quay and State’s economy and their locational and the Pt Wilson Explosive Area. Whilst these advantages for industry. It recognises the need to industrial uses present the most visually dominant enhance the Port’s efficiency and to maintain and activities around the Bay, there is also a growing enhance its integrity and existing infrastructure. aquaculture industry that has established, both marine and land based. The strategies to achieve this include, protection of the port from encroachment by non-compatible The Corio Bay Foreshore policy applies to all land land uses or developments, ensuring sufficient land delineated in the Corio Bay Foreshore Management availability for future port-related developments, Strategy (1995), identified by the low water mark supporting Port operations and maintaining and a 200m line landward from the high water strategic opportunities for growth and development mark. The area can be divided into 6 sub-precincts, of other linked activities. The policy discourages the two relevant to the Port of Geelong include: further fragmentation of land holdings in the port area, in particular where it threatens to close off • Industrial: Port Area; and strategic development options. These strategies • Industrial-Conservation — Stingaree Bay to are reflected in its Municipal Strategic Statement Point Henry. (Clause 21.02 and 21.29). There is a need to protect Corio Bay foreshore, Environment whilst recognising the diversity of uses and users. The objective of this policy is to protect and The City of Greater Geelong recognises the value enhance port related development opportunities of the natural environment and that the municipality in the vicinity of the Port of Geelong. It further is one of contrasts with coastal, rural, urban and identifies the need to protect port related industry natural environments defining the landscape. The from encroachment by non-port related activates. local policies highlight the many and varied assets Development in industrial areas is to make and the need to protect these assets, including provisions for landscaping and facade treatments. that of Corio Bay. These strategies are reflected in the MSS (Clauses 21.13 and 22.15) and Local policy at Clause 22.14 CoGG has recently prepared a new Environmental Corio Bay Foreshore. Management Strategy 2006-2011 (2006) (EMS) to provide clear direction for Council regarding sustainability and the protection and enhancement of Geelong’s natural environment. As part of preparing the EMS, the City has developed a new Sustainability Framework and a series of sustainability principles, which will be applied in
3 Policy and Planning Framework 29 4. Issues and Opportunities for the Port of Geelong
The Port of Geelong faces a number of significant The high case forecast anticipated that by 2020 challenges to remain economically viable and grow overall trade through the port would grow by sustainably over the next 20 years. It also has a 35 per cent. Bulk oil, oil products and alumina number of opportunities which, if realised, will stand imports would continue to use dedicated wharves the Port in good stead going forward. at Refinery Pier and Point Henry and would have sufficient berth capacity for their forecast trade The ongoing economic viability of the Port of growth. If these commodities were excluded, then Geelong is dependant on: the port trade in the remaining commodities would increase by 59 per cent by 2020. • The Port’s physical ability to accommodate projected trade growth; The trade growth predicted for the Port of Geelong has implications for the provision of • The adequacy of its transport connections wharves and backup land, road and rail access. and access arrangements; Port infrastructure and land requirements have • The adequacy and availability of well been determined based on a high growth trade located port and industrial land; and forecast, to provide for long term opportunities. It is estimated that berthing requirements for capacity • The extent to which it is able to recognise estimates of the high growth forecast trade and protect environmental features scenario for 2020 and beyond are: and realise the social and economic opportunities around Corio Bay. • Extension of Corio Quay North (increased demand for export of woodchips); The Port of Geelong services a wide and varying client base, with different operational requirements • Extension of Corio Quay South (increased and varying characteristics and dynamics. The demand for steel products imports, port industries have varying trade forecasts, some including coil, plate, bulk minerals, mineral indicating significant growth (such as forestry, bulk sands, and Roll on – Roll off Vessels (cars). mineral/mineral sands) in the long term. Continual The key issue is the shortage of available pressure is placed on industry for restructuring in backup land); response to intra-industry rationalization, changing • Extension of Lascelles Wharf (growth markets and opportunities to enter new markets. in fertilizer manufacturing and forestry industries); and • Grain Berth current capacity is adequate for 4.1 Trade Growth future demand.
There is a wide range of factors influencing Point Wilson Explosives Area is owned by the trade capacity at the Port level (such as Commonwealth and until it undertakes a strategic infrastructure capacity and development review of its requirements the area will remain as a potential all affect the Port’s market share) and Defence facility. If Point Wilson were made available many of these have a far more profound effect for sale, any other port related development in than shifts in the wider economy. Some of the this location would require a review of the Port key influencing factors can include supply and Land Use Strategy and potential development demand constraints associated with the capacity opportunities for the site. However, it is unlikely that of particular industrial installations and changes such an opportunity will present itself in the short to in industry structure (such as merger of major medium term. companies or rationalization of storage facilities). Table 4 describes the existing infrastructure at each of the berthing locations and associated Trade Growth and Port Infrastructure channel depths and identifies the infrastructure Requirements requirements for 2020 based on the trade outlook In 2002, transport and economic consultants, for the Port. Meyrick and Associates, prepared forecasts of trade growth to the year 2020 for the Port of Geelong. For the purposes of port strategic planning, a ‘high case’ forecast was adopted as this was considered conservative, providing the safest basis for long term port planning.
Port of Geelong: Draft Port Land Use Strategy 30
Table 4 Trade Growth Port Infrastructure Requirements
Existing Infrastructure Length Depth/Draft 2020 Infrastructure Requirements
Lascelles Wharf between 12.3/11.6m Lascelles Wharf (3 berths) 185–218m Provide crane rails onto existing Lascelles berth 1. Lengthen the wharf at the southern end of Lascelles Wharf by about 50 metres, including the possible provision of berthing dolphins.
Lascelles Wharf North Develop a new berth, providing an additional 200 metres (berth 4) of berth length. Back up land provisions would be approximately 4 ha. Provide crane rails the length of wharf.
Corio Quay (4 berths) between 11.0/10.4m Extend Corio Quay North 160–180m Develop a new berth (“Berth No. 4”), providing an additional 300 metres of berth length. Corio Quay South Develop two new berths, providing an additional length of about 250 metres, in addition to Berth 1.
Old Bulk Grain Pier N/A 12.3/11.6m Grain Piers (2 berths) Redevelopment of the Grain Piers would provide for trades not requiring substantial back up land (tug boats). An additional berth would reduce wait times.
New Grain Pier 168m 12.3/11.6m Managed by GrainCorp. (1 berth)
Refinery Pier (4 berths) between 12.3/11.6m Refinery Pier is considered adequate for 213–275m future demand. Progressive upgrading may be undertaken on a needs basis
Point Henry Pier N/A 12.3/11.6m Progressive maintenance may be undertaken on (1 berth) a needs basis.
