A Port of Geelong Port Land Use Strategy 2009

GeelongPort and Department of Transport

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy GeelongPort Port of Geelong Port Land Use Strategy 2009

August 2009

Disclaimer This document has been prepared for GeelongPort’s planning purposes only. No reliance may be placed by any person on GeelongPort meeting the strategic objectives or otherwise taking any action identifi ed in the document. Any potential developments or actions identifi ed in this document will be subject to further fi nancial, technical, environmental and planning considerations, which may change over time. GeelongPort accepts no commercial responsibility to any third party for any trade forecasts or projects referred to in this document. Contents

Foreword i Executive Summary ii Summary of Key Strategies v

Part A – Need for a Strategic Framework for the Port of Geelong 1

1 Background to the Land Use Strategy 2 1.1 Introduction 2 1.2 Community Feedback in 2004 and 2005 3 1.3 Need for a New Approach 3 1.4 Feedback on draft PLUS 2007 4

2 Port Overview 6 2.1 Vision for the Port 6 2.2 Port Land Ownership 6 2.3 Port Facilities 6 2.4 Economic Value 8 2.5 Port Trade 8 2.6 Port Area of Interest 8 2.7 Transport Infrastructure 11

3 Policy and Planning Framework 14 3.1 National Strategies 14 3.2 State Policies and Strategies 14 3.3 Regional Strategies 18 3.4 Local Strategies 20 3.5 Emerging Policy Initiatives 22

4 Issues and Opportunities for the Port of Geelong 23 4.1 Trade Growth 23 4.2 Transport Infrastructure 26 4.3 Industrial Land Requirements 26 4.4 Environmental, Social and Economic Opportunities around Corio Bay 28

Part B – Strategic Framework 32

5 Port Planning Principles 34 6 Port Strategic Directions 36 6.1 Direction 1: Adequate Port Infrastructure 36 6.2 Direction 2: Adequate Supply of Appropriately Located and Zoned Land 37 6.3 Direction 3: Effective Transport Linkages 38 6.4 Direction 4: Effective Land Use Buffers 39 6.5 Direction 5: Effective Safety, Security and Environmental Management Practices 40 6.6 Direction 6: Enhance Social Capital 42 6.7 Direction 7: Effective Land Use Planning and Approval Framework 43

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy

7 Port Precincts 46 7.1 Liquid Bulk Precinct 46 7.2 Bulk and Break Bulk Precinct 48 Lascelles Wharf 48 Corio Quay 49 7.3 Dry Bulk Precinct 52 7.4 Point Henry Precinct 54

Glossary 56

List of Tables Table 1 Estimations of the Direct Value, Flow-on Values and Ten Port Reliant Firms for 2004–05 8 Table 2 Existing Developed and Undeveloped Port Land Areas 11 Table 3 Rail Connections 12 Table 4 Trade Growth Port Infrastructure Requirements 27 Table 5 Future Requirement for Land for Port Related Industry 29

List of Figures Figure 1 Port of Geelong Overview 5 Figure 2 Existing Port Features 7 Figure 3 Port Trade 9 Figure 4 Zoning and Port Area of Interest 10 Figure 5 Road and Rail Network 13 Figure 6 Coastal Management Considerations 19 Figure 7 Port Strategic Land Use Plan 35 Figure 8 Liquid Bulk Precinct 47 Figure 9 Bulk and Break Bulk Precinct 50 Figure 10 Dry Bulk Precinct 53 Figure 11 Point Henry Precinct 55

CContentsontents i Minister’s Foreword

The Port of Geelong remains Victoria’s most important bulk cargo port. It is the second busiest port, handling in excess of $5 billion worth of imports and exports annually. As well as being a vital contributor to the Victorian economy, the Port is a valuable asset of the Geelong community, providing a gateway to the world for local industries, businesses and farmers from across the region as well as supporting 6,100 jobs. Community consultation has informed the development of the Geelong PLUS, and led Since the port was established in 1840 it has to a port precinct planning approach. This grown with extensive investment in transport and approach, based on trade types, has identifi ed port infrastructure. Many port-reliant businesses which precinct can accommodate major liquid have grown with the port. With increasing trade and chemical developments. This provides a activity for the coming years, it is essential level of certainty to both community groups and that we plan now for the ongoing development industry. Through precinct planning GeelongPort of the port in a socially, economically and has outlined its development intentions, thereby environmentally sustainable manner. providing more port planning transparency. A key aspect of the long term requirements for Ongoing information on port developments the port is the provision of adequate land for port will continue to be available to community operations, related industry, and for land use groups through port consultative forums. buffers. The Geelong Port Land Use Strategy Public access to foreshore areas was (PLUS) retains port and industry zoned land for identifi ed through consultation as being this purpose and identifi es a future role for the highly valued by the community. The Geelong Heales Road Industrial Estate. Having several PLUS supports this objective, subject to neighbours, such as the suburb of North Shore, safety and security considerations. The it is important that appropriate attention be given strategy also supports the protection of to land use buffers around the Port. environmental assets in the port area. The effi cient movement of cargo through the The fi nalization of the Geelong PLUS addresses Port relies largely on an effective rail and road the expectation of the Victorian Ports Strategic network. Signifi cant investments are advanced Framework 2004 that such a strategy be or completed, including the Geelong Rail Access prepared for the Port of Geelong. As the fi rst Improvement Project and the upgrade of the land use strategy for the Port, the Geelong Geelong-Mildura rail freight corridor. The arterial PLUS will be a key reference for policy makers, road network is also being strengthened by the investors and the local community. Geelong Ring Road. The shipping channels in Corio Bay, which are maintained by the Victorian The Geelong PLUS identifi es actions to progress Regional Channel Authority, provide a vital role port strategies, many of which require a for the safe passage of commercial shipping. partnership approach. I commend the Geelong PLUS to those organisations and stakeholders GeelongPort has a central role as the main port who have an interest in port issues and would manager and continues to invest signifi cantly encourage that it be used as the framework to in port infrastructure. This role includes land guide port development in the coming years. use and infrastructure planning for the Port. It is therefore appropriate that the Geelong PLUS was prepared jointly by GeelongPort and the Victorian Government.

Tim Pallas Minister for Roads and Ports

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy ii Executive Summary

The Government’s Victorian Ports Strategic • Reduce the likelihood of inappropriate or Framework 2004 (VPSF), identifi ed key challenges ad hoc development in and around the port for Victoria’s commercial trading ports, ranging precinct; from accommodating trade growth to coexisting • Emphasise the commitment of GeelongPort with neighbours in an urban setting and meeting to plan transparently and consult effectively safety, security and environmental performance on future development strategies; expectations. GeelongPort and the Victorian Government are both committed to ensuring the • Adopt a precinct based approach long term viability of the Port of Geelong, while within the broader port area, identifying respecting the reasonable amenity expectations of discrete precincts, each having particular local residents. characteristics, issues and stakeholders; and

In this context, GeelongPort and the Department • Complement other State and local of Transport (DOT) (formerly the Department of strategies, including, The Victorian Infrastructure) have prepared the Port Land Use Transport Plan, Freight Futures, Port Strategy (PLUS) for the Port of Geelong. Futures, Melbourne 2030/Melbourne @ 5 million, Victorian Ports Strategic Framework, The PLUS refl ects recent State and National Victorian Coastal Strategy and the Corio Bay priorities for port development, announced during Coastal Action Plan. 2008 in The Victorian Transport Plan, Freight Futures (the Victorian Freight Network Strategy), The PLUS is divided into two main parts. Part A and Infrastructure Australia’s National Infrastructure recognises the issues raised by the community Priorities. and focuses on the need for the strategy; the current policy framework; existing conditions The release of the Port of Geelong PLUS delivers and the requirements for ensuring the long term on the Victorian Government’s commitments to economic viability of the port and port-related comprehensive and strategic port planning. activities. Part B sets out the strategic framework identifying the objectives of the strategy, key This fi nal version of the PLUS is the culmination of planning principles, strategic directions, strategies earlier draft strategies and a fi nal round of public and actions. Importantly, port precincts are also and agency consultation in 2007. During this described, including constraints and opportunities process the City of Greater Geelong prepared to progress the future development of the port. its Geelong Port Structure Plan. The concurrent development of the two port strategies has enabled Part A – The Need for a Strategic a timely exchange of policy views. The strategies Framework are generally complementary and the remaining differences will involve ongoing consideration. Also The Port of Geelong is the second largest Port of particular interest are several port related studies in Victoria, handling over 12 million tonnes of which have progressed, particularly the VicRoads imports and exports worth $5.6 billion annually. Linkages Study, Council’s Heales Road Industrial Port generated employment involves about 6100 Estate Framework Plan and Council’s Geelong jobs, resulting from direct, fl ow on and port-reliant Marine Industry Project. industry. The PLUS acknowledges the signifi cance of the Port of Geelong from local, regional and State The PLUS provides a framework of robust strategic perspectives and identifi es clear support for the port directions and actions that can be progressed and its sustainable development through both State with key stakeholders to provide sustainable and and Local Government policy statements. orderly port growth, and greater certainty for land use planning decisions in and around the Port. The port’s major trade is in dry and liquid bulk commodities, with a signifi cant component of The PLUS seeks to: break bulk. During 2004/05, the port’s major commodities were crude oil and petroleum • Demonstrate an integrated approach to products (58 per cent); woodchips (12 per cent); economic, environmental and social factors fertiliser (10 per cent); grain (9 per cent); and impacting on the port; aluminium products (4 per cent). Trade growth is • Address the mutual obligations of the port anticipated in the following trades: and its neighbours; • Bulk handling of grain;

EExecutivexecutive SSummaryummary iii

• Coal; also allows for the expansion of the port and port related industry at Corio Quay. Any further erosion • Fertilisers; of the existing land use buffers would have a • Biofuels; negative impact upon the port.

• Livestock; The PLUS recognises the need to build upon the • Vehicles; port’s infrastructure assets. Existing limitations in transport links between the port and the Heales • Bulk minerals/ mineral sands; Road Industrial Estate and the Geelong Ring Road • Woodchips and logs; and need to be improved. VicRoads is completing a road linkages study which is expected to identify a range • Soybean meal. of actions to improve on-road freight linkages.

The PLUS recognises that the ongoing economic Other major transport projects include the viability of the port and port-related industries is construction of standard gauge connections for dependant on: the Corio Independent Goods Line and Midway.

