Better Boating Victoria

MAHERS LANDING BOATING FACILITY UPGRADE Functional Design Report

February 2021

Mahers Landing Boat Ramp Upgrade Functional Design Report

Contents 1 Introduction ...... 1 2 Background ...... 2 2.1 Victorian Coastal Strategy 2014 ...... 2 2.2 Central Regional Coastal Plan 2015 ...... 2 2.3 Report for Maher's Landing Boat Ramp - Boating Action Plan (GHD, 2011) ...... 2 2.4 Mahers Landing Boat Ramp - Demand and User Needs Analysis (Ainley Coast & Environment, 2017) 3 3 Coastal Processes ...... 4 3.1 Wave Climate ...... 4 3.2 Water Levels ...... 4 3.3 Currents ...... 5 3.4 Sediment Transport and Beach Recession ...... 5 4 Marine and Terrestrial Ecology ...... 7 4.1 General ...... 7 4.2 Shore Birds ...... 7 4.3 Fish (GHD, 2011)...... 8 4.4 Marine Benthic (GHD, 2011) ...... 8 4.5 Marine Flora ...... 8 4.5.1 Spartina ...... 8 4.5.2 Seagrass (GHD, Chapter 6.2.1) ...... 9 4.6 Terrestrial Flora ...... 9 4.7 Dredging ...... 9 5 Marine Infrastructure ...... 10 5.1 Boating Demand ...... 10 5.2 Site Survey ...... 10 5.3 Bathymetry ...... 11 5.4 Coastal Erosion and Inundation Protection ...... 12 5.4.1 Coastal erosion ...... 12 5.4.2 Coastal inundation ...... 12 5.5 New Boat Ramp and Boat Holding Structure ...... 12 5.5.1 Design vessel ...... 12 5.5.2 Boat ramp design criteria ...... 13 5.5.3 Boat holding structure design criteria ...... 14 5.5.4 Kayak/Canoe Landing...... 17 5.6 Wave Climate Mitigation ...... 18 5.6.1 Wave attenuation ...... 18 5.6.2 Foreshore erosion mitigation ...... 18

12004-final report 19 February 2021

Mahers Landing Boat Ramp Upgrade Functional Design Report

5.7 Options for marine infrastructure upgrade ...... 19 5.7.1 Three options from GHD ...... 19 5.7.2 Adjustments to Option 3 ...... 21 5.7.3 One boat ramp lane or two? ...... 21 6 Land-side Infrastructure ...... 22 6.1 Car Park ...... 22 6.1.1 Car parking layout and details ...... 22 6.1.2 Car park landscape ...... 24 6.1.3 Car park levels and drainage ...... 24 6.1.4 Street lighting and webcam ...... 24 6.2 On-Land Approach to the Boat Ramp ...... 25 6.3 Rigging/derigging Area ...... 25 6.4 Fish Cleaning Table ...... 25 6.5 Toilet Block ...... 25 6.6 Improvements to the Existing Landscape ...... 25 6.7 Signage ...... 26 7 Options for Upgrading the Site ...... 27 8 Preliminary Cost Estimates ...... 30 9 Project Approvals ...... 31 9.1 Marine and Coastal Act Consent ...... 31 9.2 Planning Permit ...... 31 9.3 Works Permit ...... 31 9.4 Gippsland Ports Permit...... 31 9.5 Coastal Hazard Vulnerability Assessment ...... 31 9.6 Cultural Heritage Management Plan ...... 31 9.7 Arborist Assessment ...... 31 10 Conclusions and Recommendations ...... 32 10.1 Boat Ramps ...... 32 10.2 Boat Holding Jetty ...... 32 10.3 Carpark ...... 32 10.4 Foreshore Erosion Mitigation ...... 33 11 References ...... 35

Appendix A Draft Concept Functional Plans Appendix B Site Feature & Level Survey

Appendix C Cost Estimates

12004-final report 19 February 2021

Mahers Landing Boat Ramp Upgrade Functional Design Report

1 Introduction Oldfield Consulting Australasia has been engaged by Better Boating Victoria to prepare a Functional Design for the upgrade of the boat ramp and car park at Mahers Landing on Anderson Inlet.

The project is located as shown in Figure 1. The objective of this Project is to develop a Functional Design for upgrading the boating facility Figure 1: Location of Mahers Landing Boat Ramp

at Mahers Landing, including options for one or two boat ramp lanes, and improvements to the existing car park and other recreational facilities within the boundaries of the site. This Report provides information which supports the proposed redevelopment and upgrade of the boating facilities at Mahers Landing.

12004-final report 19 February 2021 page 1 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 2 Background Mahers Landing Boat Ramp is located 6 kms east of Inverloch on Anderson Inlet in West Gippsland. It is currently a single lane boat ramp that caters for smaller vessels (up to 4.5m). Launching is currently usually only available at the higher end of the tide. Mahers Landing is identified as being part of a Local facility in the Central Region Recreational Boating Facilities Hierarchy (Victorian Boating Coastal Action Plan, 2014). It provides an alternative launching location to the busier Inverloch Boat Ramp.

There are several strategic documents and previous investigations that are relevant to the upgrade for Mahers Landing Boat Ramp. These documents have been reviewed and considered in determining the future options for Mahers Landing and user demand and needs.

2.1 Victorian Coastal Strategy 2014 The Victorian Coastal Strategy 2014 sets the state-wide strategic direction for coastal management in Victoria. This is a key strategic document, relevant to the management of boating facilities and infrastructure and the natural coastal environment. It provides a vision for the Victorian coast and provides the framework for integrated planning, management and use. It outlines four principles that must be applied to any development on the coast: Hierarchy of principles: 1. Provide for the protection of significant environmental and cultural values

2. Undertake integrated planning and provide clear direction for the future

3. Ensure the sustainable use of natural coastal resources 4. Ensure development on the coast is located within existing modified and resilient environments where the demand for development is evident and the impact can be managed. These four principles should be applied to any future development of boating facilities at Mahers Landing.

2.2 Central Regional Coastal Plan 2015 The Central Regional Coastal Plan 2015 is based on the Victorian Coastal Strategy and community input. It includes the Recreational Boating Facilities Framework that identifies a current and future role for each boating facility in the region. Mahers Landing is identified as being a local facility and having a continued role as a local facility into the future. Inverloch is identified as a district facility now and into the future.

The Framework section of the Central Regional Coastal Plan on Anderson Inlet states: “Key issues in using the inlet facilities include improving access from the water at low tide…”

2.3 Report for Maher's Landing Boat Ramp - Boating Action Plan (GHD, 2011) The Boating Action Plan for Mahers Landing, prepared for the Bass Coast Shire Council, provides useful information for this Functional Design, including detailed investigation of:

a) Site geology

b) Coastal processes

c) Terrestrial flora and fauna

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d) Marine flora and fauna This Plan submitted three options for the boat ramp as well as a layout for the car park common to all three options. Community consultation comments were summarised in an appendix, presenting useful preferences and suggestions for the development of the site. Information from the GHD report has been used and cited in this report where relevant.

2.4 Mahers Landing Boat Ramp - Demand and User Needs Analysis (Ainley Coast & Environment, 2017) The Demand and User Needs Analysis was prepared for the Bass Coast Shire Council in response to recognition by GHD’s Boating Action Plan that a detailed demand analysis was needed to confirm the specific redevelopment requirements for this facility. Information from this analysis has been used and cited in this report to more specifically determine whether the boat ramp should comprise one or two lanes, and as a consequence, the number of parking spaces needed in the car park.

12004-final report 19 February 2021 page 3 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 3 Coastal Processes GHD (2011) has provided a detailed assessment of the coastal processes operating at the Mahers Landing site. In summary, they found:

3.1 Wave Climate At Mahers Landing, the wave height is less than 0.2 m for 93 % of the time, and less than 0.3 m for 98 % of the time. The strongest onshore winds (and therefore the largest wave heights) affecting Maher’s Landing have historically been from the east southeast through to the south. In an extreme wind event, waves up to 0.7 m may be generated. However, the shallow nature of the extensive intertidal flat induces larger waves to break well before they reach the beach, although the position of wave breaking is highly variable. Elevated water levels associated with an extreme wind event will allow waves to penetrate closer inshore prior to breaking. Localised refraction of waves may also occur during peak ebb and flood tides within the main channels. This impact is unlikely to be significant on the Maher’s Landing shoreline as the peak tidal flows occur at midtide levels, when the waterline is part-way across the intertidal flat, but may influence launching from the boat ramp. (GHD, Chapter 4.2)

AS 3962 – Marina Design recommends that a boat ramp should be located where shelter from waves larger than 0.2 m is available. At Mahers Landing, as noted by GHD, this condition is expected to exist for 93% of the time.

It can be assumed that, on the occasions when waves are larger than 0.2 m, it is unlikely that the weather will be conducive for boaters to want to launch their boats.