[Source: SKM 2003]
4 Issues and Opportunities for the Port of Geelong 31
4.2 Transport Infrastructure prior or subsequent to shipment, as well as dry, liquid and cold storage that may be required close to wharves. The SKM (2003) report estimated that in 2002/03 the volume of existing port-related road and rail Land requirements around the Port for port traffic was about 135,436 trucks and 1,388 trains purposes and port-related industry vary. The key (figures relate to load carrying trips, therefore most factors influencing an industry’s need to be located are single movement trips). It is anticipated that near a port include: future annual road volumes may reduce to 94,000 vehicle trips and rail volumes increase to 2,107 • The type of products imported or exported; trains (SKM: 2003). This is based on: • The most appropriate logistics to handle a • High growth trade forecast for 2019/2020; product at different points in its shipment and the costs and competitive advantages • State Government 30 per cent rail mode of different logistical arrangements; share target; and • The relationship between industry and its • Increased use of larger trucks. local suppliers or customers; and
Local traffic volumes could be affected by • Size and frequency of shipments and the farmers trucking grain into the port, reducing rail optimum quantities for storage. movements but increasing road movements, load capacity restrictions and road and rail SKM (2003) estimated the need for an additional 188 infrastructure upgrades. Potential truck volumes hectares to provide for port and port related industry are sensitive to the projected capacity of future at Geelong to the year 2020. These estimates are trucks and the rail/road mode split. Even if the shown in Table 5 and they assume the provision of portion of freight carried by rail did not increase, storage and value adding processes on site or close it is still considered that the number of truck to the port and direct transfer from rail to ship with movements would be minimized through the some of the new industries/cargos. increased use of larger trucks. With the use of longer and fewer trains and larger wagons, rail The additional land requirements for each industry traffic could also decrease. If truck load capacities type would be as follows: were limited, the truck numbers could increase. • Forestry products — a further 10ha of It would be prudent to monitor these factors and additional land; revisit the forecasts periodically. • Mineral sands — exporting 100,000 tonnes per annum (allow for a site area of about 4.3 Industrial Land Requirements 5ha, possibly also including sheds). • Cement products (bulk/bagged, including The long term economic viability of the Port of shedding) — 325,000 tonnes per annum Geelong is influenced by a number of factors, (allow for a site area of about 5ha); including land availability, competition and adjacent land uses. The use of separation distances • Quartz — 100,000 tonnes per annum between industrial (including operational ports) (allow for an area of about 5ha); and more sensitive land uses is important in • Humus — 325,000 tonnes per annum providing physical separation between potentially (allow for an area of about 5ha); incompatible land uses. Land use buffers allow for transitional land use change, which can protect the • Briquettes — 100,000 tonnes per annum ongoing viability of industrial land uses and reduce (assume, because of the requirement for the impacts on the amenity and health of residents minimum handling of this product in bulk and occupants of more sensitive land uses. form, that the product will pass directly from transport to ship); and Generally, port land is used for wharves and • Other bulk liquids — 20,000 tonnes per areas required for loading, unloading, short and annum (assume an area of about 5ha) longer term storage and inter-modal transport (SKM 2003). transfer facilities. Port-related use covers industrial activities, including value adding or transformation processes associated with cargo immediately
Port of Geelong: Draft Port Land Use Strategy 32
Table 5 Future Requirement for Land for Port Related Industry
Future additional Gross Area Requirement Industry Type Existing Gross Area (ha) (ha) to 2020
Forestry Products (exports) 30 40
Fertiliser (imports) 37 62
Grains (exports) 30 36
Minerals (imports) 10 10
New Industries (largely exports) 0 40
Total land requirement 107 188
[Source: SKM 2003]
Toll GeelongPort expects that mineral sands for major industrial activity within the Heales Road exports could be as high as 500,000 tonnes per Industrial Estate is an outcome sought in the annum and dependant on storage requirements policy for industry in the Greater Geelong Planning would require up to 10 hectares or more of land. Scheme (Clause 21.22).
If the Port is successful in attracting the vehicle An issue for concern is the potential for the Port trade, a further 40 hectares of port-side land will of Geelong to be constrained by non-port related be required. uses locating in the surrounding industrial zoned land. Land requirements at the Port are already The Port of Geelong has limited available industrial at a premium and may be prejudiced by non-port land, as detailed in Table 2, with a total of 28.9 related industry locating in the surrounding areas. hectares available. Only 17.9ha of land owned by The difficulties with non-port related uses (such Toll GeelongPort (west and north-west of Lascelles as commercial uses) establishing in the vicinity Wharf), may be developed, while the remaining of a port are twofold. It reduces the land available 11ha (former landfill site) has poor foundations to port and port-reliant industry and, often, the and would require highly engineered solutions to perceived amenity expectations of the non port provide land uses beyond on site storage for such related uses are higher. industries as forestry products. The usefulness of the site would depend on the end user and need There are increasing pressures being placed on the to be considered on an individual basis. A further ‘Port area of interest’ through developments and 5.8 hectares is bisected by Cuthbertson drain or subdivisions which seek to undermine the retention subject to easement restrictions. of the preferred land use separation between industrial and sensitive land uses (residential Opportunities to expand port-related uses in and commercial). This is evident in the proposed industrial areas within the ‘port area of interest’ are rezoning of the Industrial 2 zoned land forming valuable and are restricted by the limited availability part of the Ford site in proximity to the Port. The of such land. The balance of the industrial land may retention of appropriate buffers through land use need to be sourced further afield, in areas such as zoning and policies is critical to ensuring land Heales Road Industrial Estate. It will be important use compatibility around the Port for current and for land in these areas to be retained in larger future generations. A ‘stepped’ approach to zoning allotment sizes to provide investment opportunities achieved by transitioning from industrial zones to for associated industrial uses. This is particularly commercial, open space and residential zones pertinent in the vicinity of the rail spur line serving is important to preserving the needs of both the the Heales Road Industrial Estate, as this area Port and port related industries as well as those of represents a significant asset to the potential surrounding communities. investment by the Port and port-related industries within the estate. The need to retain opportunities
4 Issues and Opportunities for the Port of Geelong 33
Proposals for subdivision into small industrial The mix of uses and environmental significant allotments and other mixed use developments features combine to create a complex environment within the ‘Port area of interest’ have highlighted that requires careful management. Given the the need to have clear understanding of the nature increased use of the Bay, coordinated management of those transitional areas and the impacts on the of its assets will be required to ensure retention of port and port-related activity. Within the ‘Port area the area for the long term. of interest’, it is becoming increasingly important to address the implications of the introduction of more Development activity and population pressure along sensitive or non-port related uses upon current and the coast is a result of the lifestyle value the coastal potential future industrial and logistics activities environment presents. The informal and formal on surrounding land, including port facilities, recreation opportunities along the Bay provide manufacturing activities and transport infrastructure. enjoyment for individuals and families. The main recreational uses include: The Council’s review of its Municipal Strategic Statement and associated development of a • Boating; Port Structure Plan offers an early opportunity to • Fishing; and address these transitional areas. • Passive recreation activities (such as walking, cycling or simply sitting 4.4 Environmental, social and and relaxing).
economic opportunities Opportunities exist to provide additional open around Corio Bay space, extend foreshore reserves and develop fishing platforms outside the primary Port facilities, In developing a Draft Port Land Use Strategy, it where public safety and risk can be adequately is necessary to consider the wider use of Corio managed. Further, there are other opportunities Bay by the greater community. In doing this, the for Toll GeelongPort to investigate revegetation development of community recreational and or stabilisation works (such as around near the open space opportunities should not inhibit the Grain Wharf Piers and St Helens recreation area) operations of the Port but provide opportunities that to generally improve the environment. work in unison with it. The social enjoyment that the community obtains from recreational activities There are a number of social benefits to along the coast should be provided, where undertaking community consultation, such as practicable, around the port, but not within areas providing greater certainty to the community about where it presents a safety or security risk. the potential impacts from proposed and existing land uses. It also creates a sense of connection Corio Bay has a diverse range of environmental with the Port and a greater understanding of the features, social and economic opportunities, with benefits of the Port to the region and State. some of the key features of Corio Bay being the: A community consultative forum is held once • Diverse range of terrestrial and marine habitat; every two months, which is run by Toll GeelongPort. The information provided at these forums varies • Deep-water port access; dependant on what is occurring at the Port of • Port facilities (extensive industrial port Geelong and what the community considers to be infrastructure, Port operations, and Point of interest, with notes from meetings prepared by Wilson Explosive Area); Toll GeelongPort and circulated to participants. The key participants include representatives from: • Sections of national and international significance including the Port Phillip Bay • North Shore Residents Group Inc.; (Western Shoreline) and Bellarine Peninsula Ramsar sites; • Geelong Environment Council Inc.; • Growing aquaculture industry that is both • Geelong Community Forum Inc.; and marine and land based; • Other individual members. • Numerous tourist developments; and • Salt extraction (Cheetham Salt Works).