• Trade growth and the ability of the port to To meet the berth capacity estimates for a high accommodate the trade infrastructure, land, growth forecast trade scenario (to 2020 and access and transport needs; beyond), the berthing requirements for the • Road and rail connection improvements; port include:

• The adequacy of available port land and • Extension of Corio Quay North and South associated industrial land, especially at (increased demand for export of woodchips Corio Quay; and and mineral sands as well as the increased • Adequacy of port channels (managed by demand for imports of steel products and the Victorian Regional Channels Authority vehicles); and (VRCA)). • Extension of Lascelles Wharf (growth in fertiliser manufacturing and forestry The key factors tending to constrain the Port of industries). Geelong’s growth relate to the need for additional and improved infrastructure (transport and port related); the limited supply of industrially zoned Part B – The Strategic Framework land near port facilities; constraints from non-port Key objectives of the PLUS include: related uses; erosion of separation buffers and time consuming and uncertain planning approvals • Effectively developing port facilities to process. These factors can be discouraging to accommodate trade growth and change; investors and have the potential to ultimately inhibit regional economic growth. • Transparently planning the development and use of port and adjoining land to The lack of available back up land within the support growth; vicinity of the port is a signifi cant limiting factor. • Improving land transport access to The port has 28.9 hectares available near the port; Lascelles Wharf. However 11 hectares is the old Corio landfi ll site, where development is unlikely • Effectively managing the port’s interfaces due to high redevelopment costs and a further 5.8 with the Geelong community, including hectares is also bisected by Cuthbertson Creek amenity, safety and environmental impacts; drain and subject to easement restrictions. Corio and Quay has no additional available land. • Supporting reviews of planning controls to provide more certainty for port-related The PLUS emphasises the importance of retaining developments. all industrial zoned land as land use buffers, protecting both the port’s ongoing operation and the amenity of the surrounding sensitive land uses (residential and commercial). The retention of the existing industrial land surrounding the port

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy iv

A two tier strategic planning approach has been dry bulk and break bulk. Each Precinct Plan briefl y adopted. The fi rst tier deals with the port as a whole describes the existing conditions, including major and identifi es fi ve planning principles and seven land users, zoning, access and infrastructure, strategic directions to guide the future development and precinct constraints. Planning opportunities of the port. The strategic directions are: are outlined for each precinct, consistent with the port-wide strategic directions but specifi c to the 1. Provide adequate port infrastructure to meet characteristics applying to that precinct. forecast trade growth until at least 2020; The PLUS proposes to investigate the application 2. Ensure that an adequate supply of of buffer strategies between the port and industrial appropriately located and zoned land is and more sensitive land uses (residential and available to support the growth of the port commercial), to address interface issues and to and port-related industries; maintain the integrity of the buffer. The North Shore 3. Provide effective transport linkages within residential area is identifi ed as an action priority, the port area and between the port area where a specifi c local plan is proposed to be and the broader freight transport network undertaken to focus on interface issues and to service the port’s trade needs, with protection of amenity. minimum adverse amenity impact on surrounding communities; The PLUS recognises the port’s commitment to the existing legislative framework for implementation 4. Define and implement effective land use of safety and environmental management control buffers around the port to protect both the measures on port land and waters through the Port economic future of the port and existing of Geelong Safety and Environment Management sensitive land uses nearby; Plan (SEMP). It also identifi es opportunities to 5. Adopt effective safety, security and better integrate environmental management environmental management practices requirements for port-related or industrial activities so that the port and port related activity outside port land but in the ‘Port area of interest’. does not unreasonably impact on the The approach of the PLUS to use port precinct surrounding areas; planning will assist in identifying and managing community concerns, including the safe storage 6. Enhance the social capital of the port by of chemicals by limiting Controlled Port Activity1 to identifying and utilising opportunities to the Liquid Bulk Precinct. contribute to community resources and values; and The community standing of the Port can be 7. Consider and advocate changes to enhanced through continual improvement planning provisions that provide more in information exchange and consultation certainty and transparency for port, processes. The PLUS recognises the potential industry, and the community in relation to provided by the precinct planning approach port and port-related development. to develop opportunities for open space areas within the ‘Port area of interest’; providing public Under each strategic direction are a set of access to the foreshore where practicable; and strategies and specifi c actions aimed at improving the general environs and community implementation of the directions. resource of the Port.

The second tier outlines Precinct Plans for specifi c With regard to planning approval processes, many parts of the ‘Port area of interest’, as follows: port developments are currently subject to lengthy permit and notice requirements. Uncertain planning • Liquid Bulk Precinct (Oyster Cove); approval outcomes are a disincentive for port investment. Opportunities to clarify policy on port • Bulk and Break Bulk Precinct (Lascelles development and identify acceptable mechanisms Wharf, North Shore and Corio Quay); to provide for more certain outcomes would be • Dry Bulk Precinct (Grain Piers); and supported. The experience of the Corio Quay north berth extension clarifi ed issues and approval • Point Henry Precinct. requirements. The lessons learned should enable a more streamlined process for future berth extensions The Precinct Plans have been developed based proposed at Corio Quay and Lascelles Wharf. on the predominant trade type, such as liquid bulk,

1 ‘Controlled Port Activity’ is defined as an activity including stored hazardous goods above their threshold quantity as defined by Schedule 9 of the Occupational Health and Safety Regulations 2007.

EExecutivexecutive SSummaryummary v Summary of Key Strategies

The key strategies in the PLUS are summarised Effective Land Use Buffers below: • In conjunction with actions from the Adequate Port Infrastructure Council’s Port Structure Plan, develop a Port Buffer Strategy to address the existing • Maintain, enhance and fully utilise existing interface issues between the operating port berth and support infrastructure and port, industrial land uses and more improve the efficiency of port operations sensitive land uses. to accommodate trade growth in the short term. • Retain all existing industrial zoned land surrounding the port to maintain its integrity • Develop and implement a program to as a land use buffer between the port and provide for additional port infrastructure more sensitive land uses. requirements in the medium to long term, specifically additional berthing facilities at • Review the area south of Mackey Street Lascelles Wharf and Corio Quay. (Osborne House Precinct Masterplan) to provide a land use transition, whilst retaining all the existing industrial land Adequate Supply of Appropriately within an industrial zoning. Located and Zoned Land • Retain the industrial land between the rail • Ensure that existing industrially zoned land line and the Princes Highway as a buffer to in the ‘port area of interest’ is retained for the Shell Refinery. port and port-related uses, including port • Develop a specific local plan designed buffering. to protect the amenity of the North Shore • Investigate opportunities to utilise vacant or residential area. currently available industrial land within the ‘port area of interest’, including the former Effective Safety, Security and Ford site, the OneSteel and Bekaert sites and potentially the Incitec Pivot site for port- Environmental Management Practices related or associated value adding industry. • Promote integrated environmental • Ensure protection of the Heales Road management planning for all sites currently Industrial Estate as a priority location for within the ‘port area of interest’, including port-related or associated value adding those not subject to SEMP or EPA industry outside, but accessible to, the ‘port approvals requirements. area of interest’. • Contain ‘Controlled Port Activities’ within the Liquid Bulk Precinct. Effective Transport Linkages Enhance Social Capital • Support Federal and State Government transport initiatives designed to improve • Develop open space/community use freight access to the port. opportunities in the ‘port area of interest’. • Enhance the road freight links to the Port • Provide public access to the foreshore of Geelong, by ensuring that suitable and develop pedestrian and bicycle connections are available to and from the access through the ‘port area of interest’, Heales Road Industrial Estate, the Geelong where practicable without compromising Ring Road and other major arterial roads. the operation or security of the port or presenting an unreasonable risk to the • Ensure that key port facilities have efficient public. access to both the standard and broad gauge freight rail networks. • Utilise the precinct planning approach to more effectively engage with community • Promote the designation of preferred on- interests and address issues in a targeted road freight routes. manner. • Ensure that affected communities are actively involved in the future planning for the port through the regular provision of information and effective consultation process.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy vi

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. • Support the use of port precinct planning within the Greater Geelong Planning Scheme to assist decision making on permit applications. • Strengthen planning policy frameworks to provide clear strategic support for future port operations in a manner that achieves sustainable outcomes. • Support any review of the existing planning provisions in the ‘port area of interest’ aimed 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

SSummaryummary ooff KKeyey SStrategiestrategies 1

Part A Need for a strategic framework for the Port of Geelong 2 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, both Geelong was initially prepared by consultants of which can be discouraging factors to investors. Sinclair Knight Mertz in 2003 and released for These constraints have the potential to signifi cantly public comment in August 2004. The purpose of the inhibit regional economic growth and it is therefore 2003 draft plan was to provide a coordinated and vital that they are addressed by the PLUS in a integrated approach to the management of the Port manner that facilitates orderly and sustainable port of Geelong’s future development. development over the next twenty years.

As a result of extensive feedback received on The PLUS provides a framework of robust strategic the 2003 draft plan, the Department of Transport directions and actions that can be broadly agreed (DOT) and GeelongPort jointly developed a revised by key stakeholders so that greater certainty approach to address the signifi cant issues raised. can be provided for land use planning and In particular, the revised 2007 draft Port Land infrastructure development in and around the port. Use Strategy (PLUS) more explicitly addressed the need to achieve ‘triple bottom line’ outcomes The PLUS seeks to: raised by a range of community stakeholders. • Complement other State and local GeelongPort and the Victorian Government are both strategies, including, The Victorian committed to ensuring the long term viability of the Transport Plan, Freight Futures, Port Port of Geelong, while respecting the reasonable Futures, Melbourne 2030/Melbourne @ 5 amenity expectations of local residents. The million, Victorian Ports Strategic Framework, Victorian Ports Strategic Framework (2004) identifi es Victorian Coastal Strategy and the Corio Bay key challenges for Victoria’s commercial trading Coastal Action Plan; ports, ranging from accommodating trade growth to coexisting with neighbours in an urban setting • Address the mutual obligations of the port and meeting safety, security and environmental and its neighbours; performance expectations. • Reduce the likelihood of inappropriate development in and around the port precinct; The draft PLUS built on the previous work and community feedback as well as having regard to • Emphasise the commitment of GeelongPort the latest State and Local Government strategy and to plan transparently and consult effectively policy work, including the Port of Geelong Economic on future development strategies; Impact Study 2005, prepared by EconSearch • Adopt a precinct based approach P/L, and the work on implementing the 2002 within the broader port area, identifying Geelong Region Strategic Plan, by the nine discrete precincts, each having particular Councils in the Region. characteristics, issues and stakeholders; and It is critical that the PLUS protects the viability The PLUS does not deal with the Point Wilson of this signifi cant economic resource from Explosives Pier, which is owned by the incompatible land uses and erosion of existing Commonwealth Department of Defence, or land use buffers. The PLUS seeks to provide Cunningham Pier in the heart of Geelong. Point for the future sustainable growth of the port and Wilson will be retained as a Defence facility until ensure complementary port-related industrial the Department of Defence completes a long term uses are supported in and around it, as well as strategic review of its requirements. Cunningham protecting the amenity of surrounding sensitive Pier is largely orientated to tourist use and land uses and the environment. accommodates only the occasional cruise ship visits. The port and associated port activities are anticipated to grow considerably over the next In parallel with the preparation of the PLUS, twenty years, resulting in changes to the existing the City of Greater Geelong has prepared its land use, port infrastructure and access needs. Geelong Port Structure Plan (2007). The Structure The port must also respond to, and have a better Plan is Council’s strategic framework for the understanding of the environmental and social future use and development of the Port of impacts associated with expansion of facilities Geelong and the surrounding port land uses, and and infrastructure. includes freight logistics. The Port Structure Plan

1 BackgroundBackground ttoo tthehe LLandand PPortort UUsese SStrategytrategy 3

identifi es strategic port issues and considers industry Similarly, social impacts were considered important needs and community aspirations. The aims of the in terms of: plan include: • Retention of residential redevelopment • Provide for the ongoing viability of the Port opportunities; of Geelong; • Health impacts and emergency response • Safeguard the residential amenity of the arrangements; local community; • Alienation of public interest/access to public • Provide greater certainty for port investors land, including on and off-shore fishing and local residents; spots; and • Assist with Council’s decision making on • Recognition of industrial heritage. planning permit applications and planning scheme amendments; and In particular, there were a number of specifi c issues identifi ed in submissions, including: • Assist Council when deciding on infrastructure and services. • Zoning and planning approvals – concern The Port Structure Plan outlines planning policy about the application/possible extension changes that could be used to implement its of the Port Special Use Zone, application fi ndings. Several proposed amendments to the of industrial zones and related planning Greater Geelong Planning Scheme are expected to approval processes. fl ow from the plan, and the plan itself is expected • Impact on residents in and around the to be a Reference Document in the planning port area – including possible limits on scheme. The plan may also inform changes to intensification of residential development, Council’s revised Municipal Strategic Statement. and prevention of subdivision. The preparation of the Structure Plan was subject • Chemical storage – including concerns to community consultation and was informed by about growth in storage, how and where the draft PLUS. The plan is similar to the PLUS, but chemicals are stored and limited appeal retains different emphasises, particularly in relation rights in the planning approval process. to development in the Liquid Bulk Precinct. The • Transport – managing increased heavy two documents are however complementary in vehicle traffic in and around the port area, most matters. including appropriate links to the Geelong Ring Road and Heales Road Industrial Estate. 1.2 Community Feedback in 2004 and 2005 1.3 Need for a New Approach