3.2 Water Levels The astronomical tides in the vicinity of Maher’s Landing are predominantly semidiurnal, i.e. two daily tidal cycles. Whilst tidal predictions are available for Inverloch, there is no tide gauge; accordingly, records of the area’s highest and lowest astronomical tides are not readily available. The closest Standard Port is located at Port Welshpool (Rabbit Island). Data published by the Victorian Regional Channels Authority in 2020 gives tidal planes at Port Welshpool as shown in Table 1. Gippsland Ports has advised that the Chart Datum (LAT) of -1.3 m Australian Height Datum (AHD) at Inverloch may be used at Maher’s Landing. Table 1: Tides for Port Welshpool (VRCA, 2020)

Semi Diurnal Tidal Plane Water Level (m AHD) Highest Astronomical Tide (HAT) 1.36 Mean High Water Springs (MHWS) 1.01 Mean Sea Level (MSL) 0.00 Mean Low Water Springs (MLWS) -0.89 Lowest Astronomical Tide (LAT) -1.60 Since Port Welshpool is located about 65 kilometres east of Mahers Landing, on the other side of Wilsons Promontory, the tides given in Table 1 may not accurately reflect the tides at Mahers Landing. Based on the advice from Gippsland Ports, the tidal range of 1.4 m, between MHWS and MLWS, can be used for this site. The tidal plane at Mahers Landing should be determined at the detailed design stage from direct measurement.

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Sea Level Rise has been investigated by the CSIRO (McInnes, et al, 2009) and the predicted rise in sea level at Venus Bay (on Bass Strait outside Anderson Inlet) for an Figure 2: Existing boat ramp at low tide extreme weather event is 1.9 m by 2070 and 2.6 m by 2100. This includes contributions to sea level rise from high tide, climate change and storm surge. These extreme sea levels are expected to be somewhat greater than is expected inside Anderson Inlet, particularly within the middle reaches of the inlet, because of attenuation of the tidal and surge influences as they travel into and out of the Inlet. However, these predictions provide a conservative estimate of sea level rises for estimation of coastal erosion and inundation of the site.

The existing boat ramp at low tide is shown in Figure 2.

3.3 Currents In the centre or middle section of Anderson Inlet in the vicinity of Mahers Landing, the dominant currents are tidal currents and from storm wave action from locally generated sea waves. The extensive intertidal flats provide significant dispersal of tidal currents, and the resultant peak current velocities would be expected to be less than 0.5 m/s in the vicinity of Maher’s Landing (GHD, Chapter 4.4). The tidal current velocities directly offshore from Mahers Landing should be determined for the spring tide state by direct measurement, at the detailed design stage.

3.4 Sediment Transport and Beach Recession Examination of the boat ramp has indicated that the longshore sediment transport rates are very low, as there were no obvious indications of the ramp blocking sediments. It is likely that the net sediment transport rate in this area is close to zero, with seasonal transport of small volumes of sediments westward and eastward depending upon the weather conditions. There was evidence of long term active erosion along the length of the beach compartment, with erosion on both sides of the boat ramp similar in nature and extent, indicating that the shoreline of the entire beach compartment is receding. Examination of recent aerial photography (Figures 3 & 4) shows that the erosion scarp follows a consistent alignment, only interrupted by the now protruding existing boat ramp and accompanying shoreline protection works. There was evidence of long term active erosion along the length of the beach compartment, with erosion on both sides of the boat ramp similar in nature and extent, indicating that the shoreline of the entire beach compartment is receding. Examination of recent aerial photography (Figures 3 & 4) shows that the erosion scarp follows a consistent alignment, only interrupted by the now protruding existing boat ramp and accompanying shoreline protection works.

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Whilst channel migration occurs continuously, erosion of the upper beach is likely to be more sporadic and confined to periods of elevated water levels directly impacting upon the upper beach. Projected sea level rise would be expected to exacerbate erosion of the upper beach due to the increased frequency of elevated water levels. (GHD, Chapter 4.5)

Figure 3: Mahers Landing foreshore 2010 (Google Figure 4: Mahers Landing foreshore 2018 (Google Earth) Earth)

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4.1 General The West Gippsland Regional Catchment Strategy (2013 – 2019) states:

“Anderson Inlet is a Wetland of National Importance and East Asian-Australasian Shorebird Site, and functions primarily as a result of marine influences and wave energy. Freshwater flows are provided via Screw Creek, Pound Creek and the Tarwin River. The Inlet and its estuaries support a diversity of habitats and vegetation communities and significant fauna including Australian Grayling, Hooded Plover, Eastern Great Egret, Orange-bellied Parrot and Terek Sandpiper. The Inlet and estuaries are associated with the tourism destinations of Inverloch and Tarwin Lower and are valued for their recreational uses; fishing, boating, swimming, walking and kayaking as well as bird watching. Key threats to the asset are urban development and land use pressure; invasive plants; poor water quality and sedimentation; and altered flow regime.”

4.2 Shore Birds Anderson Inlet is ranked equal fourth of 38 sites in Victoria for wader habitat and occurrence, and is listed as an internationally important shore bird site. The South Gippsland Conservation Society has published “Waders in the Inverloch Area” in 2003, which provides a brief description of wader birds occurring in Anderson Inlet.

Resident waders include:

• Hooded Plover (Figure 5), which feeds, breeds and roosts on ocean beaches • Red-capped Plover, which feeds, breeds and roosts on ocean beaches and on sandy and muddy beaches in Anderson Inlet

• Sooty and Pied Oystercatchers, which feed and roost on low tide rock platforms, mudflats and low-tide surf beaches. The spit located about 500 metres east of Mahers Landing is a favoured roost for the Pied Oystercatcher

• Masked Lapwings feed on mudflats and saltmarsh.

Migratory waders include: Figure 5: Hooded Plover • Latham’s Snipe

• Double-banded Plover • Eastern Curlew

• Red-necked Stint

• Sharp-tailed Sandpiper • Common Greenshank

• Pacific Golden Plover. Spartina invading the shoreline of Anderson Inlet (refer discussion below) poses a direct threat to shore birds.

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In order to conserve the available habitat for these shore birds, it is vital that the upgrade of the Mahers Landing site be restricted to the immediate foreshore frontage of the site, extending only about 71 metres along the shoreline.

4.3 Fish (GHD, 2011) Anderson Inlet supports a diverse range of marine and estuarine fish, with over 30 species identified, is an important recreational fishing area, and is a Victorian Fisheries Authority Fisheries Reserve. Popular target species caught within the estuary include King George whiting Sillaginodes punctatus, Australian salmon Arripis trutta/truttacea, estuary perch Macquaria colonorum, silver trevally Psuedocaranx dentex, black bream Acanthopagrus butcheri, and sand flathead Platycephalus bassensis. Other species caught include snapper Lutjanidae, yelloweye mullet Aldrichetta forsteri, toadfish and sand crabs.

Three important species use the Inlet as a spawning and/or nursery area – King George Whiting, Mullet and Silver Bream. The seagrass beds are known to provide important nursery habitat, and are important factors in the ecosystem of the Inlet.

Important prey species include Blue Sprat Spratelloides robustus, Common jollytail Galaxias maculates, Silverfish Leptatherina prebyteroides, Bay prawn Metapenaeus bennettae, Grass shrimp Macrobrachium spp., Pygmy squid Idiosepius notoides, Widebodied Pipefish Stigmatopora nigra, Yelloweye mullet Aldrichetta forteri, Hymenosomatid crabs and Grapsid crabs. Many species of pipefish, seahorses and several seadragons are likely to occur in the area, although data on actual populations of these species is limited as they are not a recreational fishery. The Anderson Inlet Fisheries Reserve Management Plan (2006) provides objectives, strategies and performance measures for managing fishing activities within the Anderson Inlet Fisheries Reserve.

4.4 Marine Benthic (GHD, 2011) Sandy beaches provide important habitat for invertebrates such as amphipods, isopods, molluscs, polychaetes and crustaceans, and are also a feeding ground for fish and seabirds. Drift seagrass and macroalgae (known as wrack) in sandy beach habitats provide a significant source of food for scavenging birds, and contribute to the detrital cycle that nourishes many of the invertebrates, such as bivalves, living in the sand. Around 92 of the 100 macrobenthic species known to inhabit the Inlet occur within intertidal areas (DNRE, 1998), thus providing an important food source for wading birds. They also provide an important food source for fish and larger invertebrates such as crabs and sea stars. Impacts on marine benthic can be minimised at the boat ramp site by limiting marine infrastructure to a confined footprint offshore from the boat ramp. This should probably include minimal or no dredging of the seabed.

4.5 Marine Flora

4.5.1 Spartina West Gippsland Catchment Management Authority has been working with Parks Victoria to control Spartina with targeted spraying in Anderson Inlet, Shallow Inlet and Corner Inlet.

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Also known as Rice Grass or Cordgrass, Spartina was introduced in the 1920s and has since become aggressively invasive, competing with indigenous plants, degrading waterbird and fish habitats and restricting waterways. Funded through the Australian Government National Landcare Programme and the State Government Regional Waterway program, the spraying uses aerial mapping of Spartina completed in late 2015 to better target this program.

Spartina infestation smothers critical feeding and breeding habitats that support birds, fish and other aquatic species, and chokes intertidal mudflats, altering their natural hydrology. It also competes with indigenous plant species, blanketing previously diverse habitats.