Port of Geelong: Draft Port Land Use Strategy 34
The community consultative forums held by Toll GeelongPort provide the ideal opportunity to keep the community informed and thereby provide a level of transparency for the community, with respect to the Port operations and future planning and development intentions.
The City of Greater Geelong also convenes a Port Consultative Committee, providing an additional, complementary forum to discuss port issues.
4 Issues and Opportunities for the Port of Geelong 35
Part B — Strategic Framework 36 Part B — Strategic Framework
The Port contributes significantly to the State and regional economies and employment. For the Port of Geelong to continue to grow in an economically, socially and environmentally sustainable manner, it is important that the Land Use Strategy for the Port provides a framework for:
• Effectively developing port facilities to accommodate trade growth and change; • Transparently planning the development and use of port and adjoining land to support growth; • Improving land transport access to the port; • Effectively managing the Port’s interfaces with the Geelong community, including amenity, safety and environmental impacts; and • Clarifying land use and development approval processes.
A two tier strategic planning approach has been adopted. The first tier deals with the Port as a whole and identifies five key planning principles and seven key strategic directions to guide the future development of the Port. Under each strategic direction are a set of key strategies and specific actions aimed at implementation of the directions.
The second tier outlines Precinct Plans for specific parts of the ‘Port area of interest’. The Precinct Plans have been developed based on the predominant trade type, such as liquid bulk, bulk and break bulk. Each Precinct Plan briefly describes the existing conditions, including major land users, zoning, access and infrastructure, and precinct constraints. Planning opportunities are outlined for each precinct, consistent with the Port-wide strategic directions but specific to the characteristics applying to that precinct.
Part B —Strategic Framework 37 5. Port-wide Planning Principles
The following key principles have been developed • Integrate environmental and social to provide guidance for the development of the Port impact assessments/approvals within and its surrounding community. the precinct planning and development framework. 1. Recognition of the State economic significance of the Port of Geelong 5. Effective Consultation and Communication • Build on existing capabilities and • Port managers should plan transparently competitive strengths of the Port and consult effectively on future of Geelong. development strategies at Port-wide and precinct levels. • Anticipate and plan for future land use, access and infrastructure needs. • Relevant information about Port activities and developments should be readily • Encourage investment in appropriate available to community stakeholders port, transport and freight infrastructure. and communicated in a clear manner. 2. Effective planning for Port development The key issues and infrastructure requirements necessary to provide for the Port’s economic • Optimise use of existing specialist growth are identified in Figure 6. infrastructure for the Port’s various cargo types. • Develop new Port facilities to accommodate change and growth in Port trade. • Encourage port related activity in adjoining land areas to support port growth. 3. Effective planning for adjoining urban areas • Identify and manage any adverse consequences to people, the environment and property in the future planning for the port and its environs. • Planning for areas adjoining the Port environs area needs to: - Recognise the lifestyle values and amenity expectations of residents in the area; - Take into account the effect of port operations on the affected land; and - Avoid introduction of activities that would prejudice the efficient and effective operations of the Port. 4. Adopt Best Practice Management • Have regard to best practice safety and environmental management by industry and commercial development in the Port and its environs. • Adopt a precinct based approach to Port planning and development, identifying precinct specific characteristics and objectives.
Port of Geelong: Draft Port Land Use Strategy 38
Figure 6: Port Strategic Land Use Plan
5 Port-wide Planning Principles 39 6. Port Strategic Directions
The strategic directions to guide the future forecast, as it is considered prudent to have development of the Port are: surplus provision rather than not enough in long term planning. • Provide adequate port infrastructure to meet forecast trade growth until It is estimated that berthing requirements to provide at least 2020; for capacity estimates of the high growth forecast trade scenario for 2020 and beyond are: • Ensure that an adequate supply of appropriately located and zoned land • Extension of Corio Quay North and South is available to support the growth of (increased demand for export of woodchips the Port and port-related industries; and mineral sands as well as the increased • Provide effective transport linkages within demand for imports of steel products and the Port area and between the Port area vehicles) The key issue is the shortage of and the broader freight transport network available backup land near the port; and to service the Port’s trade needs, with • Extension of Lascelles Wharf catering minimum adverse amenity impact on for growth in fertilizer manufacturing and surrounding communities; forestry industries, including: • Define and implement effective land use - Provision of crane rails onto the existing buffers around the Port to protect both the Lascelles berth 1; economic future of the Port and existing sensitive land uses nearby; - Extending the existing wharf at the southern end by about 50m, including the • Adopt effective safety, security and development of berthing dolphins; and environmental management practices so that the port and port related activity - Construction of one new berth does not unreasonably impact on the (Lascelles 4). surrounding areas; • Enhance the social capital of the Port by Strategies identifying and utilising opportunities to contribute to community resources and • Maintain, enhance and fully utilise existing values; and port berth and support infrastructure and improve the efficiency of port operations to • Implement an effective land use planning accommodate trade growth in the short term. and approval framework that provides reasonable certainty for port and port • Develop and implement a program to provide related businesses and transparency for additional port infrastructure requirements and predictability for the community. in the medium to long term, specifically additional berthing facilities at Lascelles Wharf and Corio Quay. 6.1 Direction 1: Adequate Port Infrastructure Actions • Proceed with the necessary planning and Objective: coastal management approvals to provide Provide adequate port infrastructure for forecast for the berth extensions at both Lascelles trade growth to 2020, with opportunities for Wharf and Corio Quay. additional berths to accommodate growth in trade beyond that forecast and having the flexibility to accommodate changing cargo types and the needs of port customers.
The trade growth predicted through the Port of Geelong has implications for the provision of wharves and backup land, road and rail access. Port infrastructure and land requirements have been determined based on a high growth trade
Port of Geelong: Draft Port Land Use Strategy 40
6.2 Direction 2: Adequate Beyond these industrial areas within the immediate Port environs, the balance of the industrial land Supply of Appropriately required to support future Port development would Located and Zoned Land need to be sourced in areas such as the Heales Road Industrial Estate. The land in these areas Objective: should be retained in larger allotment sizes to provide investment opportunities for port and Ensure the continuing availability of port-related uses, particularly in the vicinity of the appropriately located sites for future port rail line and rail spur into the industrial estate. and port-related industries which support economic growth in Geelong.