The submissions received on the 2003 Draft Plan Based on this community feedback, GeelongPort through the public exhibition process in 2004 and and DOT considered that a revised strategic 2005 raised a number of issues and concerns planning framework was needed to: which GeelongPort and the Department of Transport (DOT) believed needed to be addressed. • Identify and consider economic, Of particular importance was adoption of a more environmental and social impacts/influences balanced ‘triple bottom line’ approach to the in an integrated, innovative way ‘triple management of future changes. bottom line’. • More explicitly address the mutual Residents and community groups raised a number obligations of the port and its neighbours. of environmental concerns, such as: • Focus in a pragmatic way on reducing the • Impacts on residential areas and the need likelihood of inappropriate development in for land use buffers; and around the port precinct. • Impacts on foreshore and marine • Encourage Port of Geelong managers to environments; and plan transparently and consult effectively on • Need to address noise and traffic impacts. future development strategies.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 4

• Adopt a precinct based approach within • That port planning should assume an the broader port area, identifying discrete increase in bulk liquid imports over time, precincts each of which has common both in terms of liquid type and quantity; characteristics and issues. • That Incitec Pivot’s current business, • Define a process to better integrate and which involves the handling of bulk liquid monitor detailed precinct planning and chemicals, should be acknowledged; and development with planning, environmental • The need to maintain adequate land zoned and social impact assessments/approvals. for new industry requiring buffer areas. The Minister for Roads and Ports, Tim Pallas MP, also hosted a forum in July 2007 with 1.4 Feedback on Draft PLUS representatives of community groups, industry, the 2007 City of Greater Geelong and other organisations.

Matters raised included: Written submissions received on the ‘new approach’ PLUS in 2007, indicated ongoing • A desire to increase pedestrian access concerns regarding several issues, as well as around the port; new points. Key responses from residents and community groups included: • Concerns regarding impacts of increased port truck traffic on urban areas and • Improvements needed for road freight Geelong Grammar School; routes; • A need to strengthen buffers between • Impacts of truck use of Shell Parade on residential areas and industry; Geelong Grammar School; • Maintain industrial zoning in the port area • Retaining third party appeal rights; and avoid uses, including retail activities, that have different amenity and safety • Maintaining and enhancing public access to needs; foreshore areas; • A desire to continue landscaping and • Revegetation of Cowies Creek and revegetation programs; foreshore; • A concern regarding the safety of chemical • Vacant lots around Incitec Pivot being classification and storage; and unsuitable as public open space; • The need to translate policy into the Greater • Support further restrictions on chemical Geelong Planning Scheme. storage developments; • Different chemicals definitions used in PLUS The feedback received on the draft PLUS has led to and Council’s Port Structure Plan; and further changes to the PLUS with the recognition of additional issues and adjustments to actions. The • The need to acknowledge the potential PLUS attempts to provide a position or direction on effects of climate change on port activities. all land use and transport issues involving the port. Responses from port businesses and commercial Many issues are ongoing, such as improvements interests included: to port land use buffers or road freight routes. The PLUS provides a framework, from the perspective • Concerned that land use buffers should of the port manager and State government on how adequately protect existing industry from the port issues should be approached. It is intended encroachment of sensitive land uses; that the PLUS complements other levels of land use and transport policy, and encourages a partnership • That local heritage places should be approach to implementing actions. acknowledged; • Concerned that the proposed land uses associated with the Osborne House Precinct Masterplan may conflict with port uses;

1 BackgroundBackground ttoo tthehe LLandand PPortort UUsese SStrategytrategy 5

Figure 1 Port of Geelong Overview

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 6 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 a signifi cant contributor to both the regional and Oyster Cove to Point Henry (Refer to Figure 1: Port the State economy and employment base. The of Geelong Overview and Figure 2: Existing Port port handles over a quarter of Victoria’s overseas Features). exports and in a typical year in excess of 12 million Connecting channels within Port Phillip and Corio tonnes of bulk cargo with an estimated value of Bays provide direct access for shipping to the Port $5.6 billion a year. It has an extensive range of of Geelong. The channel was last deepened in 1997 wharves, berths and associated cargo facilities with to provide a depth of 12.3m. Turning basins are a strong orientation to dry and liquid bulk, but with available off Refi nery Pier, Corio Quay and the Grain a signifi cant component of break bulk cargoes. Wharves and 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. GeelongPort’s vision for the Port of Geelong is to accommodate the forecast high-case scenario The port’s land based infrastructure includes: for growth in trade over the next two decades, with a focus on its existing role in bulk and • Berths, piers; and wharves, and dry-bulk cargo. Port development should maintain the port’s economic sustainability while also • Cargo handling facilities, on the back up land identifying and maintaining opportunities for long behind the berths. term growth beyond the existing forecast. Further Specialised berths are provided to handle the port development and management should avoid different cargo types traded through the port. unreasonable social or environmental costs. The commercial shipping berths include:

• Lascelles Wharf (3 berths; break and dry bulk); 2.2 Port Land Ownership • 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 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 the predecessor to GeelongPort, TNT GeelongPort, tug base (3 tugs and 2 line launches), and as a lay- set up a management company to manage the up berth for ship repairs. 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 GeelongPort owns approximately 28.9 hectares of depot and is owned by the Commonwealth vacant industrial land adjacent to Lascelles Wharf. Department of Defence. Cunningham Pier is The balance of the land within industrial zones used primarily for tourist related purposes and surrounding the port is owned by other private occasionally accommodates berthing of cruise liners port operators or industries. Responsibility for and naval vessels. the foreshore areas and creek management rests variously with the Department of Sustainability and Figure 2 provides an overview of the port facilities in Environment (DSE), Parks Victoria and the City of context of the surrounding area. Greater Geelong.

2 PortPort OOverviewverview 7

Figure 2 Existing Port Features

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 8

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 fl ow 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 report Economic Impact of the Port of • Coal; Geelong 2004-05, quantifi ed that the port supports about 6108 jobs as a result of direct, • Fertilisers; fl ow-on and port-reliant business employment. The • Biofuels ten port-reliant fi rms alone provide approximately 7% of the region’s employment and generate a • Chemicals; business turnover of $2.1 billion. • Vehicles; Table 1 provides an estimation of the value of the • Livestock; direct, fl ow on and ten port-reliant fi rms for 2004/05, • LPG; to the State and region. • Woodchips and logs; and • Soybean meal. 2.5 Port Trade

Cargo moved through the Port of Geelong on a 2.6 Port Area of Interest tonnage basis has been relatively steady over the fi ve years to 2007/08. The greatest year to year The PLUS identifi es a ‘port area of interest’ for the Port variations have been fl uctuations in grain and to a of Geelong which generally includes the Special Use lesser extent fertiliser production and woodchips. The (Port) Zones and Industrial Zones surrounding the port port’s major commodities in 2007/08 were: and the adjacent foreshore areas. The Princes Highway and Corio Bay provide the boundaries to the west • Crude oil and petroleum products and east respectively, excluding the residential area of (60 per cent); Norlane. To the north the core area of interest is bounded • Woodchips (15 per cent); by School Road and, to the south, by Osborne Park.

• Fertiliser (12 per cent); The Alcoa aluminium smelter located at Point Henry • Grain (1 per cent); and is a specialised facility, with some land available for further development. • Aluminium products (4 per cent). Industrial zoned land in the vicinity of the port totals 226 hectares, including the areas occupied by the The port’s major trade is in dry and liquid bulk, with a port-related industries around Corio Quay, Lascelles signifi cant component of break bulk. The key current Wharf and Refi nery Pier, with the Shell Refi nery and future trades proposed at the Port are: occupying 119 hectares of this area. • Oil and petroleum products; • Bulk handling of grain; • General cargo;

2 PortPort OOverviewverview 9

Figure 3 Port Trade

Inbound Outbound Cargoes to the Port of Geelong 2007/08 Cargoes from the Port of Geelong 2007/08

Misc. Alumina Misc. Grain 8% 5% 3% 3% Aluminum Ingots Fertiliser Woodchips 1% & Logs 17% 44% Total Imports Crude Oil & Total Exports 7.1 Petroleum Liquid Bulk Products 3.7 Million 5% 66% Million Tonnes Tonnes Petroleum Products 48%

South East Asia Crude Oil China Grain Japan Petroleum Products Woodchips Alumina Fiji Grain Middle East Geelong Grain

USA Fertiliser

In 2007/08 there were 631 ship visits to the Port of Geelong, carrying almost 11 million tonnes of cargo with an estimated value in excess of $5 billion. The predominant cargoes exported are petroleum products and woodchips, while the main cargoes imported are crude oil and fertiliser.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 10

Figure 4 Zoning and Port Area of Interest

2 PortPort OOverviewverview 11

Table 2 Existing Developed and Undeveloped Port Land Areas

Location Developed Area Undeveloped Area (port owned land)

Lascelles Wharf 12ha 10ha (5.9ha adjoining the OneSteel site; 4.1 ha immediately north of Lascelles Berth No. 3) 7.9ha (various other sites in the Oyster Cove/Lascelles Wharf area) 11ha (costly development requirements – old Corio landfi ll site).

Corio Quay 9.5ha 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.