4.5.2 Seagrass (GHD, Chapter 6.2.1) Seagrass beds typically grow in sheltered waters on silt or sand. Seagrass meadows are found in water depths of 2 to 12 m, where sunlight intensity is greatest and therefore seagrass growth is highest. Seagrasses are colonisers of mud, silt and sand, using their extensive rhizome systems to anchor themselves. The beds bind together unstable sediments and provide substrate, habitat, and food sources for many other organisms. Seagrass is important for water quality helping to maintain low concentrations of suspended solids, silicate and phosphorus. Seagrass is an ecologically significant marine habitat being both highly productive and providing food and shelter for many organisms.

When last mapped In 2000, seagrass accounted for only 2% cover of the total area of Anderson Inlet. While no formal previous studies, seagrass mapping or aerial photography are available to verify its distribution, seagrass has been previously described as the ‘dominant vegetation of the inlet floor covering large expanses of the mudflats’ (Blake et al, 2000). The seagrass mapping produced in 2000 (Blake et al 2000) shows two significant patches of subtidal seagrass near the existing boat ramp at Maher’s Landing. Associated intertidal seagrass was observed in May 2010. Despite the relatively low abundance of seagrass in Anderson Inlet, the seagrass beds are known to provide nursery habitat to juvenile King George whiting and other seagrass-dependent species, and are important factors in the ecosystem of the Inlet.

In order to protect existing seagrass beds in the vicinity of the boat ramp, it is important to implement, where practical, stormwater runoff controls for the site.

4.6 Terrestrial Flora The site hosts a large number of significant mature indigenous trees and shrubs, particularly around the perimeter and margins of the site. Species include Eucalyptus sp., Allocasuarina sp. and Acacia sp. Upgrading of the land-side areas with new or replacement infrastructure will need to ensure that this vegetation is retained as far as practical, so that the rural character of the site is maintained. Additional planting of indigenous species should follow the “Indigenous Plants of the Bass Coast Shire” guidelines.

4.7 Dredging In light of the marine benthic and seagrass identified at the site, significant adverse impact on these elements would be incurred if the seabed were dredged to form an access or navigation channel (refer Figure 6 below for seabed bathymetry). Accordingly, any upgrading of the marine-side infrastructure should aim to avoid dredging of the seabed if possible. Any dredging will also attract additional project approvals and consents, significantly lengthening the time to reach overall project implementation.

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5.1 Boating Demand The Ainley Demand and User Needs Analysis (2017) made five recommendations, which the Functional Design addresses:

1. Investigate the specific requirements for wave protection and tidal flow for the Mahers Landing boat ramp to enable launching and retrieval at as much of the tidal range as possible (preferably all-tide).

2. Undertake a preliminary design of the boat ramp generally in-line with Australia Standards and include an improved gradient for the boat ramp, an additional boat ramp lane, and boat holding structures (preferably floating pontoons). This should also include any wave protection, deepening and coastal protection works required.

3. Undertake a preliminary design of the car and boat trailer parking area and traffic movements in line with Australian Standards. This should include clear access ways to the boat ramp and options for overflow parking in peak times.

4. Identify and design a suitable separate access for launching and retrieving kayaks, windsurfers and small craft so that they do not need to be launched in the boat ramp area.

5. Consider the design of a fishing platform for shore-based anglers that could ideally provide some wave protection to the area.

Ainley also states:

“There will be an ongoing demand for boating facilities to safely launch and retrieve small boats in the Inverloch area. Being able to launch and retrieve boats at a greater range of the tidal cycle (preferably all tide) is desirable and an important issue for current recreational boaters using the area. An additional boat ramp lane and boat holding structures (pontoon or jetty) will make launch and retrieval quicker and easier at Mahers Landing.”

GHD (2011) notes that:

“The low gradient and shallow launch depth of the existing Maher’s Landing Boat Ramp makes it unsuitable for larger boats, which therefore tend to use the Inverloch boat ramp.

The boat ramp at Inverloch is affected by the natural migration of the braided channel system within Anderson Inlet. That ramp is subjected to strong side currents and occasional ocean swells, and is periodically covered in sand making launching difficult during certain tidal and weather conditions, particularly for the inexperienced. Congestion during peak usage periods also occurs.”

Accordingly, a substantial upgrade to the Mahers Landing facility will both attract boat users away from the Inverloch ramp because of the improved facilities, as well as attracting boat users in times when unfavourable wind and wave conditions arise at Inverloch.

5.2 Site Survey A feature and level survey of the site has been completed for this Study. The survey shows the site to be relatively level across the gravel car park area, at between +2.2m and +2.7m AHD. The eastern side of the site, which is vegetated and also where the toilet block is located, varies in level between +2.0m and 3.2m AHD.

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The level at the top of the existing boat ramp is +2.0m AHD. The survey is attached in Appendix B.

5.3 Bathymetry Gippsland Ports has provided bathymetric survey information for the area of Andersons Inlet directly offshore from Mahers Landing, as shown in Figure 6. The depths shown in the survey are depths below Chart Datum. To convert these depths to depths below AHD, 1.3 m should be added to the spot levels and the contours. This survey was conducted in September 2012, so the depths may not be an accurate representation of today’s seabed bathymetry. However, as shown in Figures 3 and 4 above, it is recognised that the movement of sand banks in this upper stretch of Anderson Inlet is far less pronounced than in the lower western part of the Inlet, and it is considered that the survey shows a reasonable representation of the channel within a horizontal accuracy of +/- 5 m. Figure 6: Bathymetry offshore from Mahers Landing boat ramp, September 2012 (Gippsland Ports)

For detailed design Gippsland Ports or another survey company should be engaged to conduct an accurate bathymetric survey of the seabed offshore from the proposed boat ramp upgrade and the surrounding waters.

The main navigable channel is about 115 m wide, and the northern edge of the channel directly offshore from the current boat ramp is about 50 m from the top of the boat ramp. The Mean Low Water Springs tide level occurs about 43 m offshore from the top of the existing boat ramp.

It would be appropriate for the waterway manager, Gippsland Ports, to install a number of navigation piles to mark the main navigable channel to the west of the boat ramp.

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5.4 Coastal Erosion and Inundation Protection

5.4.1 Coastal erosion Figure 7: Concrete rubble for erosion mitigation Figure 6 shows that the boat ramp frontage protrudes up to 12 m beyond the general alignment of the northern coastline of Anderson Inlet. This is partially a consequence of ad-hoc placing of concrete rubble and rock to provide protection to the facility from coastal erosion. While these measures have been reasonably successful in mitigating coastal erosion, the materials used for this erosion protection are unsightly and only partially effective, as can be seen in Figure 7. The rock used along the foreshore for erosion protection is a basalt rock believed to be sourced from a quarry on Phillip Island. This rock is prone to breaking down with time into shards or fragments. Previous use of this rock for coastal erosion protection at San Remo has proven to lead to premature failure.

For any new coastal erosion protection measures, the quality of the rock used should be carefully specified and approved for use by an experienced engineer.

5.4.2 Coastal inundation Inundation of the car park is expected to occur more frequently with time, as sea level rise combined with storm surges raises sea levels during spring tides and extreme weather events. While activity across the boat ramp is unlikely to occur during extreme weather events, it is however necessary to ensure that levels across the car park and the approach to the boat ramp lanes are elevated sufficiently to avoid being inundated during spring tides over the next 25 years (being the preferred design life for this facility). The site survey (refer Chapter 5.2 and Appendix B) indicates that the car park and the crest of the new boat ramp lane(s) need to be raised to about +2.3 m AHD to avoid inundation during spring high tides (with a freeboard of 300 mm). The car park will need to be constructed with slightly higher levels which vary so that surface drainage can run off efficiently during rain events.

5.5 New Boat Ramp and Boat Holding Structure

5.5.1 Design vessel The design vessel should be defined by:

• Max LOA 7.0 m • Max beam 2.5 m

• Max draft 0.6 m Consideration will need to be given to the launching of boats much smaller than the design vessel.