The growth of the Port of Geelong is restricted by Strategies the lack of available industrial land adjacent to • Ensure that existing industrially zoned and surrounding the port. A total of 28.9 hectares land in the ‘Port area of interest’ is retained is available around Lascelles Wharf, including for port and port-related uses, including the 11 hectare old Corio tip site which has high port buffering. development costs. There is no land currently available at Corio Quay. • Investigate opportunities to utilize vacant or currently available industrial land within Future trade growth requirements need to be the ‘port area of interest’, including the former accommodated and it is recognised that there Ford site, the OneSteel site and potentially needs to be a degree of flexibility to allow for the IncitecPivot site, for port-related or change in market demands and trends. As well associated value adding industry. as maintaining current trades, options to develop new trades, such as the vehicle trade or bio-diesel. • Ensure protection of the Heales Road The growth of the forestry product or vehicle trade Industrial Estate as a priority location for requires large industrial allotments in and adjacent port-related or associated value adding to the Port. industry outside, but accessible to, the ‘Port area of interest’. The ‘Port area of interest’ includes industrially zoned land occupied by Ford which has historically served as a land use buffer for the Port, particularly Actions to the residential areas of Norlane. Fifteen (15) hectares of the Ford site, adjacent to Corio Quay, • Toll GeelongPort to work with State and local is currently subject to a development proposal government and other relevant agencies to: which would require removal of the current industrial - Ensure the retention of larger allotment zoning. If this were to proceed it would weaken the sizes at the Heales Road Industrial long term buffer role for the balance of the Ford land. Estate suited to the requirements of Although not owned by the Port, the land is of a industry, including port-related and significant size that could accommodate port-related value-adding industries. and value adding industry.
OneSteel and IncitecPivot being large strategic parcels that have potential to be optimised for port related activities. OneSteel has land opportunities currently available for such development.
There is also a need to retain appropriate industrial zoning around the core Port areas to provide for port related activities, and provide a mechanism for land use separation to create appropriate buffers to more sensitive land uses. A stepped approach to land use zoning from industrial through to commercial, open space and residential is important to ensuring orderly planning around the Port in its urban context.
6 Port Strategic Directions 41
6.3 Direction 3: Effective Actions Transport Linkages • With VicRoads and CoGG, investigate the need for dedicated freight routes to be identified within the ‘port area of interest’ Objective: and connecting the port to the broader Provide efficient and sustainable transport transport network. linkages within the port area, between the port • Work with VicRoads and CoGG to: area and external port-related industrial areas and with the broader freight transport network. - Determine the need to develop a port specific Road Transport Plan, in The existing arterial road network is generally consultation with the key transport considered to provide adequate capacity for the operators and community stakeholders; current operation of the port. However, localised queuing of trucks is experienced at some access - Upgrade Shell Parade; locations in the Port area and at nearby railway level - Identify suitable road freight access crossings. The Bayside Road extension has been to and from the Geelong Ring Road; constructed and provides a bypass route for heavy key routes for investigation to include: vehicles and improves the amenity of the North Shore residents. - Links to Broderick Road The Geelong Ring Road is a major road project - Shell Parade; and currently under construction, which will influence - St Georges and Cox Road. freight access to and from the Port. It will be important that Toll Geelong Port, VicRoads and • Toll GeelongPort to work with State and local the Council work together to identify and develop government and other relevant agencies to: suitable freight transport links to the Ring Road. - Review the business case for a dual There is a need to identify and develop suitable gauge dedicated freight line at Lascelles road connections between the port area and the Wharf when changing circumstances Heales Road Industrial Estate. This may require warrant it; the upgrade of Shell Parade or improved linkages - Address any relevant long term to Broderick Road to provide road freight vehicle arrangements for the management access to the industrial estate. of and access to intrastate rail An existing well developed rail system links the Port infrastructure. to the State’s broad and standard gauge networks. • Investigate the need for a railway grade Projects which build on the Port’s rail infrastructure separation at Thompson Road. assets are supported, including the construction of a dual gauge dedicated freight line.
Strategies • Support Federal and State Government transport initiatives designed to improve freight access to the Port. • Enhance the road freight links to the Port of Geelong, by ensuring that suitable connections are available to and from the Heales Road Industrial Estate, the Geelong Ring Road and other major arterial roads. • Ensure that key port facilities have efficient access to both the standard and broad gauge freight rail networks, including the provision of a dual gauge dedicated freight line and rail loop or spur to Lascelles Wharf. • Promote dedicated freight routes.
Port of Geelong: Draft Port Land Use Strategy 42
6.4 Direction 4: Effective Land of an overlay in the planning scheme which limits development heights throughout these areas. Use Buffers To protect residential areas, there may need to be a review of Council’s industrial siting and design Objective: policies as they apply to these interface areas to ensure a high standard of amenity and minimise Establish effective buffer arrangements around potential for any off-site effects. the Port to ensure that future development of sensitive land uses does not unreasonably Osborne Park already provides an open space constrain its development and operation, separation between port related industry and and that the Port’s impacts on neighbouring residential areas of Rippleside. To the north of communities are minimised. the park, land south of Mackey Street should remain industrially zoned but support industrial There is a need to recognise the Port’s interfaces activities that would be appropriate in such with sensitive land uses. Consideration should be a transition area. The proposed approach of given to amenity impacts on adjacent land uses transitional or stepped-down industrial zoning in arising from port operations and transport of freight this area would mean that the land use interface to and from the Port. With effective planning, this with Rippleside would be improved. On this should not compromise the ongoing operation of basis, there are no new proposed restrictions the port and its capacity for future development. for existing residential areas of Rippleside. Residential and other sensitive land uses have higher amenity expectations than industrial activities. The most effective form of port buffering Strategies is achieved through the use of appropriate • In conjunction with Council’s proposed industrial zones around the core port areas. Port Structure Plan, develop a comprehensive The industrially zoned land within the ‘port area buffer strategy to address the existing of interest’ serves as a land use buffer for the Port, interface issues between the operating particularly to the residential areas of Norlane. port, industrial land uses and more sensitive Similarly, the land between the rail line and the land uses. Princes Highway serves as a buffer for the Shell Refinery to residential areas of Corio. The erosion • Retain all existing industrial zoned land or rezoning of any of the existing industrial zoned within the ‘port area of interest’ (including the land within the port area of interest would weaken former Ford site) to maintain its integrity as a the buffer role and ongoing viability of the operation land use buffer between the Port and more of the Port. sensitive land uses. At present there are two key interfaces which • Review the area south of Corio Quay with lack appropriate land use buffers between heavy a view to creating a ‘step down’ land use industrial and residential land uses - North Shore approach, whilst retaining all the existing land and Norlane. Alternative buffer strategies should within an industrial land zoning. be considered as part of the development of the Port Structure Plan to protect these areas, which • Retain the industrial land between the rail line do not unduly inhibit the residents’ rights to develop and the Princes Highway as a buffer to the their land and do not prejudice the continuing Shell Refinery. development of the Port. • Develop a specific local area plan designed The separation of sensitive land uses is best to protect the amenity of the North Shore managed through appropriate land use zones Residential area. and planning controls that can provide a satisfactory land use transition between those uses. It is necessary to consider the North Shore area in greater detail in the Port Structure Plan to provide an appropriate management mechanism to reduce impact on both the Port and residents. CoGG recognises the importance of the existing residential character and scale of development in these areas, and this is evident in the application
6 Port Strategic Directions 43
Actions 6.5 Direction 5: Effective Safety, • Work with the CoGG to develop a local area Security and Environmental plan for the North Shore Residential areas as part of the Port Structure Plan, with a focus Management Practices on the amenity and buffering from adjacent industrial land uses. The outcomes of this Objective: process would be incorporated into the review Ensure that effective safety, security and of the Greater Geelong Planning Scheme. environmental management practices are • Work with the CoGG and other relevant State adopted so that the port and port related Government agencies to retain all existing activity does not unreasonably impact on industrial land surrounding the Port within an the surrounding areas. industrial zone and to review the industrial zones south of Corio Quay, with a view to The unique and significant coastal environment of achieving a ‘step down’ approach to land use Corio Bay needs to be managed to guarantee its zoning south of the Port towards Osborne long term protection. The Victorian Coastal Strategy Park and the Rippleside residential area. (2002) and Corio Bay Coastal Action Plan (2005) set general management requirements and guidance for development directions. They recognise the need to ensure the ongoing operation of the port, and associated coastal-dependant industry adjacent to the port, whilst providing for the protection of the water quality in Corio Bay.