The land uses adjoining the port are predominately 2.7 Transport Infrastructure heavy industry (Industrial 2 Zone), with industry extending to the south, west and north of the port. The State Government, GeelongPort and GrainCorp have provided, or committed to, substantial GeelongPort manages approximately 95 hectares improvements to the Port of Geelong and its of port land and associated storage and processing associated road and rail infrastructure over facilities. The land available for back up land and for recent years. The State Government has committed port-related uses is extremely limited, with developable $18.6 million towards rail improvement projects in port owned land predominantly located in and Geelong which will enhance the port’s connection around Lascelles Wharf. The total area available for to the broad and standard gauge networks. port and port-related uses is about 28.9 hectares (including the 11 hectares ‘old Corio tip’ site that has Road high development costs and a further 5.8 hectares that is bisected by Cuthbertson Creek drain or Access to the Port of Geelong from the State’s subject to easement restrictions), mainly situated arterial road system is available from local arterial around Lascelles Wharf and Refi nery Pier. There is road networks. The principal north-south route is currently no available port land around Corio Quay or Corio Quay Road/Seabeach Parade/Shell Parade. the Grain Piers. Connections to the Princes Freeway and proposed Geelong Ring Road at its northern end are also The limited availability of back up land within the Port available. Regional road connections are available to of Geelong is a major constraint to the port’s growth the west linking to Warrnambool and Adelaide, and potential. The retention of all existing industrial land northwest via the Hamilton and Midland Highways. located in and around the port is not only necessary for the buffering of the port uses, but also provides The Geelong Ring Road, around the northern and suffi cient industrial zoned land to accommodate port- western outskirts of Geelong, will link the Princes related and associated value adding industries. The Highway at Waurn Ponds to the Princes Freeway former Ford site is noteworthy as it provides a land use at Corio. The section from Corio to the Hamilton buffer role, and in the event that it becomes available, Highway was opened during 2009, with the fi nal it could provide an important opportunity to increase section to Waurn Ponds due for completion in 2010. back up land at Corio Quay. The Ring Road will be able to service the majority of port related traffi c travelling to and from western To the north of Corio Quay there is a small residential Victoria and South Australia, making the connections area (North Shore) and housing to the west of the between the Ring Road and the Port of Geelong Geelong-Melbourne railway line (Norlane) and to integral components of the road freight network the south Osborne Park. Geelong Grammar School (Refer to Figure 5 Road and Rail Network). lies to the north/north-east of the Port. In addition to improving road freight capacity Within the ‘port area of interest’ are a number of places the Geelong Ring Road will change freight travel of cultural signifi cance. These include Aboriginal patterns and provides a new context for local road archaeological sites, post-contact heritage places, freight. In consultation with industry and government and maritime infrastructure. Cultural heritage is stakeholders, VicRoads investigated port-related road addressed in part 3.4. freight issues and prepared the Geelong Freight Linkages Study 2008. This framework identifi es the principal freight routes, short-term improvements, and possible future road connections.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 12

VicRoads completed a bypass (Avery Street) at Government. Standard gauge trains travelling to North Shore in 2006, aimed at redirecting freight traffi c and from the Port of Geelong are currently required away from the North Shore residential area. This has to run to Gheringhap to reverse direction, leading been a signifi cant concern of local residents in this to congestion and operational ineffi ciencies. This area and the bypass has been well received. project will help overcome this limitation, improving rail capacity on the Melbourne-Adelaide corridor. Rail This project is expected to commence in late 2009 and be completed by mid-2011. The Port of Geelong is connected to the State’s standard and broad gauge rail network by rail lines The viability of developing an inter-modal terminal running northwards (to Melbourne) and westward (IMT) within the Geelong region was investigated (Western Victoria and Adelaide). Local rail access to in 2007 by the Department of Transport, Regional the port’s wharves are summarised in Table 3. Development Victoria, and the City of Greater Geelong. The preliminary study found that there Goods receivable facilities are available at North is a demand base for an IMT, providing a shuttle Shore station and yard. There are some operational service for containerised freight, on standard gauge, constraints associated with the rail network servicing between the Ports of Geelong and Melbourne. The the port. For example, the level crossings at study also found that there is potential for signifi cant Thompson Road and Separation Street limit the non-containerised freight to be handled at an IMT, length of trains accessing the GrainCorp facility. which requires the consideration of broad gauge. Also, shunting into Corio Quay requires the use of Of the location options that were evaluated, a Lara the main line to Melbourne. site and the Heales Road Industrial Estate were rated highly. Further investigative work has been identifi ed to The Victorian Government is committed to progress the IMT proposal. In the event that the Lara extending rail access at the port. Through the site is favoured for an IMT, the future role of the existing Geelong Rail Access Improvement Project (GRAIP), rail spur at the Heales Road Industrial Estate should the dual gauge Corio Independent Goods Line, be examined. off the Geelong Grain Loop to North Shore, was completed in 2008/09 connecting Midway Pty Ltd to More locally, safety for pedestrians and cyclists at the the standard gauge network. port rail connections at South Corio Quay is being improved with the installation of rail security gates. As part of the Nation Building Program – Economic Stimulus Plan, the Australian Government has Decisions on land use and transport infrastructure committed up to $50 million towards upgrading the within the Port of Geelong must consider strategies standard gauge rail access to the Port of Geelong. and policies at the National, State and local levels. This project will be undertaken by the Australian The following section outlines strategies relevant to the Rail Track Corporation on behalf of the Victorian current and future land use planning for the port.

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 satisfi ed at this point in time. Incitec Pivot fertiliser 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 PortPort OOverviewverview 13

Figure 5 Road and Rail Network

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 14 3 Policy and Planning Framework

3.1 National Strategies maritime security plans prepared by GeelongPort and the VRCA. In some instances, these Commonwealth approved plans may restrict public National Infrastructure Priorities access to foreshore and wharf areas and watercraft movements in the vicinity of certain vessels. In 2008, Infrastructure Australia (IA) identifi ed the following key challenges facing Australia, which are relevant to ports: 3.2 State Policies and Strategies

• Supporting our cities: improving the livability, sustainability and productivity of Australia’s Victorian Ports Strategic Framework major cities. The Victorian Ports Strategic Framework 2004 • Boosting exports: increasing the productivity (VPSF) set out the Government’s core directions of Australia’s international gateways, making for the State’s four commercial ports. The core sure that they can meet the rapidly growing directions are: freight task without adverse impacts on community amenity. • Building on existing capabilities and competitive strengths; • Supporting rural communities: improving the quality of life and economic prosperity in • Anticipating and planning for future land, rural and regional communities. access and infrastructure needs; In May 2009, the Australian Government and IA • Providing the right regulatory and announced nine Priority Projects to commence institutional settings for a sustainable port immediately, including preparation of a National system; and Ports Strategy and a National Freight Network • Promote improved communication Strategy by IA and the National Transport and understanding between Victoria’s Commission to improve the way our ports and land commercial trading ports, their communities transport networks are planned and managed to and industry stakeholders. attract investment into the sector. The VPSF provided specifi c comments on key issues affecting each port. In relation to the Port of Environment Protection and Biodiversity Geelong, it identifi ed the absence of dual-gauge Conservation rail access to Lascelles Wharf and Corio Quay as The Environment Protection and Biodiversity a constraint on Geelong’s ability to compete for Conservation Act 1999 (EPBC Act) came into some bulk cargoes. It noted the Government’s force in 2000. The EPBC Act protects the commitment to progressing rail improvement environment, particularly matters of National projects, including: Environmental Signifi cance and it streamlines national environmental assessment and approvals • The North Geelong track modifications; process, protects Australian biodiversity and • The Corio Independent Goods Line; and integrates management of important natural and cultural places. The Federal Department of • Lascelles Wharf rail connection. Environment, Water, Heritage and the Arts has had a range of port development proposals referred to The VPSF identifi ed the need for long term land it for consideration under the EPBC Act, including use planning for all commercial trading ports, wharves, dredging and port redevelopment. including planning and implementation of effective buffers. The establishment of buffers between the port, including associated industries and transport Maritime Transport Security infrastructure, and surrounding sensitive land uses The Federal Maritime Transport and Offshore is important to reduce further constraints on the Facilities Security Act 2003 (MTOFSA) provides port activities and to provide for the protection the regulatory framework for preventative anti- of the health and amenity of the adjacent more terrorist security measures for Australian ports, port sensitive land uses. facilities, port service providers, ships and offshore facilities. MTOFSA requires maritime industry The long term economic viability of the Port of participants to develop individual security plans that Geelong is infl uenced by a number of factors, are relevant to their particular circumstances and including land availability, competition and adjacent specifi c risks. The Port of Geelong is affected by land uses. The North Shore residential area is the

3 PolicyPolicy aandnd PPlanninglanning FFrameworkramework 15

most prominent example of historical development Port Futures close to a port and other industrial areas that has Port Futures advances new directions outlined in resulted in potentially incompatible land uses being the VTP and Freight Futures and updates aspects located adjacent to each other. Similar buffering of the existing settings in the VPSF, including issues occur in south eastern parts of Norlane. the sequence of port development and outlining improvements to port governance arrangements. The Victorian Transport Plan and Freight Futures The goal of Port Futures is to introduce improved On 8 December 2008, the Victorian Government policy and strategy settings to ensure that the released The Victorian Transport Plan (VTP) and contribution of Victoria’s ports to the State’s Freight Futures – Victorian Freight Network Strategy. economic prosperity and sustainability is maintained and maximised. The VTP sets out the Government’s vision and plans for developing an integrated, sustainable Port Futures addresses the following key issues of transport system for Victoria over the next 20 years. particular relevance to the Port of Geelong:

Freight Futures is the Victorian Government’s long • Port Governance arrangements – Freight term strategy to ensure that the State’s freight Futures flagged the Government’s intention networks, systems and infrastructure are planned to integrate the ports of Hastings and and developed to continue performing well to meet Melbourne. Port Futures develops the the existing and future freight tasks. Freight Futures policy rationale for this port governance forms an important companion document to the change and sets out the next steps in VTP and elaborates the Government’s thinking in implementation. relation to freight in the VTP. • Port Planning and Protection – Port Futures provides the context for the release of Freight Futures identifi es a Principal Freight Network the final port land use and development (PFN) of key transport (road, rail, sea and air) strategies for the four commercial trading corridors which link the Freight Activity Centres ports; the requirement that they be updated (FACs), particularly those of national, State and regularly on a four yearly cycle; and regional signifi cance. Freight Futures recognises the proposal that they be appropriately ports as particularly important FACs with special recognised in the Victoria Planning attributes and needs and sets out a range of Provisions. It also contains a range of actions to ensure their ongoing effi ciency and proposed initiatives to streamline planning sustainability. processes. To achieve the goal of strengthening Victoria’s and • Port Safety, Security and Environmental Australia’s economies by having the most effi cient Performance – Port Futures proposes to and effective transport links to connect people to build on improvements in safety, security jobs and goods to market, the VTP and Freight and environmental risk management by Futures include initiatives which will have relevance giving effect to the recommendations of for the Port and Green Triangle Region the Review of Pilotage Arrangements in Victoria; committing to a full response to • Identify a Principal Freight Network for issues identified in the Marine Emergency Victoria Framework Review; and undertaking a review of the implementation and operation • Trial the next generation of high productivity of Safety and Environment Management freight vehicles noting their potential to Plans (SEMPS) in the ports. Port Futures reduce the number of trucks by almost a also identifies the priorities for ports in third on key routes adapting to the challenges presented by • Continue to improve the regional freight climate change and increasing community network including $180 million for the Gold expectations on ports in relation to and Silver rail freight lines sustainability issues. • Plan for investment in the Green Triangle region of south-west Victoria

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 16

Victorian Coastal Strategy Victorian Planning System The Victorian Coastal Strategy, as directed by the Planning legislation in Victoria is governed by the Coastal Management Act 1995, provides for long- Planning and Environment Act 1987, which provides term planning of the Victorian coast by: the administrative framework to create planning schemes. The Greater Geelong Planning Scheme • Ensuring significant features are protected; (GGPS) is the relevant planning scheme for the Port of Geelong. The GGPS contains State policies, • Giving clear direction for future use, Local policies and specifi c planning controls including the marine environment; (Zones and Overlays) establishing the approvals • Ensuring sustainable use of natural coastal framework within which decisions about future port resources; and development are made. • Identifying suitable development areas and The State Planning Policy Framework (SPPF) opportunities. objectives seek to achieve an appropriate balance The Victorian Coastal Strategy 2008 (consultation between environmental, infrastructure and draft) is the third Victorian coastal strategy. In economic outcomes. addition to ongoing issues the strategy provides direction on emerging challenges, particularly The SPPF contains a number of relevant policies in relation to climate change. The strategy which infl uence the operation and development of details projected climate change (from the the Port of Geelong. The policies provide direction Intergovernmental Panel on Climate Change), in relation to economic development, coastal including rising sea levels, increased intensity of management, industrial land development and port storms, and increased fl ooding and associated specifi c development. The relevant State Planning impacts. Sea levels are predicted to rise in the Policies identify the need to: order of 0.4-0.8m by 2100, while storm intensity and frequency will also increase. Extreme weather • Protect and maintain environmental features; events from climate change are a heightened risk • Promote sustainable development; to coastal infrastructure, including port-related infrastructure. • Support industry and the provision of a buffer between industry and sensitive land uses; and • Recognise the economic importance of the port.