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5.5.2 Boat ramp design criteria Design guidelines for boat ramps are provided in the Australian Standard AS 3962, Section 7 – Onshore boat facilities. Additional useful information is provided in the NSW Boat Ramp Facility Guidelines. The design criteria common to these publications for boat ramp design, applied to the Mahers Landing site, includes (Table 2): Table 2: Boat ramp design criteria and existing conditions

Design Element Design Criteria Existing Ramp Level of ramp crest 0.5m above HAT (= +1.9 m AHD) +1.7 m AHD Level of ramp toe Below LAT, or 1.0 m below MLWS (= -1.9 m AHD) -0.57 m AHD Manoeuvring area length >20 m landward of the ramp crest Adequate Single lane width Minimum 4 m between kerbs, preferably 4.5 m 6.6 m Multi-lane widths Minimum 4m between kerbs each lane, - preferably 4.5 m Ramp gradient Between 1:7 and 1:9, 1:8 preferred 1:10 -1:34 Ramp surface Non-slip diagonal groove pattern uneven GHD (2011) discusses the primary design issue associated with the present boat ramp, where the ramp slopes at a grade significantly flatter than 1:9 (they report a gradient of 1:10 at the top of the ramp, flattening to 1:34 across the lower part of the ramp). The survey shows a ramp grade of about 1:20 across the middle part of the ramp, just above low tide (refer Figure 2). Furthermore, the toe of the existing ramp does not extend beyond a level of -0.57 m AHD, which is 0.7 m above LAT and 0.3 m above MLWS. There is a need, therefore, to extend the ramp further offshore in order to reach deeper water, or alternatively, dredge a channel to create deeper water within the immediate offshore shallow seabed. As noted above, dredging a channel for improved access is not desirable because of the adverse impact dredging would have on the marine flora and fauna at this location. The crest of the existing ramp, as determined in the site survey, is at a level of +1.7 m AHD. The crest level recommended in AS 3962 (o.5 m above HAT) makes due allowance for future sea level rise. The number of ramp lanes needed at this site is dependent on the demand for boat launching at peak times. GHD (2011) and Ainley (2017) noted that demand for boat launching at the Inverloch boat ramp, which comprises two lanes, can reach peak launching numbers of 90 launches per day during summer weekends, based on a survey conducted in 1997. In recent years, boat numbers have been forecast to grow at an average annual rate of more than 3%. Hence, it is likely that peak launch numbers at Inverloch may now be reaching more than 150 launches per day, although this may be unrealistic as the capacity of the 2-lane ramp and car park is probably limited to no more than 120 launches per day.

While Ainley (2017) does not forecast the likely average annual and peak daily launch numbers, the capacity for the boat ramp at Mahers Landing should be considered partly as an overflow facility for an over-crowded Inverloch boat ramp. Accordingly, a two-lane ramp configuration at Mahers Landing is considered to be desirable, considering that peak capacity of a boat ramp lane is about 50 to 60 launch/retrievals per day if a boat holding structure and a separate boat rigging/de-rigging area is provided (NSW, 2015).

Boat ramp lanes can be provided at minimum widths of 4.0 m. However, the long length of ramp required at Mahers Landing for reversing boats for launching and retrieval into deep water

12004-final report 19 February 2021 page 13 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report at low tide indicates that a wider lane width, of 4.5 m (whether for a single or two-lane ramp) is highly desirable. This will significantly reduce the risk of the loss of trailers over the edge of the ramp. Kerbs along each edge of ramp lanes will further reduce this risk. As guidance for launching and retrieval of boats, it is common practice to install one or two posts into the seabed adjacent to the lower end of the ramp as a visual guide for trailers reversing down the ramp.

5.5.3 Boat holding structure design criteria A boat holding structure, which may comprise either a fixed timber jetty structure or a floating pontoon structure, or a combination of both structure types, will increase the capacity of the upgraded facility at Mahers Landing. A boat holding structure allows boats to be moved off the ramp quickly after launching and facilitates access to vehicles and trailers for retrieval.

Design criteria for a boat holding structure are outlined in Table 3. Table 3: Boat holding structure design criteria

Design Element Design Criteria Accessible length Sufficient for 3 boats per ramp lane, at low tide Width 2.5 m minimum Freeboard 350-450 mm Loads Uniform distributed load = 3 kPa concentrated load = 4.5 kN Stability Comply with AS 3962, Cl. 4.13 & Appendix A The intertidal flats present a problem for providing a functional boat holding structure. In order to achieve adequate boat holding capacity, a fixed timber jetty structure will be required to cross this intertidal zone to reach deeper water. This fixed jetty is a common feature for all options of the inshore section of the boat holding jetty, regardless of the jetty arrangement, as discussed in more detail below.

For the boat ramp option comprising two ramp lanes, the boat holding structure can be located in one of four practical configurations, as shown in Figure 8.

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Figure 8: Options for boat holding jetty arrangement

A boat holding structure which provides for disabled access in compliance with DDA requirements and AS 1428.1 Design for access and mobility would be desirable. However, the large tide range has a significant impact on the deck level of a floating pontoon and the associated sloping gangway connecting the floating pontoon to the fixed jetty. The maximum permissible grade for an accessible gangway is 1:14. The varying level of a floating pontoon would require a long gangway in the order of 20 m or more. AS 1428.1 also requires that long ramps must include intermediate level landings at 9 m maximum spacings. Level intermediate landings in a gangway ramp are not possible if the ramp grade continuously varies as the pontoon rises and falls with the tide. A fixed jetty can be designed to comply with DDA/AS 1428.1 requirements with graded ramp sections and intermediate level landings, but in the tide range at Mahers Landing, the total length of the jetty would need to be increased significantly to provide sufficient boat mooring capacity at high tide. Accordingly, it is not considered to be practical to provide a boat holding jetty which complies with disabled access requirements. To reduce the cost of the boat holding structure, a combination of a fixed timber jetty structure from the foreshore, extended across the shallow intertidal flats, and a floating pontoon located in deeper water should provide a flexible and serviceable boat holding structure. The floating pontoon can be cranked to be positioned parallel to, rather than perpendicular to the foreshore and the edge of the main Anderson Inlet channel, as depicted in Options 1 and 2 above. This will avoid the need to drive pontoon restraining piles into deep water, and will avoid the adverse situation of holding boats in the stronger current in the main channel. The four options shown in Figure 8 comprise:

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Option 1: A floating pontoon located on the east side of the boat ramp, cranked at the end of the boat ramp, to align the moored boats parallel to the tidal current in the main channel;

Option 2: A floating pontoon located on the west side of the boat ramp, cranked at the end of the boat ramp, to align the moored boats parallel to the tidal current in the main channel; Option 3: A fixed multi-level timber jetty located on the east side of the boat ramp. A wave attenuation screen can be fixed to the outer side; for a single boat ramp lane, the boat holding structure should not be located on the west side unless a fixed jetty is used. This could then become a centrally located jetty (see Option 4) when a second ramp lane is constructed in the future. Otherwise, a floating pontoon jetty could be re-located when the second ramp lane is constructed. Option 4: A fixed multi-level timber jetty located down the centre of the two boat ramp lanes, extended into the main channel. The advantages and disadvantages of each option for the boat holding jetty are outlined in Table 4. Table 4: Options for the Boat Holding Structure – two-lane boat ramp

OPTION Description Features Advantages Disadvantages No. 1 Floating pontoon on Aligns moored boats Rises & falls with the tide Higher cost than fixed east side of boat parallel to tidal for constant freeboard of timber jetty; inner section ramp in current; Avoids pile 0.4m; sheltered from may be dry at low tide combination with installation into deep south-west wind & waves fixed jetty water 2 Floating pontoon on Aligns moored boats Rises & falls with the tide Some exposure to south- west side of boat parallel to tidal for constant freeboard of west wind & waves; ramp in current; Avoids pile 0.4m; provides some higher cost than fixed combination with installation into deep wave screening to ramp timber jetty; inner section fixed jetty water from south-west waves may be dry at low tide 3 Multi-level fixed Straight jetty extends 6 Protection provided to Boats subjected to tidal timber jetty on west m into main channel; boat ramp from south- currents; reduced access side of boat ramp wave screen on west west wind & waves from east ramp lane (outer) side 4 Multi-level fixed Straight jetty extends Protection provided to Boats subjected to tidal timber jetty 18m into main channel east boat ramp lane from currents; extends well into between two boat south-west wind & waves main channel to provide ramp lanes sufficient capacity Based on the assessment of these four boat holding structure options in Table 4, if two ramp lanes are provided, the preferred location of the holding structure is either on the west side of the boat ramp lanes (as a fixed jetty structure – Option 3), thereby also gaining the benefit of a wave screen, or along the eastern side of the ramp, as a combination of fixed jetty and floating pontoon (Option 1). A further option, to be considered as a future add-on if found to be necessary, is a second fixed/floating jetty on the western side of the ramp.

Floating pontoons are generally preferred to fixed jetty structures for boat holding, for their easy access to and from boats, and for their flexibility in locations of high tidal range, as is the case at this site. It is noted that comments received from respondents during the public consultation undertaken by the Bass Coast Shire Council in May 2011 and reported by GHD (2011) expressed a preference for a floating pontoon boat holding structure rather than a fixed jetty structure.

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In consideration of the exposure of the site to an adverse wave chop during south-westerly winds, the floating pontoons will need to be of robust construction (concrete deck and pontoon tanks), and well secured by multiple restraining piles. Access to a floating pontoon jetty should be via a gangway. Direct connection of a floating pontoon to an on-shore abutment via a hinged connection has proved in the past to be an unworkable arrangement, particularly at a site such as Mahers Landing with a reasonably large tidal range. The floating pontoon should be restrained using a number of piles driven into the seabed. A gangway should comply with the requirements of AS 3962, Clause 3.6.

The final configuration of the boat holding structure will be decided following further technical analysis and stakeholder and community consultation.