The Port of Geelong SEMP provides an appropriate framework for implementation of safety and environmental management control measures by Toll GeelongPort, GrainCorp, and the VRCA for facilities owned and operated on port land and waters. A Port Emergency Plan, pursuant to the Emergency Management Act 1986, has also been prepared for the Port of Geelong, which links the emergency response responsibilities of the major stakeholders in the port, and the emergency services. There is a further opportunity for safety and environmental management requirements to be included in tenant agreements, leases, licences or other forms of agreements as appropriate.
Currently there are no complementary management plans required for activities in the industrial areas adjoining the port, except where safety and environmental management measures may have been required as part of original development approvals or EPA works approval or licence requirements. As part of the preparation of the Port Structure Plan and MSS review, there is an opportunity for CoGG to consider the need for introduction of broader environmental management requirements for industrial activities around the port. This would be consistent with the Council’s objectives and actions of its EMS.
The management of Major Hazard Facilities (MHF), such as the Shell Refinery and Terminals P/L for some chemical storage facilities, is controlled under the Occupational Health and Safety (Major
Port of Geelong: Draft Port Land Use Strategy 44
Hazard Facilities) Regulations 2000. This provides an Actions appropriate legislative framework for the government • Implement and update, as required, the to regulate these sites to promote the safety of the Safety and Environmental Management Plan facility and the surrounding community. MHFs have for port owned land. to demonstrate their operational safety through a Safety Case developed specifically for their unique • Work with CoGG, State Government and the operations and situation. A Safety Case is a written EPA to investigate opportunities to introduce document in which the operator of a MHF describes a level of environmental management the measures that are in place to prevent a major requirements for sites not subject to EPA incident and/or deal with the situation should approvals within the port area of interest. such an incident occur. The Safety Case must • Work with the CoGG and other relevant demonstrate that the measures are appropriate and State Government authorities to develop adequate, and that risks have been reduced as far the Port Structure Plan, and promote the as practicable. limitation of “Controlled Port Activities” to In addition to the specific legislative requirements the Liquid Bulk Precinct at Oyster Cove as the Port proposes to use its precinct planning outlined in the precinct plan in this strategy. approach to further manage safety and environmental risks, including the safe storage of chemicals. The precinct approach will assist in recognising the community concern regarding past chemical storage proposals by limiting Controlled Port Activities2 to the Liquid Bulk Precinct. This outcome can be implemented in the development of the Port Structure Plan and the MSS review.
The federal Department of Transport and Regional Services has approved maritime security plans for the Port of Geelong, prepared by Toll GeelongPort, GrainCorp and the VRCA. In some instances, these Commonwealth approved plans may restrict public access to foreshore and wharf areas and restrict watercraft movements in the vicinity of certain vessels.
Strategies • Promote integrated environmental management planning for all sites currently within the ‘port area of interest’, including those not subject to SEMP or EPA approvals requirements.
• Restrict ‘Controlled Port Activities’ to the Liquid Bulk Precinct.
2 “Controlled Port Activity” — is defined as port activity that includes Class 2 gases, as per the Australian Dangerous Goods Code (ADGC), associated with a Major Hazard Facility. Examples of Class 2 gases already handled at the Port of Geelong include vinyl chloride monomers (VCMs) and butadiene.
6 Port Strategic Directions 45
6.6 Direction 6: Enhance Strategies Social Capital • Develop open space/community use opportunities in the ‘Port area of interest’.
Objective: • Provide public access to the foreshore Enhance the community standing of the and develop pedestrian and bicycle Port by identifying and utilising opportunities access through the Port area of interest, to communicate with the community and where practicable without compromising contribute to community resources and values. the operation of the Port or presenting an unsuitable risk to the public. The Corio Bay foreshore provides both formal and informal recreation opportunities for the enjoyment • Utilise the precinct planning approach of individuals and families. The key strategies to more effectively engage with community for the Corio Bay Coastline highlight the need to interests and address issues in a targeted provide additional foreshore areas for recreational manner. use, where practicable. • Ensure that affected communities are actively Some opportunities exist to provide additional open involved in the future planning for the Port space, extend foreshore reserves, develop fishing through the regular provision of information platforms, develop walking and bicycle paths and and effective consultation process. generally improve public access within the port area of interest, where public safety and risk can be adequately managed. For example, areas near Actions Moorpanyal Park and vacant lots on the south • Work with the CoGG in determining: side of Sea Breeze Parade owned by Pivot Incitec have this potential. There are also opportunities - Appropriate route connections for a for Toll GeelongPort to investigate revegetation or pedestrian and the bicycle track between stabilisation works (such as areas near the Grain Wharf Road and Mackey Street; and Wharf Piers and St Helens recreation area) to - Suitable foreshore public access generally improve the environs of the port. locations, open space and community use areas within the ‘Port area of Toll GeelongPort currently hosts a community interest’. consultative forum which meets every two months. The information provided at these forums • Work with the CoGG and the community to addresses developments occurring at the Port improve foreshore areas. of Geelong and other matters considered to be of interest to the community. This strategy has • Work with the CoGG to progress protection identified the need to continue to improve the of the land between North Shore Residential consistency and availability of information used in area and the Pivot site as open space, port consultation processes. ensuring its function as a buffer between the existing land uses. • Participate in and organise community consultation forums and other initiatives, where possible, to improve communication and understanding with the community.
Port of Geelong: Draft Port Land Use Strategy 46
6.7 Direction 7: Effective Land Key Strategies Use Planning and Approval • Provide greater transparency in port planning by adopting a precinct based approach Framework within the ‘Port area of interest’, identifying discrete precincts each of which has its own Objective: characteristics and issues. Establish an effective land use planning • Define a process within the Greater Geelong and approval framework which provides Planning Scheme to more effectively reasonable certainty for port and port-related integrate precinct planning with development business, enables greater transparency and approvals processes. predictability for the community and ensures that community and environmental interests • Strengthen planning policy frameworks to are identified and protected. provide clear strategic support for future port operations in a manner that achieves There has been a lack of clarity and certainty in the sustainable development outcomes. current approach to the Port’s development which has, in part, been exacerbated by development • Review the existing zone provisions in the approval processes and the existing planning ‘Port area of interest’ to better accommodate scheme. These processes have also highlighted port related development and reduce the the need for Port managers to plan transparently likelihood of the Port’s future development and consult effectively on future development being unreasonably constrained by strategies at port-wide and precinct levels. inappropriate or ad hoc development. At present, many land use applications within the Special Use Zone (6) are subject to notification Actions and appeal rights. Buildings and works which require a permit are also subject to notification and • Work with the CoGG to strengthen the appeal. This contrasts with the Industrial 2 Zone, existing planning policy, relevant to the Port, where notification and appeal rights do not apply to ensure the long term strategic directions to many industry and warehouse uses, or buildings for the Port of Geelong are recognised in and works. the MSS, local policies, and in the proposed Port Structure Plan The Principles, Directions, Strategies and Actions identified in this Land Use Strategy can provide • As part of the preparation of the Port useful input to the Council’s MSS review and Port Structure Plan, work with CoGG to review Structure Plan. They provide the opportunity for a the existing zone provisions in the ‘Port new approach to port planning which can benefit area of interest’ to reduce the likelihood of both the Port and the adjoining communities. This inappropriate development in and around new approach, based around more transparent the port and to facilitate development that is precinct planning, has the potential to improve the consistent with this Land Use Strategy. timeliness of development approvals processes and to provide greater certainty to both investors in the Port of Geelong and neighbouring communities.