3 PolicyPolicy aandnd PPlanninglanning FFrameworkramework 17

Port Safety and Environmental Management In 2003, the Port Services Act 1995 was amended to include requirements for port managers to develop and implement Safety and Environmental Management Plans (SEMPs) for their ports. The SEMP requires a comprehensive, risk based approach to safety and environment management by port managers and to address overlaps or gaps in existing operational systems. The SEMP is intended to complement existing legislation by bringing a ‘whole of port’ perspective to the management of safety and environment within a port.

The SEMP for the Port of Geelong was prepared jointly by GeelongPort, GrainCorp and the Victorian Regional Channels Authority (VRCA) in 2005 to address the land and water management issues for the port. GrainCorp is included as a port manager as it operates and owns the GrainCorp pier. The VRCA is responsible for regional shipping channels and manages the commercial navigation channels in the port waters of Geelong, Portland and Hastings.

The SEMP examines the full range of activities by the port managers, with a view to ensuring that all hazards and risks are identifi ed and controlled by the responsible parties. GeelongPort and many of the key port stakeholders have safety and environment management plans or systems in place for the control of hazards and risks. These are based on ISO 14001 for environmental management and AS 4801 for risk assessment.

The port managers are also incorporating appropriate safety and environmental management requirements into tenant agreements, leases, licences or any other form of agreements to operate in or access areas of the port when entered into, negotiated or reviewed.

In accordance with review provisions, the SEMP was independently audited in 2007 in relation to its continuing adequacy and implementation and found to be compliant.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 18

3.3 Regional Strategies transport links with regional Victoria underpin Victoria’s economy. Regional Victoria will continue to grow strongly and is projected to grow by G21 Geelong Region Plan approximately 477,000 people between 2006 and 2036. Approximately 40 per cent of regional The G21 region has a strong track record in Victoria’s population growth is expected to occur regional planning. The G21 Geelong Region Plan is in Geelong, Bendigo and Ballarat, representing a sustainable growth plan for the Geelong region, a signifi cant increase in population for each of looking toward 2050. these cities. Through the Ministerial Taskforce on Regional Planning, the Government will develop The Plan was developed during 2006/07 and a long-term blueprint for the sustainable growth represents the work and opinions of hundreds of regional Victoria, setting a broad framework for of people and organisations including G21 the future development of productive, liveable and Councils, the State Government, peak bodies sustainable regional communities. and environmental, community and business organisations of the region. Corio Bay Coastal Action Plan The Plan identifi es and addresses the challenges The Corio Bay Coastal Action Plan (2005) (CAP) the region will face in the areas of environment, builds on the directions and principles of the settlement, land use, community strength and Victorian Coastal Strategy. The CAP plans for short economy as well as the need for change in the and long term changes, aiming to coordinate the way we make things happen. Since its launch by many smaller planning and management decisions Premier Brumby in late 2007, the Plan has served around Corio Bay. The CAP applies to areas 600 as a strategic framework to prioritise and measure metres off shore from the high water mark. Key the success of regional projects against the agreed strategies relevant to the Port of Geelong include: vision for the Geelong region. • Increasing the availability of suitable The G21 planning group is currently reviewing its foreshore land for public recreational uses, existing plan to reconfi rm future priorities. including the upgrade of piers and areas of public recreation in accordance with Metropolitan Melbourne adopted foreshore management plans (i.e. Melbourne 2030 provides the strategic vision for the Cunningham Pier and Moorpanyal Park); future of Melbourne, outlining broad strategies for • Promoting land use that protects the management of growth corridors, activity centres, landscape qualities of the foreshore, transport and access. Melbourne 2030 recognises including revegetation works which support the value of and provides policy direction to and implement the Net Gain principles of protect and invest in the long term potential of the Victorian Coastal Strategy (i.e. Point Victoria’s commercial ports. It recognises the Henry); need to improve road and rail links serving ports, to develop freight links and to provide adequate • Protecting high value biodiversity sites for buffers around the ports to prevent perimeter land their conservation value and reduce marine use confl icts. and land pests affecting natural habitats (i.e. Point Henry); The Melbourne 2030 (2002) the policy Initiative • Managing Corio Bay to provide for 4.3.2 seeks to ‘protect options for access to, and continued port operations; and future development at, the ports of Melbourne, Geelong and Hastings, and ensure all port areas • Improve the water quality entering the are protected by adequate buffer areas to prevent bay, including a reduction of waste water land-use confl icts at the perimeter’. and stormwater volumes and rate flows entering the bay (i.e. ballast water discharge Melbourne 2030: a planning update – Melbourne protocols). @ 5million (2008) emphasises a new approach for The management actions relevant to the Port of managing Melbourne’s growth and development, Geelong from the CAP are shown in Figure 6 – as well as the key role of land use planning for Coastal Management Considerations. industrial and employment land. It recognises that Melbourne sits within a strong network of regional cities and towns. Communication and

3 PolicyPolicy aandnd PPlanninglanning FFrameworkramework 19

Figure 6 Coastal Management Considerations

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 20

3.4 Local Strategies Economic Development and Employment The MSS recognises the key role of the Port of Geelong and major connecting road and rail as Municipal Strategic Planning part of the City’s infrastructure base. There is a range of policies in the City of Greater Geelong’s Municipal Strategic Statement (MSS) The Geelong Economic Development Strategy and other local strategies that are relevant to port 2005-2010 (2005), provides a vision for the planning. development of a robust economy driven by smart and innovative industries that are supported by world-class infrastructure and highly skilled Ports workers, and will be a region known for its strong The Council recognises the vital importance of the environmental and social credentials. The strategy Port of Geelong to the City’s and State’s economy. identifi es the need for continual development It recognises the importance of effi cient road and of infrastructure to support new investment and rail infrastructure to the port’s performance, the reduce production costs. It recognises the role of need to maintain adequate land supply, and the local government in economic development and need to consider amenity concerns of adjoining the areas that the CoGG can infl uence to achieve a communities. strong economic future.

The strategies to achieve this include, protection The City of Greater Geelong adopted its Geelong of the port from encroachment by non-compatible Marine Industry Project in October 2007, proposing land uses or developments, ensuring suffi cient land the establishment of a major marine precinct to availability for future port-related developments, provide strong employment opportunities and the supporting port operations and maintaining restoration of heritage listed Osborne House. strategic opportunities for growth and development of other linked activities. The policy discourages In relation to the availability of industrial land, further fragmentation of land holdings in the port the MSS seeks to provide an adequate supply area, in particular where it threatens to close off of appropriately located industrial land and to strategic development options. direct different industry types to suitable locations. Industrial land is to be protected from encroachment Port Structure Plan – Council’s proposed by incompatible land uses. The MSS also seeks to Port Structure Plan provides guiding principles minimise land use confl icts and ensure that industrial addressing matters relating to zoning, land use development provides a high level of amenity for buffers and amenity impacts, traffi c access, and workers and visitors to the industrial areas. commercial shipping operations. This provision supports the aim to address land use interface In relation to the Heales Road Industrial Estate, areas with the port, such as North Shore. the MSS encourages regional and national scale industrial businesses to locate in the southern part of the estate. Council prepared the background Transport report ‘Heales Road Industrial Estate Framework The Geelong Transport Strategy 2003 offers a Plan 2007’ to review the planning provisions for framework for developing a sustainable transport the estate. Of the total 505 hectares, some 417 system to deliver improved social economic and hectares has been retained in Industry 2 Zone (of environmental outcomes that benefi t all sectors which 246 hectares is vacant). Most of the balance of the community. The Strategy focuses on the of the estate is to be rezoned to Industry 1 (81 challenges faced by a transport system catering hectares), with a small activity centre designated for an urban regional community of the size and Business 1 Zone. The minimum lot size of 5 diversity of Geelong. hectares has been retained for 68% of the estate, with 1 hectare and 0.4 hectare minimum lot sizes applying in other sections. Retaining larger lot sizes is important for some port-related industries which typically require larger land parcels. The existing rail spur connecting the estate is also considered a long-term asset around which development should be planned accordingly. Importantly, Council has commenced infrastructure planning for the estate to markedly improve the standard of services.

3 PolicyPolicy aandnd PPlanninglanning FFrameworkramework 21

Environment reduction of 1,000 megalitres of industrial site run- off water discharged into Corio Bay annually. The City of Greater Geelong recognises the value of the natural environment and that the municipality State and Federal governments are contributing is one of contrasts with coastal, rural, urban and approximately $22m towards this project. The plant natural environments defi ning the landscape. The will be located on land, transferred from Shell to local policies highlight the many and varied assets Barwon Water, and should be operational by 2012. and the need to protect these assets, including that of Corio Bay. Cultural Heritage In 2006, CoGG prepared an Environmental There are several recorded sites of Aboriginal Management Strategy 2006-2011 (EMS) to provide cultural signifi cance located within the ‘port area of clear direction for Council regarding sustainability interest’. These sites are generally located adjacent and the protection and enhancement of Geelong’s to the coast and waterways, and include land natural environment. As part of the EMS, the City occupied by Shell, Terminals Pty Ltd, and Osborne has developed a new Sustainability Framework and House. Proposed works that disturb these sites a series of sustainability principles, which will be require consent. applied in all aspects of how Council undertakes its operations as well as give clear direction to the With regard to post-contact heritage places there community, developers and government. are places of both State and local signifi cance. There are two places listed on the Victorian The EMS acknowledges that Corio Bay has Heritage Register: a diverse range of environmental features and provides signifi cant economic and social • The former Classweave textile factory at opportunities, as well as extensive industrial port Mackey Street, North Geelong (built in infrastructure. While the port activities are the most 1915 for the Commonwealth Department of visually dominant around the bay, there is also Defence); and a growing marine and land based aquaculture industry that has established. • Osborne House at Swinburne Street, North Geelong (built in 1858 for the pastoralist, The Corio Bay Foreshore policy applies to all Robert Muirhead). land delineated in the Corio Bay Foreshore Local heritage places include the Pilkington Management Strategy (1995), identifi ed by the Australia Factory and No 1 Furnace, Ford Motor low water mark and a 200m line landward from Company, Former Corio Distillery complex, and the the high water mark. The area can be divided into railway culvert over Cowies Creek. 6 sub-precincts, including the Port Area and the Industrial-Conservation Area – Stingaree Bay to Heritage Victoria has also identifi ed maritime Point Henry. infrastructure sites of heritage signifi cance along the Victorian coastline. Several sites in the Geelong Waterways within the ‘port area of interest’ include port area have been listed, either on the State Cowies and Cuthbertson Creeks. The Council has Heritage Register or Inventory, or as places of local prepared a restoration program for Cowies Creek, signifi cance. Maritime sites include wharves, piers addressing matters of water quality, waterway and the remains of several structures. stability, drainage management and vegetation management. Council has identifi ed possible treatments for Cuthbertson Creek to both increase stormwater retention at Stead Park and to generally enhance improvements along the creek. Initiatives to improve the environmental values of these waterways are supported.