5.5.4 Kayak/Canoe Landing In addition to the main boat launching infrastructure, a separate canoe/kayak landing is required. This landing will ensure that boat launching and launching of non-powered craft are kept separate so that safe operation of both activities is assured. Table 5: Non-powered craft landing design criteria

Design Element Design Criteria Length Sufficient for 2 kayaks of 5m LOA Width 2.5 m minimum Freeboard 200mm Minimum water depth at MLWS 250mm Loads Uniform distributed load = 1 kPa concentrated load = 4.5 kN Stability Comply with AS 3962, Cl. 4.13 A floating pontoon for this landing is the preferred arrangement, rather than a fixed jetty, so that the design freeboard can be maintained at all states of the tide. The minimum water depth at low tide should be 0.25 m. The precise location of this landing should therefore be determined following more detailed survey of the water depths across the full range of the tides. The connecting jetty for this landing should have a minimum clear width of 1.2 m, and otherwise comply with AS 3962, Clause 3.6. The jetty could be a fixed jetty structure or a floating pontoon jetty restrained by piles.

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5.6 Wave Climate Mitigation

5.6.1 Wave attenuation GHD (2011) discusses at length the need for measures to protect the boating facility from waves exceeding 0.2 m (GHD, Section 8.1). Their analysis of the wave climate shows that the design maximum wave height of 0.2 m (consistent with guidelines in AS 3962) will be exceeded for 7% of the time on average per year. These higher waves occur from wind coming from the east-south- east through south to the west. The wind rose for Inverloch is shown in Figure 9. This shows that the winds from the east-south-east around to the south-south-west have a very low occurrence probability, at relatively low wind speeds. Accordingly, the wave climate generated by these winds will occur only very seldom. Furthermore, at times when these strong winds occur and wave height increases, primarily from the south-west to west, there is likely to be very limited boating activity at Mahers Landing. This leads to the conclusion that any measures to attenuate these seldom-occurring extreme waves is not necessary.

5.6.2 Foreshore erosion mitigation The shoreline across the width of the existing Mahers Landing site (a width of approximately 70 m) has in the past been protected from erosion by the dumping of rock and concrete rubble along the foreshore, as previously discussed above (Chapter 5.4). This treatment is unsightly and not entirely effective. There is clear evidence that erosion of the shoreline has not been entirely prevented in the past. It is desirable that improvements in these erosion prevention measures be included in Figure 9: Inverloch wind rose the upgrade of this site. To achieve this, a number of measures will be needed:

• Remove all rock (of inferior quality) and concrete rubble from the foreshore;

• Re-shape the foreshore to accommodate the new boat ramp lane(s), the boat holding structure and the kayak/canoe landing;

• Place new armour rock revetment along the foreshore, with rock of a colour sympathetic to the surrounding landscape and size appropriate for the extreme wave climate event;

• Finish the top edge of the revetment with landscaping, suitable furniture, including seating and viewing areas.

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5.7 Options for marine infrastructure upgrade

5.7.1 Three options from GHD In their Boating Action Plan, GHD (2011) prepared three options for the upgrade of the Mahers Landing boa ramp and car park, which are reproduced in Figure 10. Follow-up community consultation identified that GHD’s Option 3 was the preferred option for the site.

All three options presented in the Boating Action Plan show the same arrangements for upgrading the car park and onshore infrastructure. This aspect of the proposed upgrade is assessed in detail in Chapter 6 of this Report.

Taking into account the various design issues raised above for the boat ramp and boat holding structure, the preferred arrangement for the marine infrastructure is represented by Option 3, with some minor modifications.

The advantages of Option 3 include:

• A piled boat ramp approach structure will enable a grade-compliant (1:8) boat ramp to be constructed which will reach into water depth compatible with all-tide launch and retrieve capability;

• A piled approach structure will allow continuous tidal current flows along the foreshore, thus subjecting natural coastal processes to the least impact such as longshore sediment movement. A piled boat ramp will further contribute to maintaining these natural coastal processes along the foreshore;

• Extending the length of the ramp and approach structure will eliminate the need for dredging of the seabed;

• A fixed piled boat holding approach structure, connected at the outer end to a floating pontoon will provide functional boat holding capability for all tidal conditions.

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Figure 10: Three Options for the Boat Ramp Upgrade - GHD (2011)

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Option 2 has a significant disadvantage with its requirement for a significant footprint and quantity of dredging to allow all-tide access to the main channel from the end of the boat ramp. This is highly undesirable because of the adverse impacts dredging is expected to have on the marine environment. Option 1 includes a long ramp at a non-compliant gradient. The flat gradient will compromise the capacity to safely launch boats into deep water. Furthermore, the long ramp will act as a groyne which will tend to capture any sediments naturally moving along the foreshore. This will tend to disrupt the natural processes which in turn are likely to have an adverse impact on the local marine and terrestrial ecology.

5.7.2 Adjustments to Option 3 Adjustments to GHD’s Option 3 to effect further improvements and benefits include:

• Extend the approach structure at a shallow (1 in 50 ) grade so that the boat ramp at the end of the approach structure (at a grade of 1 in 8) can reach deeper water without the need for dredging;

• Construct the approach as a piled structure to allow continuous tidal current flows along the foreshore across the entire width of the tidal flats out to the main channel;

• Aligning the outer end of the floating pontoon boat holding structure parallel to the foreshore will reduce the impact of tidal currents on boats held at the pontoon.

A schematic drawing of the ramp profile is shown in Figure 11.

Figure 11: Profile of new ramp

5.7.3 One boat ramp lane or two? GHD’s Option 3 shows a two-lane boat ramp. As discussed above, demand for boat launching facilities in this region of South Gippsland continues to grow. To respond to this demand, the provision of two lanes would be prudent. However, the Functional Design is presented with options for both one and two boat ramp lanes. The option for a single lane will include space provision for adding the second lane in the future. However, the life-cycle cost of adding a second lane some time in the future is significantly greater than constructing two lanes now.

12004-final report 19 February 2021 page 21 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 6 Land-side Infrastructure An important principle to be applied in developing the upgrade for this facility is to retain the area’s special rural ambiance. While the car park will need to be sealed within perimeter concrete kerbing, the harsh impact of these hard landscape elements can be tempered by careful design and retention of existing mature trees, vegetation and grassed areas as well as further vegetation across the site.

6.1 Car Park The existing parking area is a single broad area with no devices for controlling traffic movement and no directional guidance. The surface is gravel which is prone to damage during winter months and after rain during the more heavily patronised summer months. The flat area is also prone to water ponding. The existing car park is shown in Figure 12.

Figure 12: Existing car park, looking south

6.1.1 Car parking layout and details In line with the guidelines for car parking set down in AS 3962, Table 7.1, the recommended number of car/trailer unit (CTU) spaces needed for a rural boat launching facility with a boat holding structure is 20 to 30 spaces per boat ramp lane. This increases to 30 to 40 CTU spaces if a separate rigging/ derigging area is provided within the facility. In addition, car-only spaces should be provided at a ratio of at least one space to five CTU spaces. This is particularly important at Mahers Landing where local visitors to the site and kayak and canoe users are expected to and need to be encouraged to visit this facility. Two of the car-only spaces should be reserved as accessible spaces for disabled visitors. If possible, a number of short-stay car-only bays should be provided directly in front of the toilet block.

Hence the minimum requirement for parking spaces is set out in Table 6.

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Table 6: Car park spaces (from AS 3962, Table 7.1)

Boat Ramp Configuration Number of CTU Number of car- spaces only spaces One lane with boat holding structure 20 – 30 4 Two lanes with boat holding structure 40 – 60 8 One lane with boat holding structure & rigging area 30 – 40 6 Two lanes with boat holding structure & rigging area 60 - 80 12 The desirable CTU space size where angled parking is provided is given in the NSW Guidelines, Figure 17, reproduced in Figure 13. One-way access roadways should be 8.0m wide, to allow for adequate space for CTUs to reverse into or out of spaces. Car-only spaces should be 5.4 m long and 2.6 m wide. Disabled spaces should comply with the requirements of AS 2890.6.

Figure 13: CTU parking spaces details (source NSW, 2015)

The layout shown in the GHD Options in Figure 10 includes a total of 34 CTU spaces and 10 car- only spaces. As noted above, based on the guidelines in AS 3962 (and endorsed in the NSW Guidelines, 2015), this number of CTU spaces is insufficient to adequately accommodate the likely peak demand for launching and parking for a two-lane boat ramp. A larger number of CTU spaces can’t be provided at this site, without requiring the removal of existing mature trees and vegetation, which is not considered to be acceptable for this site. The Functional Design Concept Plans show 34 CTU spaces, 12 car-only spaces and two disabled spaces. This number of CTU spaces is insufficient to comply with the guidelines in AS 3962, as outlined in Table 6 above. Accordingly, the CTU and car-only parking layout should endeavour to provide as many CTU spaces as possible, within the constraints of existing vegetation and mature trees, acknowledging that the possible number of CTU spaces does not comply with boating facility guidelines.

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It may be possible to provide a small number of additional CTU spaces for overflow along the Mahers Landing Road road reserve without the need to remove any mature trees or valuable vegetation.