Council’s MSS review also provides the opportunity to review the zoning provisions of the Port and surrounding area, taking into account the precinct based approach. This review should aim to achieve a more functional zoning arrangement, including better transitions between port/industrial and sensitive uses. In particular, it should aim to ensure retention of adequate industrially zoned land and to identify and protect buffer areas between the core areas of the Port and the surrounding community.
6 Port Strategic Directions 47 7. Port Precincts
7.1 Liquid Bulk Precinct Operations and Infrastructure The Refinery Pier consists of a common multi-user This precinct is to be designated for the use 4 berth facility, which primarily serves the Shell of liquid bulk; the available area is considered Refinery and Terminals Ltd. The Refinery is one adequate and no extension of the precinct is of Shells’ largest processing facilities in Australia, proposed. The precinct is proposed to include producing 15% of Australia’s petroleum products ‘Controlled Port Activities’. The siting of any new and exporting 10% of its total output. ‘Controlled Port Activities’ within this precinct would also need to comply with other requirements, The key land uses and companies within the including Clause 52.10 of the Victorian Planning Precinct include: Provisions. This clause requires certain types of industrial uses to be sited at minimum threshold • Shell Australia P/L (petroleum refinery); distances from residential zones and will thereby • Basell Company (polypropylene plant); serve to retain effective separation from the adjacent suburbs of Corio, Norlane, North Shore • IncitecPivot and Orica (fertiliser storage and Rosewall. shed and sulphur plant); • Cheetham salt works (head office); Public access to Refinery Pier is restricted for both port operational and national maritime • Former Corio Shire Tip (east of IncitecPivot security reasons. & undeveloped); and • Terminals Pty Ltd (Chemical storage). The capacity of Refinery Pier is considered adequate to meet future needs to 2020. Access The Liquid Bulk Precinct is currently accessed from Location and Zoning the Princes Highway via Refinery Road and Shell This precinct is bounded by School Road, Shell Parade, to avoid sensitive uses. There are unused Parade, Greta Street, Seabeach Parade, St rail sidings located adjacent to the rail line to the Georges Road and the Princes Highway and west of Shell. includes the Shell refinery, Refinery Pier, a 4 berth bulk liquid facility which currently serves the Shell Constraints Refinery and the adjoining chemical storage area leased by Terminals Ltd. Land to the west of the The current site constraints for the precinct include: railway line serves as a buffer between the Shell Refinery and residential areas of Roswell, Corio • Land uses require substantial separation and Norlane and has been approved for some distances to more sensitive land uses; commercial developments along the Highway • Location of existing sensitive land uses and frontage. Land to the north and north-east provides the need to retain specified EPA a buffer to the Geelong Grammar School. buffer distances; Land in this precinct is included in an Industrial 2 • Lack of appropriate links to the Geelong Zone (Shell Refinery), with an Industrial 1 buffer to Ring Road from the operational port; and the west of the Shell site, under the Greater Geelong • No direct road connection to the Heales Planning Scheme. Port owned land is included in Road Industrial Estate from the operational the Special Use Zone (Schedule 6), which includes port area. the Refinery Pier and land to the south of the Shell Refinery. The waters of Corio Bay are included in the Public Conservation and Resource Zone and Public Park and Recreation Zone.
Port of Geelong: Draft Port Land Use Strategy 48
Planning Opportunities • Investigate new industry opportunities in the undeveloped Port land, including potential biodiesel operations. • Retain existing industrial land use buffers surrounding Shell Refinery. • Retain all existing industrially zoned land to provide adequate land use buffers between surrounding sensitive land uses. Rezoning of industrial land should only be to another Industrial Zone and should achieve the preferred ‘step down’ zoning framework for land use buffering. • Designate bulk liquid and chemical storage areas which can accommodate environmental and safety buffers. • Investigate possible buffers for interfaces with residential areas. • Identify links to Heales Road Industrial Estate. • Investigate the potential opportunities for foreshore initiatives, and bicycle and pedestrian paths, particularly at Oyster Cove. • Use the precinct planning approach as a primary input to the development of the Port Structure Plan with a view to including specific policies and planning controls to better accommodate port-related development within the Port area of interest.
7 Port Precincts 49
Figure 7: Liquid Bulk Precinct
Port of Geelong: Draft Port Land Use Strategy 50
7 Port Precincts
Shell Australia (petroleum refinery) and Refinery Pier 51
Port of Geelong: Draft Port Land Use Strategy 52
7.2 Bulk and Break Bulk Precinct Access Road and rail access is available to the port. The This precinct is to be designated for the use of dry following provides the key road access and rail bulk and break bulk activities and consists of two provisions to Lascelles Wharf: key port areas, Corio Quay and Lascelles Wharf. North Shore residential area separates the two • Road access to Lascelles Wharf is available port areas of Corio Quay and Lascelles Wharf. The by Seabeach Road and The Esplanade, precinct excludes ‘Controlled Port Activities’. which links through to Corio Quay Road and to Melbourne Road; The precinct is bounded by St Georges Road to • Construction was recently completed on the north, coast line to the east, Langdon Street Bayside Road, diverting heavy vehicle traffic to south and the Princes Highway to the west away from of the residential streets in North (excluding the Norlane residential area). Shore; and • Existing rail spur line adjacent to Seabreeze Lascelles Wharf Parade terminating at the IncitecPivot site. Location and Zoning Constraints The north of the precinct centres on Lascelles Wharf, a 3-berth facility that currently serves dry There are a number of constraints, both general bulk cargoes. and specific, in relation to the potential for the Port facilities to meet trade growth as follows: Much of the land in this precinct is included in an Industrial 2 Zone, with port owned and operated • No rail connections to the Lascelles land included in the Special Use Zone (Schedule 6) Wharf precinct; (including wharf facilities). The waters of Corio Bay • Lack of available back up land and are included in a Public Park and Recreation Zone. developable industrial land; To the west of the ‘Port area of interest’ is the • Limited and high development cost of land residential area of Norlane, situated to the north of available for port and port-related uses; North Shore Road, west of Station Street and south • Potential loss of Industrial land use zone of St George’s Road. buffering between sensitive and industrial land uses; and In relation to North Shore, Direction 4 (Effective Land Use Buffers) identifies the benefit of • Residential and non-port related industrial protecting the amenity of this residential area from uses encroaching on the Port. the Port. It is suggested that buffering strategies be considered in Council’s Port Structure Plan, with Planning Opportunities an emphasis on policies on industrial siting and design for the interface areas. There may also be • Review the business case for the development an opportunity to create a permanent open space of dual gauge rail infrastructure at Lascelles buffer along Seabreeze Parade, including vacant Wharf, when improved circumstances occur. residential lots currently owned by Incitec Pivot. • Expand the facilities at Lascelles Wharf to meet capacity requirements for 2020, including: Operations and infrastructure - Provision of crane rails onto the existing There are a number of land uses and key players Lascelles berth 1; within the Bulk and Break Bulk Precinct near - Extending the existing wharf at the Lascelles Wharf and surrounds as follows: southern end by about 50m, including • IncitecPivot (fertiliser storage); the development of berthing dolphins; • OneSteel (steel products); and - Construction of one new berth (Lascelles 4); and • A range of small service industries (north of OneSteel, generally with no connection with A planning scheme amendment and the Port). permit process is required to facilitate the above berth extensions. The process for a