A major water recycling initiative has been instigated at Geelong, involving Barwon Water, governments and industry. The proposed Barwon Water Northern Water Plant will supply Class A recycled water for the Shell Geelong Refi nery and for community facilities. Benefi ts include a saving of 2,000 megalitres of drinking water annually, and a

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 22

3.5 Emerging Policy Initiatives Provincial Victoria – Regional Strategic Planning Initiative

In addition to the National Infrastructure Priorities As part of its commitment to developing liveable, announced by the Australian Government, some productive and sustainable communities in key Victorian Government initiatives have been provincial Victoria, the Victorian Government commenced which will infl uence the Port’s land use is undertaking the Regional Strategic Planning strategic planning over the next four years. Initiative to develop state-wide and regional plans to support the continued growth and prosperity of provincial Victoria in a time of rapid and complex Victorian Climate Change Program – Future change. Coasts program The specifi c threats that climate change poses to This cross-Government project is being led by Victoria’s coastal assets, including commercial Regional Development Victoria and overseen by a ports, are not well understood. In response, the Ministerial Taskforce for Regional Planning. Government has initiated the Victorian Climate Change Adaptation Program, under which the The Regional Strategic Planning Initiative has three Future Coasts program is being developed to main elements: assess coastal vulnerability to the impacts of sea level rise and storm events. The program • Development of a long-term, state-wide will provide stakeholders with data which can be strategy to manage growth and change in used to inform the planning and management of provincial Victoria. coastal infrastructure and land use. As part of the • Support for the ongoing development project, high resolution digital modelling has been of ‘place-based’ regional plans that are prepared for the coastal areas from the SA border integrated with the state-wide strategy. to Anglesea which illustrates key vulnerabilities for the south west coast and areas around Portland. • Improvements to the overall processes and This is a joint project between the Departments of governance of regional planning across Sustainability and Environment, and Planning and the State, including greater coordination Community Development, which is expected to be between all levels of government. completed by late 2010. The initiative will assist the Government, Councils and communities in provincial Victoria in planning for the next stage of growth, including land use and settlement planning and the provision of infrastructure and services.

Once completed in late 2009/early 2010, the state- wide strategy will inform the ongoing development and renewal of the regional and sub-regional plans over the next decade.

3 PolicyPolicy aandnd PPlanninglanning FFrameworkramework 23 4 Issues and Opportunities for the Port of Geelong

The Port of Geelong faces a number of signifi cant The high case forecast anticipated that by 2020 challenges to remain economically robust and grow overall trade through the port would grow by 35 per sustainably over the next 20 years. It also has a cent. Bulk oil, oil products and alumina imports would number of opportunities which, if realised, will stand continue to use dedicated wharves at Refi nery Pier the port in good stead. and Point Henry and would have suffi cient berth capacity for their forecast trade growth. If these The ongoing economic viability of the Port of commodities were excluded, then the port trade in Geelong is dependant on: 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 wharves and • The adequacy of its transport connections back up land, road and rail access. Port infrastructure and access arrangements; and land requirements have been determined based • The adequacy and availability of well on a high growth trade forecast, to provide for long located port and industrial land; and term opportunities. It is estimated that berthing requirements for capacity estimates of the high growth • The extent to which it is able to recognise forecast trade scenario for 2020 and beyond are: and protect environmental features and realise the social and economic • Extension of Corio Quay North (increased opportunities around Corio Bay. demand for export of woodchips); The Port of Geelong services a wide and varying • Extension of Corio Quay South (increased client base, with different operational requirements demand for steel products imports, including and varying characteristics and dynamics. The coil, plate, bulk minerals, mineral sands, and port industries have varying trade forecasts, some Roll on – Roll off vessels (cars). The key issue indicating signifi cant growth (such as forestry, bulk is the shortage of available back up land); mineral/mineral sands) in the long term. Continual pressure is placed on industry for restructuring in • Extension of Lascelles Wharf (growth response to intra-industry rationalization, changing in fertiliser manufacturing and forestry markets and opportunities to enter new markets. industries); and • Grain Berth current capacity is adequate for future demand. 4.1 Trade Growth The Point Wilson Explosives Area is a defence facility owned by the Commonwealth. The long There is a wide range of factors infl uencing trade term future of this site is unclear and the Australian capacity at the port level (such as infrastructure Defence Force may undertake a strategic review capacity and development potential all of which of its requirements and need for this site. If the affect the port’s market share) and many of these site was considered surplus to Commonwealth have a far more profound effect than shifts in requirements there could be interest in its potential the wider economy. Some of the key infl uencing for port related development, however this is not factors can include supply and demand constraints contemplated by the Victorian Ports Strategic associated with the capacity of particular industrial Framework. Any proposal to expand the role installations and changes in industry structure (such of Point Wilson to a trading port facility would as merger of major companies or rationalization of pose a range of issues that would need careful storage facilities). assessment by the Victorian Government.

Trade Growth and Port Infrastructure Table 4 describes the existing infrastructure at Requirements each of the berthing locations and associated channel depths and identifi es the infrastructure In 2002, transport and economic consultants, requirements for 2020 based on the trade outlook Meyrick and Associates, prepared forecasts of trade for the port. 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.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 24

4 IssuesIssues aandnd OOpportunitiespportunities fforor tthehe PPortort ooff GGeelongeelong CCorioorio QuayQuay (2005)(2005) 25

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 26

4.2 Transport Infrastructure Land requirements around the port for port purposes and port-related industry vary. The key factors infl uencing an industry’s need to be located The SKM (2003) report estimated that in 2002/03 near a port include: the volume of existing port-related road and rail traffi c was about 135,436 trucks and 1,388 trains • The type of products imported or exported; (fi gures relate to load carrying trips, therefore most are single movement trips). It is anticipated that • The most appropriate logistics to handle a future annual road volumes may reduce to 94,000 product at different points in its shipment vehicle trips and rail volumes increase to 2,107 and the costs and competitive advantages trains (SKM: 2003). This is based on: of different logistical arrangements; • The relationship between industry and its • High growth trade forecast for 2019/2020; local suppliers or customers; and • State Government 30 per cent rail mode • Size and frequency of shipments and the share target; and optimum quantities for storage. • Increased use of larger trucks. SKM (2003) estimated the need for an additional Local traffi c volumes could be affected by farmers 188 hectares to provide for port and port related trucking grain into the port, reducing rail movements industry at Geelong to the year 2020. These but increasing road movements, load capacity estimates are shown in Table 5 and they assume restrictions and road and rail infrastructure upgrades. the provision of storage and value adding Potential truck volumes are sensitive to the projected processes on site or close to the port and direct capacity of future trucks and the rail/road mode transfer from rail to ship with some of the new split. Even if the portion of freight carried by rail did industries/cargoes. not increase, it is still considered that the number of truck movements would be minimized through The additional land requirements for each industry the increased use of larger trucks. With the use of type would be as follows: longer and fewer trains and larger wagons, rail traffi c could also decrease. If truck load capacities were • Forestry products – a further 10 hectares; limited, the truck numbers could increase. It would • Mineral sands – exporting 100,000 tonnes be prudent to monitor these factors and revisit the per annum (allow for a site area of about forecasts periodically. 5 hectares, possibly also including sheds). • Cement products (bulk/bagged, including shedding) – 325,000 tonnes per annum 4.3 Industrial Land Requirements (allow for a site area of about 5 hectares); • Quartz – 100,000 tonnes per annum (allow The long term economic viability of the Port of for an area of about 5 hectares); Geelong is infl uenced by a number of factors, including land availability, competition and adjacent • Humus – 325,000 tonnes per annum (allow land uses. The use of separation distances for an area of about 5 hectares); between industrial (including operational ports) • Briquettes – 100,000 tonnes per annum and more sensitive land uses is important in (assume, because of the requirement for providing physical separation between potentially minimum handling of this product in bulk incompatible land uses. Land use buffers allow for form, that the product will pass directly from transitional land use change, which can protect the transport to ship); and ongoing viability of industrial land uses and reduce the impacts on the amenity and health of residents • Other bulk liquids – 20,000 tonnes per and occupants of more sensitive land uses. annum (assume an area of about 5 hectares) (SKM 2003). Generally, port land is used for wharves and GeelongPort expects that mineral sands exports areas required for loading, unloading, short and could be as high as 500,000 tonnes per annum longer term storage and inter-modal transport and dependant on storage requirements would transfer facilities. Port-related use covers industrial require up to 10 hectares or more of land. activities, including value adding or transformation processes associated with cargo immediately prior If the port is successful in attracting the vehicle or subsequent to shipment, as well as dry, liquid and trade, a further 40 hectares of port-side land will cold storage that may be required close to wharves. be required.

4 IssuesIssues aandnd OOpportunitiespportunities fforor tthehe PPortort ooff GGeelongeelong 27

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 No 1. Lengthen the wharf at the southern end of Lascelles Wharf by about 150 metres, including the possible provision of berthing dolphins.

Lascelles Wharf North Develop a new berth, providing an additional 200 metres (Berth No 4.) of berth length. Back up land provisions would be approximately 4ha. 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 201m 12.3/11.6m Grain Pier (2 berths) Redevelopment of the Grain Pier would provide for trades not requiring substantial back up land (south side used as a tug base) North berth could be used as a lay up berth.

New Grain Pier 168m 12.3/11.6m Managed by GrainCorp. (1 berth)

Refi nery Pier (4 berths) between 12.3/11.6m Refi nery Pier is considered adequate for 213–275m future demand. Progressive upgrading may be undertaken on a needs basis

Point Henry Pier 152m (berth) 12.3/11.6m Progressive maintenance may be undertaken on (1 berth) a needs basis.

[Source: SKM 2003]

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 28

The Port of Geelong has limited available industrial Proposals for subdivision into small industrial land, as detailed in Table 2, with a total of 28.9 allotments and other mixed use developments hectares available. Only 17.9 hectares of land within the ‘port area of interest’ have highlighted owned by GeelongPort (west and north-west the need to have clear understanding of the nature of Lascelles Wharf), may be developed, while of those transitional areas and the impacts on the the remaining 11 hectares (former landfi ll site) port and port-related activity. Within the ‘port area has poor foundations and would require highly of interest’, it is becoming increasingly important engineered solutions to provide land uses to address the implications of the introduction beyond on site storage for such industries as of more sensitive or non-industrial uses upon forestry products. The usefulness of the site current and potential future industrial and logistics would depend on the end user and need to be activities on surrounding land, including port considered on an individual basis. A further 5.8 facilities, manufacturing activities and transport hectares is bisected by Cuthbertson Creek drain infrastructure. or subject to easement restrictions. Council’s review of its Municipal Strategic Opportunities to expand port-related uses in Statement and its adopted Port Structure Plan industrial areas within the ‘port area of interest’ offers an opportunity to address these transitional are valuable and are restricted by the limited areas through a proposed Port Buffer Strategy. availability of such land. The balance of the industrial land will need to be sourced further afi eld, in areas such as Heales Road Industrial Estate. It is important that land in these areas 4.4 Environmental, social and be retained in larger allotment sizes to provide economic opportunities investment opportunities for associated industrial uses. This is particularly pertinent in the vicinity of around Corio Bay the rail spur line serving the Heales Road Industrial Estate, as this area represents a signifi cant asset In developing the PLUS it is necessary to to the potential investment by the port and port- consider the wider use of Corio Bay by the related industries within the estate. The desire greater community. In doing this, the development of to facilitate major industrial activity at the Heales community recreational and open space opportunities Road Industrial Estate is detailed in Council’s draft should not inhibit the operations of the port but MSS (Clause 21.07). provide opportunities that work in unison with it. The social enjoyment that the community obtains from An issue for concern is the potential for the Port of recreational activities along the coast should be Geelong to be constrained by non-industrial uses provided, where practicable, around the port, but not locating in the surrounding industrial zoned land. within areas where it presents a safety or security risk. Land requirements at the port are already at a Corio Bay has a diverse range of environmental premium and may be prejudiced by non-industrial features, social and economic opportunities, with related uses locating in the surrounding areas. some of the key features of Corio Bay being the: The diffi culties with non-industrial uses (such as commercial uses) establishing in the vicinity of • Diverse range of terrestrial and marine habitat; a port are two-fold. It reduces the land available • Deep-water port access; to port and port-reliant industry and, often, the perceived amenity expectations of the non- • Port facilities (extensive industrial port industrial uses are higher. infrastructure, port operations, and Point Wilson Explosive Area); There are increasing pressures being placed on the • Sections of national and international ‘port area of interest’ through developments and significance including the Port Phillip Bay subdivisions which seek to undermine the retention (Western Shoreline) and Bellarine Peninsula of the preferred land use separation between Ramsar sites; industrial and sensitive land uses (residential and commercial). The retention of appropriate buffers • Growing aquaculture industry that is both through land use zoning and policies is critical to marine and land based; ensuring land use compatibility around the port for the long-term. A ‘stepped’ approach to zoning is • Numerous tourist developments; and appropriate in some parts of the port area to protect • Salt extraction (Cheetham Salt Works). the needs of the port and industry, as well as those of surrounding communities.