6.1.2 Car park landscape A common method for softening the landscape of boat ramp car parks is to provide a grassed area for the trailer-half of each CTU space, and pave only the half of the space occupied by the vehicle. This also reduces the area under hard pavement and hence reduces the cost of pavement construction. Typical treatments are shown in Figure 14. Because only unladen trailers are parked on the grass, long-term damage to these grassed areas is minimal.

Figure 14: Grassed CTU parking (source: NSW, 2015)

6.1.3 Car park levels and drainage Predicted future sea level rise, from a combination of spring high tides, sea level rise from climate change and storm surge, is up to 2.2 m by 2070 and 2.6 m by 2100. It would therefore be prudent to raise the general level of the car park to a level of about +2.4 m AHD to avoid flooding of the car park in all but the most extreme weather events over the next 50 years. Stormwater drainage of the car park catchment is best served by relying on surface runoff with a bioretention swale drain along the eastern edge of the car park. The runoff can then be directed into the existing drain located east of the site which can then safely discharge cleaned runoff directly into Anderson Inlet, using Water Sensitive Urban Design (WSUD) principles. This arrangement will be significantly more cost-effective than constructing an underground piped stormwater drainage system.

6.1.4 Street lighting and webcam Street lights should be provided across the car park and at the boat ramp, to facilitate night and early morning usage. Lights can be solar-powered if possible to avoid the significant cost of construction of mains power infrastructure (which does not presently exist on the site) and to reduce operating costs. A wide range of commercially-available solar street light packages are available and a product should be selected to comply with AS 1158, Category P requirements. A lux level of 20 to 30 lux should be adequate for both the general car park and the boat ramp. Consideration should be given in the design of lighting to overhead clearance for trailer yachts with masts erected. A webcam should be provided (by the Victorian Fisheries Authority) at a suitable location in the car park to provide images of both the ramp and the car park.

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6.2 On-Land Approach to the Boat Ramp In addition to reconstructing the boat ramp (with either one or two lanes), an approach manoeuvring zone is needed behind the crest of the ramp to allow for turning and reversing of vehicles with trailers. This manoeuvring area should:

• Be as wide as the boat ramp;

• Be oriented to permit straight line reversing to the ramp launching position;

• Provide a land approach at least 20 m long;

• Be free of obstructions, such as overhead power lines, lane dividers, kerbs;

• Have a longitudinal grade of 1 to 5% towards the boat ramp and 0 to 2% crossfall.

6.3 Rigging/derigging Area To improve the capacity and turn-around of boat launching and retrieval, two dedicated areas set aside for boat set-up and pack-up is desirable. One area is located on the approach lane to the ramp for rigging and launch preparation, and the other located on the departure side of the ramp for de-rigging and tie-down after boat retrieval. Each of these areas should comprise a single traffic lane of 3.5 m width and up to 20 m long.

6.4 Fish Cleaning Table The GHD (2011) Concept Plan shows the existing fish Figure 15: Existing fish cleaning table cleaning table retained in its current position (Figure 15). This table is in a practical location adjacent to the top of the boat ramp, and can be retained. There are two rubbish bins located directly adjacent to the table to receive fish-cleaning waste. It would be advisable to provide a simple canopy roof over this table for protection against the sun during summer months.

6.5 Toilet Block While the existing toilet block is basic in the level of facilities provided, it is adequate for serving the expected future demand. It may be prudent for an upgrade or replacement to be considered in the future, with the provision of showers and additional toilet cubicles, but this in not considered to be essential as part of this upgrade project. It is noted that water supply to the site is restricted to tank water collected from the roof of the toilet block, so expansion of facilities requiring water should be limited to match the capacity of the water tank.

6.6 Improvements to the Existing Landscape The northern and eastern sides of the site are occupied by a broad grassed area and a number of mature and young native trees. The layout of all land-side infrastructure needs to be carefully arranged so that this vegetation is retained and protected (particularly during construction) from damage. The western boundary of the site is also vegetated with a number of mature indigenous trees and these should also be retained within the upgrade works.

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Improvements to the area on the eastern side of the site outside the limits of the car park should include:

• Bollards to delineate car park areas from pedestrian areas;

• Gravel pathways to channel pedestrian movement for enhanced pedestrian safety; • Provision of a gas barbecue (electric power supply is not presently available on the site);

• Additional planting to provide permeable screening between the car park and pedestrian zones;

• Trimming of some mature trees to remove overhanging branches which would obstruct clear movement of boats on trailers arriving and departing the facility, in particular along the western boundary of the site.

6.7 Signage Suitable signs will need to be provided for:

• Control of CTU and car parking; • Information about waterway navigation and speed limits

• General boating regulations and safety advice.

Marine Safety Victoria commonly provides these signs (except for the parking signs).

12004-final report 19 February 2021 page 26 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 7 Options for Upgrading the Site Two Functional Design Concept Plans have been developed to show the preferred layout of the proposed upgrade works:

• Option 1 shows the layout for a single lane boat ramp.

• Option 2 is identical to Option 1, except that a two-lane boat ramp is shown. The two Options are presented in Appendix A.

The two Options include a range of features essential for providing an efficient and safe boat launching facility, including:

1. A one-lane (Option 1) or two-lane (Option 2) boat ramp with 4.5 m wide lanes, at a grade of 1:8 and with a toe level of -1.9 m AHD, which provides direct accessibility to the deeper water at the edge of the channel in Anderson Inlet. The ramp lane(s) will comply with the essential requirements of AS 3962, Section 7. The preferred structural arrangement for the ramp is a series of precast concrete panels set onto a prepared framework of concrete beams, in turn supported on a gird of concrete or steel tube piles. Kerbs will be included down each side of the ramp lanes and, for Option 2, a central kerb will also be provided.

2. A flat-graded approach structure to the boat ramp, thereby ensuring that this facility can be used safely for boat launching at all states of the high and low tides. The level of the outer end of the approach structure will be +1.8 m AHD. The total length of the boat ramp and approach structure is 70 m. Hence, the ramp and approach structure lanes need to be 4.5 m wide. This approach structure comprises piles supporting longitudinal concrete beams which in turn support precast concrete deck planks.

3. A manoeuvring area at the top of the ramp, extending at least 20 m into the car park area, for safe and efficient manoeuvring of boat trailers on the approach to the ramp lane(s) with appropriate line marking to direct vehicles while launching and retrieving.

4. A combination fixed and floating pontoon jetty on the east side of the boat ramp which provides up to six boat spaces for short-term boat holding during boat launch/retrieval. The jetty and pontoon are at least 2.5 m wide. The fixed jetty structure, with timber piles and a timber deck, is 40 m long and the floating pontoon jetty is a further 30 m in length. The floating pontoons are restrained by piles driven into the seabed. The fixed and floating components are connected by a gangway. The pontoon is aligned parallel with the main Anderson Inlet channel so that boats can be moored parallel to the normal tidal current flow.

Alternatively, as discussed in Section 5.5.3, a multi-level fixed timber jetty structure can be constructed either on the western side of the boat ramp, which could be configured to provide both boat holding and wave attenuation capability by adding screening to the western side of the jetty, or between the two boat ramp lanes. To accommodate the tidal range, a fixed jetty structure will need to have a number of levels, and extend into deep water in the main channel.

This boat holding jetty cannot deliver full disability access in compliance with DDA requirements because the tidal range precludes the capacity for the gangway to remain at or flatter than a 1 in 14 grade at all states of the tide in Anderson Inlet.

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5. Both GHD (2011) and Ainley (2017) have identified a need to provide specific measures to attenuate waves at the boat ramp site. It has been established that a wave height of 0.2 m, which is the threshold wave height for safe boat launching, will only be exceeded at this site for 7% of the time. It is therefore considered that measures aimed at attenuating waves are not necessary.

6. A paved car parking area with CTU spaces and car-only spaces marked with line marking. CTU spaces along the eastern side of the car park include grassed areas for the trailers to be parked. Up to 34 CTU spaces should be possible in the area available. This number of CTU spaces is insufficient to comply with the guidelines for parking in AS 3962. It may be possible to provide a small number of additional overflow CTU spaces along the road reserve in Mahers Landing Road, depending on the need to remove existing vegetation. The paved car park can have concrete flush kerbs around all edges to soften the appearance of the paved surfaces and present a smooth transition between the paved surfaces and the grassed areas. Two disabled spaces close to the existing toilet block and five other car-only parking spaces have been included in the parking layout. A further seven car-only spaces have been located at the south-eastern corner of the site, to accommodate those using the non-powered craft landing (see item 10. below) and non-boating visitors to the facility.

7. Dedicated lanes on both the approach and departure sides of the boat ramp are provided for rigging and de-rigging of boats before launching and after retrieval. Each of these lanes is 3.5 m wide.

8. Vehicle circulation line marking is provided to safely guide traffic in a clockwise direction through the facility. This will be augmented by suitable signage to direct vehicles safely around the car park and onto the boat ramp manoeuvring lane(s).

9. A number of pole-mounted street lights are required to provide illumination of the car park and boat ramp for night and early morning usage of the facility. Four lights should be sufficient to provide an adequate level of lighting for general facility usage and security. These lights should be solar-powered to avoid the need for reticulating mains power to the site, which will also minimise the running cost of this lighting.