7 Port Precincts 53
planning scheme amendment includes a area of Norlane to the north. The southern portion public exhibition phase. of the Ford site (approximately 15 ha) was sold as surplus to Ford’s requirements and is being • Potential development opportunities for considered for a homemaker centre. Even though vacant or available land at OneSteel and it is separated from the port by a railway line, its IncitecPivot. size could accommodate port-related industry and • Investigate opportunities to retain the land value adding industry. Its proximity to Corio Quay south of the IncitecPivot office (corner may offer potential storage for forestry or vehicle Seabreeze parade and The Esplanade) as trades. Similarly located land in the vicinity of other open space, with a view to ensuring the Australian ports, such as the Port of Brisbane, has long term use as open space. demonstrated opportunities for port related activity by using an overpass or conveyor connection. • Use the precinct plans as a primary input to the development of the Port Structure Plan The foreshore areas of North Shore and with a view to including specific policies and Moorpanyal Park have received significant planning controls for the Port areas of interest upgrades including new pathways, car park, into the Greater Geelong Planning Scheme revegetation works and two hardwood plantation as part of the three year review process. timber fishing platforms. The fishing platforms have been constructed near the old Pivot pump Corio Quay house and seawater intake on the northern tip of Moorpanyal Park. Location and Zoning IncitecPivot owns a number of vacant residential Central to the precinct is Corio Quay, a 4-berth properties along Seabreeze Parade, which creates facility that predominantly handles forestry products new open space, between the IncitecPivot site and (logs, woodchips and steel). There are three berths the North Shore residents. There has been community located on the north side of the Corio Quay and support to retain these properties as open space. one berth on the south.
Much of the land in this part of the precinct is Operations and infrastructure included in an Industrial 2 Zone, with port owned There are a number of land uses and key and operated land included in the Special Use companies within the Bulk and Break Bulk Precinct Zone (Schedule 6) (including wharf facilities). The near Corio Quay and surrounds: waters of Corio Bay are included in a Public Park and Recreation Zone. To the north of Corio Quay is • Midway (export wood chipping); the North shore residential area which is included in a Residential 1 Zone, the surrounding land is within • Quicksilver (clothing, non port related use); an Industrial 2 Zone. To the west of Corio Quay is • Volclay (bentonite production); the former Ford site, which is about 15 hectares of Industrial 2 zoned land. • AQIS (Australian Quarantine Inspection Service); The North Shore residential area is a well • Australian Customs Service; established neighbourhood of about 140 dwellings, built during and after the 1950s. The residential • AMOSC (Australian Marine Oil Spill Centre); area limits building development heights to 7.5 • SPE Management (Softwood Plantation metres, heights above this limitation trigger Exporter) woodchips; a planning permit. The height limitations are contained within the Design and Development • Australian Marshalling Services (AMS) Overlay Schedule 14 (DDO14), of the Greater (log storage); Geelong Planning Scheme. On the basis of the • International Malting Company existing planning controls, there are no new (malt manufacturing plant) restrictions required for residential areas of North Shore by this strategy. • Ford motor company; and • A range of small service industries The Ford site is a large industrially zoned parcel (no port connection). that has historically provided an important land use buffer between the port and other more sensitive land uses, particularly for the residential
Port of Geelong: Draft Port Land Use Strategy 54
Lascelles Wharf and North Shore 55 56
Access Planning Opportunities Road and rail access is available to the port. The • Support the development of the Port and following provides the key road access and rail port-related industry on the former Ford site. provisions to Corio Quay: • Expand the facilities at Corio Quay to meet • Road access is via Corio Quay Road and capacity requirements for 2020, including: Langdon Street; - Additional berths to be constructed at • Unused broad gauge rail spurs exist at both the north and the south sides of Corio Quay north; Corio Quay; and • Midway has completed the extension of the - Upgrade rail spur lines to serve the north dual gauge rail spur into their site; and south wharf areas of Corio Quay. • There is an existing rail spur at Corio Quay A planning scheme amendment and permit south that is partially used by AMS; process is required to facilitate the above berth extensions. The process for a planning • Grain loop rail link, which connects to State scheme amendment includes a public and National rail network (loop is split exhibition phase. between two precincts); and • Investigate opportunities to extend • Improvements to the Corio Independent Moorpanyal Park to the south of the Goods Line (CIGL) are progressing, with three developed Park area. new standard gauge rail lines, a connection to Midway and improved signalling. • Develop a local area plan for North Shore as part of the Port Structure Plan that focuses Constraints on protection of residential character and amenity of this area from Port and port There are a number of constraints, both general related industrial activities, as well as and specific, in relation to the potential for the Port ensuring that future operations of the Port facilities to meet trade growth as follows: are not inhibited. • Limited extent of existing wharf • Investigate opportunities to retain the land infrastructure to meet future market south of the IncitecPivot office (corner demands at Corio Quay; Seabreeze parade and The Esplanade) • Land use conflicts and amenity issues as open space, with a view to ensuring the resulting from existing residential areas; long term use as open space through the potential to rezone this area to a Public Park • Lack of available back up land and and Recreation Zone or similar. developable industrial land; • Investigate use of the former Ford site for • No available back up land adjacent to forestry, bulk minerals/mineral sands or Corio Quay; vehicle related trades, for covered storage • Limited and high development cost of land or similar. available for port and port-related uses; • Use the precinct plan as a primary input • Potential loss of industrial land use zones to the development of the Port Structure buffering between sensitive and industrial Plan with a view to including specific land uses; and policies and planning controls for the Port areas of interest into the Greater Geelong • Residential and non-port related industrial Planning Scheme as part of the three year uses encroaching on the Port. review process.