4 IssuesIssues aandnd OOpportunitiespportunities fforor tthehe PPortort ooff GGeelongeelong 29

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]

The mix of uses and environmental signifi cant features A community consultative forum is held once combine to create a complex environment that every two months, which is run by GeelongPort. requires careful management. Given the increased The information provided at these forums varies use of the bay, coordinated management of its assets dependant on what is occurring at the Port of Geelong will be required to ensure retention of the area for the and what the community considers to be of interest, long term. with notes from meetings prepared by GeelongPort and circulated to participants. The key participants Development activity and population pressure include representatives from: along the coast is a result of the lifestyle value the coastal environment presents. The informal and • North Shore Residents Group Inc.; formal recreation opportunities along the bay provide • Geelong Environment Council Inc.; enjoyment for individuals and families. The main recreational uses include: • Geelong Community Forum Inc.; and

• Boating; • Other individual members. • Fishing; and The community consultative forums held by GeelongPort provide the ideal opportunity to keep the • Passive recreation activities (such as walking, community informed and thereby provide a level of cycling or simply sitting and relaxing). transparency for the community, with respect to the Opportunities exist to provide additional open space, port operations and future planning and development extend foreshore reserves and develop fi shing intentions. platforms outside the primary port facilities, where Additional port forums also provide important public safety and risk can be adequately managed. opportunities to exchange information. The City of Further, there are other opportunities for GeelongPort Greater Geelong and Terminals Pty Ltd convene port to investigate revegetation or stabilisation works consultative committees. (such as around near the Grain Piers and St Helens recreation area) to generally improve the environment.

There are a number of social benefi ts to undertaking community consultation, such as providing greater certainty to the community about the potential impacts from proposed and existing land uses. It also creates a sense of connection with the port and a greater understanding of the benefi ts of the port to the region and State.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 30

4 IssuesIssues aandnd OOpportunitiespportunities fforor tthehe PPortort ooff GGeelongeelong SShellhell AustraliaAustralia (petroleum(petroleum refirefi nery)nery) aandnd RRefiefi nneryery PPierier ((2005)2005) 31

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 32

Part B Strategic Framework 33

The Port contributes signifi cantly to the Victorian 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 PLUS provides a framework for:

• Effectively developing port facilities to accommodate trade growth and change; • Transparently planning the development and use of port land and adjoining land to support growth; • Improving land transport access to the port; • Effectively managing the land use interfaces between the port and the Geelong community, including amenity, safety and environmental impacts; and • Supporting opportunities to review planning controls to provide more certainty for port- related developments. A two tier strategic planning approach has been adopted. The fi rst tier deals with the port as a whole and identifi es fi ve key planning principles and seven strategic directions to guide the future development of the port. Under each strategic direction are a set of strategies and specifi c actions aimed at implementation of the directions.

The second tier outlines Precinct Plans for specifi c 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 briefl y 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 Strategic Directions but specifi c to the characteristics applying to that precinct.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 34 5 Port Planning Principles

The following port wide principles have been 4. Adopt Best Practice Management developed to provide guidance for the development of the port and its surrounding community. • Have regard to best practice safety and environmental management by industry and 1. Recognition of the State Economic commercial development in the port and its Significance of the Port of Geelong environs. • Build on existing capabilities and • Adopt a precinct based approach to port competitive strengths of the Port of planning and development, identifying Geelong. precinct specific characteristics and objectives. • Anticipate and plan for future land use, access and infrastructure needs. • Integrate environmental and social impact assessments/approvals within the precinct • Encourage investment in appropriate planning and development framework. port, transport and freight infrastructure. 5. Effective Consultation and Communication 2. Effective Planning for Port Development • Port managers should plan transparently • Optimise use of existing specialist and consult effectively on future infrastructure for the port’s various cargo development strategies at port wide and types. precinct levels. • Develop new port facilities to • Relevant information about port activities accommodate change and growth in port and developments should be readily trade. available to community stakeholders and • Encourage port related activity in communicated in a clear manner. adjoining land areas to support port The key issues and infrastructure requirements growth. necessary to support economic growth for the Port 3. Effective Planning for Adjoining Urban of Geelong are identifi ed in Figure 7. 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.

5 Port-widePort-wide PPlanninglanning PPrinciplesrinciples 35

Figure 7 Port Strategic Land Use Plan

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 36 6 Port Strategic Directions

The strategic directions to guide the future surplus provision rather than not enough in long development of Port of Geelong are: term planning.

1. Provide adequate port infrastructure to meet It is estimated that berthing requirements to provide forecast trade growth until at least 2020; for capacity estimates of the high growth forecast trade scenario for 2020 and beyond are: 2. Ensure that an adequate supply of appropriately located and zoned land is • Extension of Corio Quay North and South available to support the growth of the port (increased demand for export of woodchips and port-related industries; and mineral sands as well as the increased 3. 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 fertiliser manufacturing and surrounding communities; forestry industries, including: 4. Define and implement effective land use – Provision of crane rails onto the existing buffers around the port to protect both the Lascelles Berth No 1; economic future of the port and existing sensitive land uses nearby; – Extending the existing wharf at the southern end by about 150m, including 5. Adopt effective safety, security and the development of berthing dolphins; environmental management practices so and that the port and port related activity does not unreasonably impact on the surrounding – Construction of one new berth (Lascelles areas; Berth No 4). 6. Enhance the social capital of the port by identifying and utilising opportunities to Strategies contribute to community resources and values; and • Maintain, enhance and fully utilise existing port berth and support infrastructure and 7. Consider and advocate changes to the improve the effi ciency of port operations to planning provisions that provide more accommodate trade growth in the short term. certainty and transparency for the port, industry, and the community in relation to • Develop and implement a program to provide port and port-related development. for additional port infrastructure requirements in the medium to long term, specifi cally additional berthing facilities at Lascelles 6.1 Direction 1: Wharf and Corio Quay. Adequate Port Infrastructure Actions Objective: • Proceed with the necessary planning and Provide adequate port infrastructure for forecast coastal management approvals to provide trade growth to 2020, with opportunities for for the berth extensions at both Lascelles additional berths to accommodate growth Wharf and Corio Quay. in trade beyond that forecast and having the fl exibility 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 back up land, road and rail access. Port infrastructure and land requirements have been determined based on a high growth trade forecast, as it is considered prudent to have

6 PortPort SStrategictrategic DDirectionsirections 37

6.2 Direction 2: Beyond these industrial areas within the immediate port environs, the balance of the industrial land Adequate Supply required to support future port development would of Appropriately Located need to be sourced in areas such as the Heales and Zoned Land Road Industrial Estate. The land in these areas should be retained in larger allotment sizes to provide investment opportunities for port-related Objective: uses, particularly in the vicinity of the rail line and Ensure the continuing availability of appropriately rail spur into the industrial estate. located sites for future port and port-related industries which support economic growth in Geelong. Strategies The growth of the Port of Geelong is restricted by • Ensure that existing industrially zoned land the lack of available industrial land adjacent to in the ‘port area of interest’ is retained for and surrounding the port. A total of 28.9 hectares port-related and industrial uses, as well as is available around Lascelles Wharf, including providing a port buffering role. the 11 hectare old Corio tip site which has high development costs. There is no land currently • Investigate opportunities to utilise vacant or available at Corio Quay. currently available industrial land within the ‘port area of interest’, including the former Future trade growth requirements need to be Ford site, the OneSteel site and potentially accommodated and it is recognised that there the Incitec Pivot site, for port-related or needs to be a degree of fl exibility to allow for associated value adding industry. change in market demands and trends. As well as maintaining current trades, new trades, such as the • Ensure protection of the Heales Road vehicle trade or bio-diesel may emerge. The growth Industrial Estate as a priority location for port- of the forestry product or vehicle trade requires large related or associated value adding industry industrial allotments in and adjacent to the port. outside, but accessible to, the ‘port area of interest’. The ‘port area of interest’ includes industrially zoned land occupied by Ford Australia which has historically served as a land use buffer for the port, Actions particularly to the residential areas of Norlane. • GeelongPort to work with State and local Fifteen hectares of the former Ford site, adjacent government and other relevant agencies to: to Corio Quay, was the subject of a rezoning proposal (Hometown), which was abandoned in – Ensure the retention of larger allotment 2007. Although not owned by the port, the land is sizes at the Heales Road Industrial of a signifi cant size that could accommodate port- Estate suited to the requirements of related and value adding industry. industry, including port-related and value-adding industries. OneSteel and Incitec Pivot occupy large strategic parcels that have potential to be optimised for port related activities. OneSteel has land opportunities currently available for such development.