10. A separate floating pontoon landing with a floating or fixed approach jetty has been included for launching non-powered craft such as canoes and kayaks. This pontoon has been located some distance away from the boat launching ramp to keep the two boating activities separate for safety. The pontoons should be sized to accommodate two kayaks at a time, with at least 250 mm depth of water and pontoon freeboard of 200 mm. Seven parking spaces for non-powered craft users and other non-boating visitors have been included near the landing.

11. The existing fish cleaning table, rubbish bins and the existing navigation beacon will be retained. The fish cleaning table should have a canopy roof added for shelter. The solar- powered navigation beacon will be retained and continue to be operated and maintained by Gippsland Ports.

12. Some reclamation along the foreshore adjacent to the non-powered craft landing, faced with rock revetment for erosion protection, can be used to expand the public area for non-boating visitors to the site. Picnic tables and a gas barbeque can also be

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provided within this area, which is well away from the boat launching area for the safety of families and children. Additional car-only parking spaces have been provided nearby.

13. The site should be further improved by providing additional planting of suitable indigenous trees and complementary vegetation to infill areas away from the car park on the eastern side of the site.

14. The existing toilet block should be retained as is. The roof collection of water and its solar- powered reticulation system to supply this toilet block should also be retained, and serviced to ensure its satisfactory and efficient operation. A future upgrade of this toilet block may be considered by Bass Coast Shire Council.

15. The northern coastline of Anderson Inlet is an important habitat for shorebirds. The upgrade of this boating facility, as shown in the Functional Design Concept plans, has been restricted to a foreshore footprint of about 70 m to minimise the impact of the upgrade on shorebird habitat. The upgrade extends along the foreshore no further than the existing facility.

Offshore seagrass beds serve to provide significant substrate, habitat, and food sources for many other organisms. Two significant patches of subtidal seagrass have been mapped near the existing boat ramp. In order to protect existing seagrass beds in the vicinity of the boat ramp, it is important to implement, where practical, stormwater runoff controls for the site.

16. An underground piped stormwater drainage network has not been included in the upgrade of the carpark. It is considered that surface runoff drainage of the paved area will adequately provide for collection and disposal of stormwater runoff. This runoff has been directed into a bioretention swale located in the south-east corner of the site. This swale, designed to Water Sensitive Urban Design (WSUD) principles, will serve to capture sediments carried by the runoff, which can then discharge as relatively clean runoff into Anderson inlet.

17. Ainley (2017) has suggested that a separate fishing platform be provided for shore-based anglers. This has not been included in the Functional Design Concept plans because:

• There is insufficient space within the 70 m site foreshore frontage for this platform;

• A fishing platform would need to be located about 70 m offshore for adequate access to deeper water beyond the intertidal coastal flats at the edge of the main channel. This would pose a risk to boat movements at the ramp and boat holding jetty.

12004-final report 19 February 2021 page 29 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 8 Preliminary Cost Estimates A pair of preliminary cost estimates, for Options 1 and 2, have been prepared, to cover all proposed upgrade components shown in the Functional Design Concept Plans presented in Appendix A.

A summary of the cost estimates is presented in Table 7. Table 7: Project cost estimate - Options 1 and 2

Project Component OPTION 1 OPTION 2 Preliminaries 266,000 348,000 Site preparation & demolition 10,000 10,000 Setting out 2,500 2,500 Earthworks & pavements 556,900 556,900 Boat ramp & approach structure 555,800 1,102,500 Boat holding jetty – fixed & floating 371,500 371,500 Non-powered craft landing 186,100 186,100 Stormwater drainage 25,200 25,200 Lighting 48,000 48,000 Landscaping 12,000 12,000 Fish cleaning table roof 5,000 5,000 Sub-total 2,039,000 2,667,700 Engineering, 8-10% 177,300 185,600 Contingency, 20% 354,600 463,500 TOTAL, excl. GST 2,570,900 3,316,800 GST 257,100 331,700 TOTAL, incl. GST 2,828,000 3,648,500

12004-final report 19 February 2021 page 30 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 9 Project Approvals A number of project approvals and permits will be needed to support the implementation of the proposed upgrade and improvement works. These include:

9.1 Marine and Coastal Act Consent The Department of Environment, Land, Water and Planning (DELWP) will need to issue Consent to develop the site, in compliance with the Marine and Coastal Act, 2018. Consent typically takes about three months to obtain, from the delivery of a preliminary design for the proposed upgrade works.

9.2 Planning Permit It is likely that the Bass Coast Shire Council will require a Planning Permit to be issued for the proposed works. This takes about three months to obtain if no dredging is included in the works. If dredging is included, the time extends to at least six months and requires extensive environmental studies and other investigation works to be undertaken.

9.3 Works Permit Parks Victoria will most likely need to issue a Works Permit for the proposed works. This cannot be issued until the MACA Consent and a Planning Permit are in place.

9.4 Gippsland Ports Permit Gippsland Ports, being the waterway manager for Anderson Inlet, have advised that they will need to issue a permit in accordance with the Port Management Act, 1995.

9.5 Coastal Hazard Vulnerability Assessment This assessment, conducted by an experienced coastal engineer, will be needed to support the MACA Consent, Planning Permit and Gippsland Ports Permit applications.

9.6 Cultural Heritage Management Plan A CHMP is likely to be required, also to support the other consent and permit applications.

9.7 Arborist Assessment An assessment of vegetation on the site may be required if significant vegetation is to be removed for the project works.

12004-final report 19 February 2021 page 31 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 10 Conclusions and Recommendations Chapter 7, and the two options for the layout of the boat launching facility attached in Appendix A, describe the recommended details for upgrading this site to a viable and improved boat launching facility.

10.1 Boat Ramps A decision needs to be made on the selection of either Option 1 – a single-lane boat ramp, or Option 2 – a two-lane ramp, based on consultation with stakeholders and the community, together with consideration of the estimated cost of each option against available budget. The estimated cost (excluding GST) for Option 1 is $2,570,900 and for Option 2 is $3,316,800.

The demand analysis conducted by Ainley (2017) indicates that two boat ramp lanes would be highly desirable in preference to a single lane ramp. The primary conclusion of this investigation is that sufficient demand for boat launching in the Inverloch region exists, particularly in the peak summer months, to justify the provision of two boat ramp lanes at the outset, rather than wait to add a second ramp lane in the near future. Furthermore, demand for boat launching at Mahers Landing is expected to grow because of its more sheltered location in comparison to the Inverloch boating facility. Recommendation 1: If sufficient funds are available and stakeholder and community consultation is positive, a two-lane ramp would be the preferred option. Stakeholder consultation feedback in December 2020 and January 2021 strongly favours a two-lane ramp.

10.2 Boat Holding Jetty A decision also needs to be made on the preferred configuration of the boat holding jetty located adjacent to the boat ramp. Recommendation 2: Based on an assessment of the advantages and disadvantages of options for this jetty, the recommended arrangement is for a combined fixed and floating pontoon jetty located on the east side of the boat ramp (Chapter 5.5.3, Option 1). This arrangement is shown in the Functional Concept Plans in Appendix A, and forms the basis of the cost estimates provided in Chapter 8 and Appendix C.

10.3 Carpark In the Functional Design Concept Plans, the car park serving this facility is proposed to be upgraded to include: • a sealed pavement surface for all-weather serviceability, with line-marking to direct traffic through the car park to the boat launching area, for safe and orderly movement of vehicles and boats. The car park should be constructed to a finished level typically around +2.4m AHD to guard against inundation during high spring tides as sea level rises in the future; and • up to 34 car/trailer unit (CTU) parking spaces, 10 car-only spaces and two disabled parking spaces. The number of CTU spaces is significantly fewer than recommended in the Australian Standard guidelines and the NSW guidelines for boat launching facilities. However, the recommended number of CTU spaces – 60 to 80 for a two-lane boat ramp with a boat holding jetty and dedicated lanes for boat rigging and de- rigging – cannot be provided at this site without occupying a significantly larger car

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park footprint, which would require removing a significant number of existing mature indigenous trees and vegetation from the eastern side of the site. A small number of additional overflow CTU spaces could possibly be provided along the road reserve of Mahers Landing Road. Recommendation 3: It would be prudent to raise the general level of the carpark to a level of about +2.4m AHD to avoid flooding of the carpark in all but the most extreme weather events over the next 50 years.

10.4 Foreshore Erosion Mitigation New coastal erosion measures using rock revetment have been included in the Functional Design Concept Plans, to mitigate further erosion of the foreshore frontage of the site. The rock revetment has been extended some metres to the west to arrest terminal scour currently evident along the foreshore west of the existing boat ramp. Recommendation 4: The quality of rock for rock revetment should be carefully specified and the source approved to ensure that inferior materials are not supplied. The site survey (refer Chapter 5.2 and Appendix B) indicates that the car park and the crest of the new boat ramp lane(s) need to be raised to about +2.4 m AHD to avoid inundation during spring high tides (with a freeboard of 300 mm).