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Figure 8: Bulk and Break Bulk Precinct
Port of Geelong: Draft Port Land Use Strategy 58
7.3 Dry Bulk Precinct • GrainCorp silos (Grain) and wheat bunker; • Pilkingtons; This precinct is to be designated for the use of dry • Former classweave; and bulk activities and includes the bulk Grain Piers. • Barrett Burston (Malting). The precinct excludes “Controlled Port Activities”. GrainCorp owns and operates a large grain bunker The precinct is bounded to the north by Langdon facility on Seabeach Parade, north of Walches Road. Street, the foreshore to the east, Swinburne Street to the south and the Princes Highway to the west. A number of unrelated industrial sites including two sites occupied by Pilkington Glass and the former Location and Zoning Classweave site adjoin Corio Quay Road south of GrainCorp. The former Geelong power station The precinct consists of the Grain Piers, two piers occupies elevated waterfront land off Mackey Street. one owned by GrainCorp and the other by Toll GeelongPort, the Grain Piers are located to the Access north of the site. The land to the south of the Grain Piers is located within an Industrial 2 Zone. Road and rail access is available to the precinct, with the following providing the key road access Much of the land in this precinct is included in an and rail provisions to the Grain Wharf Piers facilities: Industrial 2 Zone, with port owned and operated land included in the Special Use Zone (Schedule 6) • Grain loop rail link, which connects to State (including the Piers and wharf facilities). The waters and National rail network; and of Corio Bay are included in a Public Park and Recreation Zone. • Mackey Street or back up through to Corio Quay Road access. This precinct contains the two historical sites of note, the former Classweave Textile factory and Constraints Osborne House. Osborne House is considered to be one of Geelong’s finest mansions, surrounded There are a number of constraints, both general by its own parklands and overlooking Corio Bay. and specific, in relation to the potential for the Port In 1948 the Shire purchased the Stables building facilities to meet trade growth as follows: and adjacent land from the Geelong Harbour Trust, which now houses the Geelong Maritime Museum. • Lack of available back up land and Council released the Osborne House Precinct developable industrial land; Master Plan and Feasibility report in early 2007 for • Potential loss of Industrial land use zone public comment. The Plan proposes converting buffering between sensitive and industrial Osborne House to a hotel, and reclamation works land uses; and at the foreshore for marine industries and a marina development. As this site is within the “Port area of • Residential and non-port related interest” and abuts port operations, buffer issues (commercial) uses encroaching on the Port. will need to be carefully considered. Adjacent to Osborne House is Osborne Park, a Planning Opportunities reserve that contains two ovals, one with a turf wicket. • Investigate opportunities for cliff To the south of Osborne Park is the Rippleside stabilisation/revegetation and beautification residential area, a much sought-after residential works along the foreshore south of the bulk address. Most of the houses have been renovated grain piers. in keeping with their history and any new • Investigate the opportunities for development has been sympathetically designed. achievement of a stepped down approach To the north-east of Rippleside is the bayside to industrial zoning for land south of the park of St Helens which has extensive swimming, Port as a land use buffer zone between the boating, barbecue and playground facilities. operational port and the sensitive land uses. The old powerhouse site is also of local interest, the • Use the precinct plan as a primary input subject of a rezoning and development application. to the development of the Port Structure Plan with a view to including specific Operations and infrastructure policies and planning controls for the “Port area of interest” into the Greater There are a number of land uses and key Geelong Planning Scheme as part of the companies within the Dry Bulk Precinct as follows: three year review process.
7 Port Precincts 59
Figure 9: Dry Bulk Precinct
Port of Geelong: Draft Port Land Use Strategy 60
7.4 Point Henry Precinct Planning Opportunities • Investigate the potential new industrial This precinct’s primary use is for the operation and/or value adding industries that may of Alcoa. The precinct excludes ‘Controlled Port be sited in the undeveloped industrial land Activities’, as defined in this Strategy. that would be compatible with Alcoa. The development of a master plan for future The precinct is bounded to the north, east and industry or value adding industry must west by Corio Bay and Cheetham Salt works to involve Alcoa, Cheetham Salt and other the south. adjacent land holders. • Use the precinct plan as a primary input Location and Zoning to the development of the Port Structure Much of the land in the precinct is included in Plan with a view to including specific an Industrial 1 Zone under the Greater Geelong policies and planning controls for the Port Planning Scheme, with the pier itself included areas of interest into the Greater Geelong in a Special Use Zone Schedule 6 (Port Areas). Planning Scheme as part of the three year The waters of Corio Bay are included in a Public review process. Conservation and Resource Zone.
Operations and infrastructure This precinct commences from the west with the CSIRO animal quarantine centre, east to the salt works, between Stingaree Bay and Alcoa at Point Henry. It includes the Point Henry Industrial Area and the eastern shoreline.
The precinct includes the Point Henry Pier facilities.
Access The main access to this precinct is via Point Henry Road.
Constraints The precinct is segregated from the main Port facilities and associated road and rail infrastructure. This limits the potential investment and development opportunities of the site.
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Figure 10: Point Henry Precinct
Port of Geelong: Draft Port Land Use Strategy 62 Bibliography
Central Coastal Board, Occupational Health and Safety (Major Hazards Corio Bay Coastal Action Plan (2005) Facilities) Regulations 2000
City of Greater Geelong, Planning and Environment Act 1987 Environmental Management Strategy 2006–2011 (2006) Port Services Act 1995 (Vic)
City of Greater Geelong, Sinclair Knight Merz, Geelong Economic Development Strategy Geelong Port — Appendices (2003) 2005–2010 (2005) Sinclair Knight Merz, City of Greater Geelong, Geelong Port — Strategic Land Use Plan Final Geelong Transport Strategy (2003) Report (2003)
City of Greater Geelong, State of Victoria, Greater Geelong Planning Scheme Victorian Coastal Council, Victorian Coastal Strategy (2002) City of Greater Geelong, Point Henry Foreshore Management Plan (2005)
Commonwealth of Australia, Department of Transport and Regional Services Auslink White Paper (2004)
Department of Infrastructure, An Overview of: The Draft Geelong Port Strategic Land Use Plan (2005)
Department of Infrastructure, Meeting Our Transport Challenges (2006)
Department of Infrastructure, Melbourne Transport Plan (2004)
Department of Infrastructure, Victorian Ports Strategic Framework (2004)
Department of Sustainability and Environment, Melbourne 2030
EconSearch Pty Ltd, The Economic Impact of the Port of Geelong 2004/05 (2005)
Environment Protection and Biodiversity Conservation Act 1999
Geelong Regional Alliance, G21 Regional Plan — a sustainable growth strategy (Report 1 and 2) (2005)
GHD, Toll Ports Safety and Environment Management Plan (2005)
Maritime Transport and Offshore Facilities Security Act 2003
Bibliography 63 Glossary
“Dry Bulk” cargo — non-liquid cargoes which are transported and handled in bulk, e.g. grain, fertilizer, woodchip
“Break bulk” cargo — general cargoes which is not containerised e.g. timber, paper, steel, vehicles
“Controlled Port Activity” — is defined as port activity that includes Class 2 gases, as per the Australian Dangerous Goods Code (ADGC), associated with a Major Hazard Facility. Examples of Class 2 gases already handled at the Port of Geelong include vinyl chloride monomers (VCMs) and butadiene.
“Liquid bulk” cargo — liquid cargoes which are transported and handled in bulk form, e.g. crude oil, refined petroleum products and chemicals
“Port area of interest“ — area including the Special Use Zone (6) and Industrial Zones surrounding the port, which accommodates existing and future port activity, as designated in Figures 3 and 4.
“port-related use” — refers to industrial and storage activities that involve production or handling of cargo, as well as activities that provide a specific port service role.
“non port-related use” — refers to uses that have no commercial relationship with the port. It includes uses, such as sales, that involve higher amenity and safety expectations than that exists in an Industry 2 Zone or Special Use Zone.
“land use buffer” — refers to the role of an area, or land use controls, which are intended to minimise amenity or safety conflicts at the interface of different zones
PLUS — Geelong Port Land Use Strategy (supersedes the earlier Port of Geelong Strategic Land Use Plan (SLUP)
SEMP — Safety and Environmental Management Plan
VRCA — Victorian Regional Channel Authority 110407 2992