Recommendation 5: The car park will need to be constructed with slightly higher levels which vary so that surface drainage can run off efficiently during rain events.

There is clear evidence that erosion of the shoreline has not been entirely prevented in the past. It is desirable that improvements in these erosion prevention measures be included in the upgrade of this site.

Recommendation 5: To achieve this, a number of measures will be needed:

• Remove all rock (of inferior quality) and concrete rubble from the foreshore; • Re-shape the foreshore to accommodate the new boat ramp lane(s), the boat holding structure and the kayak/canoe landing;

• Place new armour rock revetment along the foreshore, with rock of a colour sympathetic to the surrounding landscape and size appropriate for the extreme wave climate event. The top edge of the new revetment provides an opportunity for landscaping and furniture for seating and viewing. The existing navigation beacon located just behind the front edge of the site will be retained and continue to be maintained by Gippsland Ports. Recommendation 6: Other improvements to the general landscape should include:

• Finish the top edge of the revetment with landscaping, suitable furniture, including seating and viewing areas;

• Addition of a new canopy roof over the existing fish cleaning table for sun protection;

• bollards to delineate car park areas from pedestrian areas;

• gravel paths to guide pedestrian movement;

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• a gas barbeque, and • additional planting of indigenous vegetation to enhance screening between the car park and pedestrian zones. Some existing mature trees will need to be trimmed of overhanging branches around the perimeter of the car park.

12004-final report 19 February 2021 page 34 of 35 Mahers Landing Boat Ramp Upgrade Functional Design Report 11 References GHD. 2011. Report for Mahers Landing Boat Ramp – Boating Action Plan, for Bass Coast Shire Council.

Ainley Coast & Environment. 2017. Mahers Landing Boat Ramp Demand and User Needs Analysis, for Bass Coast Shire Council. West Gippsland Catchment Management Authority. 2012. West Gippsland Regional Catchment Strategy 2012 – 2019.

Victorian Fisheries Authority. 2006. Anderson Inlet Fisheries Reserve Management Plan. Central Coastal Board. 2014. Boating Coastal Action Plan

Victorian Coastal Council. 2014. Victorian Coastal Strategy.

Central Coastal Board. 2015-2020. Central Regional Coastal Plan. NSW Transport. 2015. NSW Boat Ramp Facility Guidelines.

Australian Standard AS 3962-2020 – Marina Design

Australian Standard AS 1428 - Design for Access and Mobility McInnes, K.L., Macadam, I. & O’Grady, J. 2009. The Effect of Climate Change on Extreme Sea Levels along Victoria’s Coast

South Gippsland Conservation Society. 2003. Waders in the Inverloch Area

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Appendix A DRAFT CONCEPT FUNCTIONAL PLANS OPTIONS 1 AND 2

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In consideration of the

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APPENDIX B SITE FEATURE & LEVEL SURVEY

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APPENDIX C COST ESTIMATES FOR OPTIONS 1 & 2

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Mahers Landing Boating Facility Upgrade OPTION 1 Estimate of Cost

September 2020 Item No. Description Unit Quantity Rate, $ Amount, $

1 PRELIMINARIES 1.1 Overheads, site management, insurances % - 7.5 133,000 1.2 Mobilisation, establishment & demobilisation % - 7.5 133,000 2 SITE PREPARATION & DEMOLITION Item Sum 10,000 10,000 3 SETTING OUT WORK Item Sum 2,500 2,500 4 EARTHWORKS & PAVEMENTS 4.1 Bulk earthworks, cut & fill m3 700 55 38,500 4.2 Subgrade preparation m2 7,260 8 54,450 4.3 Foreshore rock revetment m3 450 180 81,000 4.3 Sub-base & basecourse m2 7,260 30 217,800 4.4 Bitumen seal m2 7,260 20 145,200 4.5 Perimeter flush kerb m 460 22 10,120 4.6 Line marking m 865 9 7,785 4.7 Signage Item Sum 2,000 2,000 5 BOAT RAMP - ONE LANE Boat ramp approach structure, 40m x 4.5m, 5.1 concrete piles No. 12 4,500 54,000 Boat ramp approach structure, 40m x 4.5m, 5.2 precast concrete panels & insitu concrete m2 180 1450 261,000 5.3 Boat ramp, 30m x 4.5m, concrete piles m3 10 4,500 45,000 Boat ramp, 30m x 4.5m, incl. precast concrete 5.4 panels & insitu concrete m2 135 1450 195,750 6 FIXED & FLOATING PONTOON JETTY 6.1 Fixed timber approach jetty, 40m x 2.5m m2 100 1,900 190,000 Supply & install floating pontoon, incl. piles, 30m x 6.2 2.5m m2 75 2,300 172,500 6.3 Gangway, 6m long Item Sum 9,000 9,000 7 NON-POWERED CRAFT LANDING 7.1 Floating pontoon landing, incl. piles, 15m x 2.5m m2 38 2,300 87,400 7.2 Fixed approach jetty, incl. piles, 40m x 1.2m m2 48 1,900 91,200 7.3 Gangway, 4m long Item Sum 7,500 7,500 8 STORMWATER DRAINAGE Bioretention swale drain, 40m x 3.5m, incl. 8.1 planting m2 140 180 25,200 9 LIGHTING Area security/street lighting poles & fixtures, solar- 9.1 powered No. 4 12,000 48,000 10 LANDSCAPING Item Sum 12,000 12,000 11 FISH CLEANING TABLE 11.1 Roof to existing table Item Sum 5,000 5,000 12 ENGINEERING & ADMINISTRATION % - 10.0 177,300 13 CONTINGENCY, 20% % - 20.0 354,600

TOTAL excl GST 2,570,900

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Mahers Landing Boating Facility Upgrade OPTION 2 Estimate of Cost

September 2020 Item No. Description Unit Quantity Rate, $ Amount, $

1 PRELIMINARIES 1.1 Overheads, site management, insurances % - 7.5 174,000 1.2 Mobilisation, establishment & demobilisation % - 7.5 174,000 2 SITE PREPARATION & DEMOLITION Item Sum 10,000 10,000 3 SETTING OUT WORK Item Sum 2,500 2,500 4 EARTHWORKS & PAVEMENTS 4.1 Bulk earthworks, cut & fill m3 700 55 38,500 4.2 Subgrade preparation m2 7,260 8 54,450 4.3 Foreshore rock revetment m3 450 180 81,000 4.3 Sub-base & basecourse m2 7,260 30 217,800 4.4 Bitumen seal m2 7,260 20 145,200 4.5 Perimeter flush kerb m 460 22 10,120 4.6 Line marking m 865 9 7,785 4.7 Signage Item Sum 2,000 2,000 5 BOAT RAMP - TWO LANES Boat ramp approach structure, 40m x 9m, 5.1 concrete piles No. 24 4,500 108,000 Boat ramp approach structure, 40m x 9m, 5.2 precast concrete panels & insitu concrete m2 360 1450 522,000 5.3 Boat ramp, 30m x 9m, concrete piles m3 18 4,500 81,000 Boat ramp, 30m x 9m, incl. precast concrete 5.4 panels & insitu concrete m2 270 1,450 391,500 6 FIXED & FLOATING PONTOON JETTY 6.1 Fixed timber approach jetty, 40m x 2.5m m2 100 1,900 190,000 Supply & install floating pontoon, incl. piles, 30m x 6.2 2.5m m2 75 2,300 172,500 6.3 Gangway, 6m long Item Sum 9,000 9,000 7 NON-POWERED CRAFT LANDING 7.1 Floating pontoon landing, incl. piles, 15m x 2.5m m2 38 2,300 87,400 7.2 Fixed approach jetty, incl. piles, 40m x 1.2m m2 48 1,900 91,200 7.3 Gangway, 4m long Item Sum 7,500 7,500 8 STORMWATER DRAINAGE Bioretention swale drain, 40m x 3.5m, incl. 8.1 planting m2 140 180 25,200 9 LIGHTING Area security/street lighting poles & fixtures, solar- 9.1 powered No. 4 12,000 48,000 10 LANDSCAPING Item Sum 12,000 12,000 11 FISH CLEANING TABLE 11.1 Roof to existing table Item Sum 5,000 5,000 12 ENGINEERING & ADMINISTRATION % - 8.0 185,600 13 CONTINGENCY, 20% % - 20.0 463,900

TOTAL excl GST 3,316,800

In consideration of the

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Mahers Landing Boat Ramp Upgrade Functional Design Report

Oldfield Consulting Australasia Pty Ltd ABN 43 609 857 502 PO Box 7060 Hawthorn North, Victoria 3122 T: +61 (0) 419 795 054 E: [email protected]

© Oldfield Consulting Australasia Pty Ltd 2021 This document is and shall remain the property of Oldfield Consulting Australasia Pty Ltd. The document may only be used for the purposes for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited.

Document Status

Rev Approved for Issue Author No. Name Signature Date

A D O Oldfield D O Oldfield [signed] 1 October 2020

B D O Oldfield D O Oldfield 18 February 2021

Job No. 12004

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