With regard to zoning of land within the ‘port area of interest’, the current application of zones is generally appropriate. Land owned by port managers is zoned Special Use Zone (6), which provides for the development of the port for the interchange, storage and distribution of goods. Most of the land abutting the port is zoned Industry 2 Zone, which accommodates port related and industrial land uses. This zone is appropriate for land uses it can accommodate and for the important buffer role it provides.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 38

6.3 Direction 3: Strategies Effective Transport Linkages • Support Federal and State Government transport initiatives designed to improve freight access to the port. Objective: Provide effi cient and sustainable transport • Support the VicRoads Geelong Freight linkages within the port area, between the port Linkages Study 2008 which aims to address area and external port-related industrial areas port road freight issues in a post Geelong Ring and with the broader freight transport network. Road context. In particular, the following initiatives are supported: The existing arterial road network is generally considered to provide adequate capacity for the current operation – The designation of preferred road freight of the port. However, localised queuing of trucks is routes linking the port to the Geelong Ring experienced at some access locations in the port area Road, the Heales Road Industrial Estate, and and at nearby railway level crossings. The construction other major roads; of a main road bypass at North Shore for heavy vehicles has improved amenity conditions for this suburb. – Ensuring that the role of key port freight routes is recognised through road and land use In the context of the Geelong Ring Road and its planning; implications for road freight changes, VicRoads prepared the Geelong Freight Linkages Study – Improving pedestrian safety, particularly in 2008. This framework recognises Geelong- the vicinity of schools; Bacchus Marsh Road and Shell Parade as key freight routes which warrant road and land use – Improving the safety and effi ciency of planning. The duplication of the Geelong-Bacchus identifi ed intersections; and Marsh Road is identifi ed as a key, short to medium – Monitoring traffi c demand of the Heales term road project. Several short term initiatives are Road Industrial Estate, and the demand proposed to improve pedestrian safety and traffi c between the Geelong Ring Road and the signal effi ciency. Port, with a view to providing new connections The Heales Road Industrial Estate, which is where warranted. expected to accommodate port-related businesses • Ensure that key port facilities have effi cient into the future, has adequate existing road links to access to both the standard and broad gauge Geelong. As the Estate develops, road capacity freight rail networks, including the provision of a needs should be monitored and if warranted dual gauge dedicated freight line and rail loop or consideration will be given to Melbourne orientated spur to Lascelles Wharf. ramps on the Geelong Ring Road. The demand for freight capacity between the port and Geelong Ring • Support the Victorian Regional Channel Road will also be monitored in relation to a possible Authority in its role to maintain shipping future transport corridor linking Shell Parade and channels and address future capacity Geelong Ring Road. requirements. An existing well developed rail system links parts of the port to the State’s broad and standard gauge networks. Projects which build on the Port’s rail Actions infrastructure assets are supported, including the • Support efforts by VicRoads and CoGG to construction of a dual gauge dedicated freight line. improve on-road freight routes within the ‘port area of interest’ and connecting the In addition to land side transport linkages, water port to the broader transport network. side operations require the maintenance of shipping channels and the growth of port activity will necessitate • Support VicRoads in implementing actions the monitoring of channel capacity. This task is the identified in the Geelong Freight Linkages responsibility of the Victorian Regional Channel Study 2008, including: Authority. Importantly, it is noted that the size of bulk – The designation of key road freight carriers has been increasing at a similar rate as for routes through signage and industry container vessels. liaison;

6 PortPort SStrategictrategic DDirectionsirections 39

– Ensuring that the role of Geelong- from the port. With effective planning, this should not Bacchus Marsh Road and Shell Parade, compromise the ongoing operation of the port and its as key port freight routes, is recognised capacity for future development. through road and land use planning, including the duplication of the Geelong- Residential and other sensitive land uses have higher Bacchus Marsh Road in the short/ amenity expectations than industrial activities. The most medium term; effective form of port buffering is achieved through a strategic approach and the use of appropriate industrial – Improving pedestrian safety, particularly zones around the core port areas. The industrially zoned at Cox Road and Shell Parade; land within the ‘port area of interest’ serves as a land – Improving identified intersections as use buffer for the port. Most of the industrial land within short term initiatives; the ‘port area of interest’ is zoned Industry 2. This zoned land is in limited supply and is highly valued as a long – Monitoring traffic demand related to term resource that can accommodate industrial uses the Heales Road Industrial Estate and that require buffer distances. The purpose of this zone consider the need for an on/off ramp on also safeguards against sensitive land uses establishing the Geelong Ring Road; within port buffer areas. Generally, the Industry 2 Zone – Monitoring traffic demand and further should be retained throughout the ‘port area of interest’. consideration of a future road corridor In particular locations, such as south of Mackey Street, a linking the Geelong Ring Road with Shell transition of industrial uses is appropriate, and rezoning Parade; from one industry zone to another industry zone may be appropriate. • Work with VicRoads and CoGG to determine the need to develop a port specific Road There are several locations where existing land use Transport Plan, in consultation with the interfaces between industry and sensitive land uses are key transport operators and community of concern. North Shore is a residential enclave within stakeholders. the ‘port area of interest’ and has two major industrial • GeelongPort to work with State and local neighbours. The suburb or Norlane is also located close government and other relevant agencies to: to port related activities. The major hazard facilities of Shell Refi nery and Terminals Pty Ltd have substantial – Review the business case for a dual buffers, but remain a concern to members of the gauge dedicated freight line at Lascelles community. In addition to existing circumstances, new Wharf when changing circumstances land use proposals within the ‘port area of interest’ can warrant it; present interface issues, as in the case of Councils’ – Address any relevant long term Geelong Marine Industry Project. arrangements for the management of and access to intrastate rail Exploring appropriate land use buffers, as part of infrastructure. a Port Buffer Strategy, is proposed in both the PLUS and Council’s Port Structure Plan. Such a strategy • Investigate the need for a rail road grade would acknowledge reasonable development separation at Thompson Road. rights within residential zones, while ensuring that such development does not prejudice the continuing development of the port.

6.4 Direction 4: The separation of sensitive land uses is best managed Effective Land Use Buffers through appropriate land use zones and planning controls that can provide a satisfactory land use transition between those uses. There is a need to Objective: consider the North Shore area in greater detail to Establish effective buffer arrangements around provide appropriate arrangements to reduce impacts the port to ensure that future development on both the port and residents. CoGG recognises the of sensitive land uses does not unreasonably importance of the existing residential character and constrain its development and operation, and that scale of development in these areas, and this is evident the port’s impacts on neighbouring communities in the application of a design and development overlay are minimised. in the planning scheme which limits development heights throughout these areas. To further protect There is a need to recognise the port’s interfaces with residential areas, there may need to be a review of sensitive land uses. Consideration should be given Council’s industrial siting and design policies as they to amenity impacts on adjacent land uses arising apply to these interface areas to ensure a high standard from port operations and transport of freight to and of amenity and minimise potential for any off-site effects.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 40

The suburb of Rippleside lies to the south of the ‘port Actions area of interest’ and the existing Osborne House and • Work closely with CoGG to prepare a Port Osborne Park provide a separation buffer between Buffer Strategy to ensure that appropriate Rippleside and the port. The industrially zoned land land use buffers are provided and retained. north of Osborne House should remain in an industrial The strategy should include: zone, however future industrial uses should support a transition of uses from the port through to Rippleside. – As part of the Geelong Marine Industry Project ensure that adequate land use The Geelong Marine Industry Project is a signifi cant buffers for port and adjoining industrial Council initiative, involving a mixture of land uses uses are maintained so that proposed associated with a core industrial marine activity. A sensitive uses would not impinge on signifi cant industrial marine precinct is a suitable the operations of port related uses. This land use transition at the southern edge of the task should include input and guidance port. The mixture of land uses for this area needs from relevant government agencies. The to acknowledge its setting, adjacent to the working provisions of Council’s Port Structure port, the community use of Osborne House and Plan may need to be considered as part the residential suburb of Rippleside. In considering of this task; the differing land uses Council has acknowledged the need to maintain appropriate buffer distances – A review of public safety buffers around for existing port related industrial uses. Maintaining Shell Refinery and Terminals Pty Ltd; buffers is vital for the long term sustainability for – Provisions for the interface of North several businesses in this area, and this remains a Shore and adjoining industry; and key aim of the Geelong PLUS. – Other land use interfaces, such as Norlane and the port. Strategies • Work with VicRoads in its linkages study to • In conjunction with actions from Council’s ensure that amenity concerns on preferred Port Structure Plan, develop a comprehensive freight routes are carefully considered. Port Buffer Strategy to address the existing and potential interface issues between the operating port, industrial land uses and more sensitive land uses. 6.5 Direction 5: Effective Safety, Security and • Retain all existing industrial zoned land within the ‘port area of interest’ to maintain its Environmental Management integrity as a land use buffer between the port Practices and sensitive land uses. Objective: • Review the area south of Mackey Street (Geelong Marine Industry Project) to provide Ensure that effective safety, security and a land use transition, whilst retaining all the environmental management practices are adopted existing industrial zoned land in an so that the port and port related activity does not industry zone. unreasonably impact on the surrounding areas.

• Retain the industrial land between the rail line The unique and signifi cant coastal environment of and the Princes Highway as a buffer to the Corio Bay needs to be managed to guarantee its Shell Refi nery. long term protection. The Victorian Coastal Strategy (draft 2007) and Corio Bay Coastal Action Plan • Develop a specifi c local plan designed to protect (2005) set general management requirements and the amenity of the North Shore residential area. 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 water quality in Corio Bay.

6 PortPort SStrategictrategic DDirectionsirections 41

The Port of Geelong Safety and Environmental permit application information requirements and Management Plan (SEMP) provides an appropriate permit conditions. There are concerns that these framework for implementation of safety and requirements may be excessive and unnecessarily environmental management control measures by onerous. Some of the requirements may also GeelongPort, GrainCorp, and the VRCA for facilities duplicate provisions of other legislative regimes. owned and operated on port land and waters. A Port Emergency Plan, pursuant to the Emergency The Federal Department of Infrastructure, Transport, Management Act 1986, has also been prepared Regional Development and Local Government has for the Port of Geelong, which links the emergency approved maritime security plans for the Port of response responsibilities of the major stakeholders Geelong, prepared by GeelongPort, GrainCorp and in the port, and the emergency services. There is the VRCA. In some instances, these Commonwealth a further opportunity for safety and environmental approved plans may restrict public access to management requirements to be included in tenant foreshore and wharf areas and restrict watercraft agreements, leases, licences or other forms of movements in the vicinity of certain vessels and agreements as appropriate. berths.

Currently there are no complementary management plans required for activities in the industrial areas Strategies adjoining the port, except where safety and environmental management measures may have • Promote integrated environmental been required as part of original development management planning for all sites currently approvals or EPA works approval or licence within the ‘port area of interest’, including requirements. There may be an opportunity for those not subject to SEMP or EPA approvals CoGG, through its Port Structure Plan or MSS requirements. review, to consider the introduction of broader environmental management requirements for • Restrict ‘Controlled Port Activities’ to the industrial activities around the port. This would be Liquid Bulk Precinct. consistent with the Council’s objectives and actions of its Environmental Management Strategy. Actions The management of Major Hazard Facilities (MHF), • Implement and update, as required, the such as the Shell Refi nery and Terminals P/L for Safety and Environmental Management Plan some chemical storage facilities, is controlled for port owned land. under the Occupational Health and Safety (Major Hazard Facilities) Regulations 2000. This provides an • Work with CoGG, State Government and the appropriate legislative framework for the government EPA to investigate opportunities to introduce to regulate these sites to promote the safety of the a level of environmental management facility and the surrounding community. MHFs have requirements for sites not subject to EPA to demonstrate their operational safety through a approvals within the ‘port area of interest.’ Safety Case developed specifi cally for their unique • Support the port precinct planning approach operations and situation. A Safety Case is a written in Council’s Port Structure Plan, and work with document in which the operator of a MHF describes Council to more closely align policy on liquid the measures that are in place to prevent a major bulk and chemical development. incident and/or deal with the situation should such an incident occur. The Safety Case must demonstrate that the measures are appropriate and adequate, and that risks have been reduced as far as practicable.

In addition to the specifi c legislative requirements GeelongPort proposes to use its precinct planning 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 Activities’ to the Liquid Bulk Precinct. It is noted that Council’s Port Structure Plan seeks to introduce extensive

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 42

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 and develop pedestrian and bicycle access Enhance the community standing of the port through the ‘port area of interest,’ where by identifying and utilising opportunities practicable without compromising the to communicate with the community and operation of the port or presenting an contribute to community resources and values. unsuitable risk to the public.

The Corio Bay foreshore provides both formal and • Utilise the precinct planning approach to informal recreation opportunities for the enjoyment more effectively engage with community of individuals and families. The key strategies for the interests and address issues in a targeted Corio Bay coastline highlight the need to provide manner. additional access to foreshore areas for recreational use, where practicable. • Ensure that affected communities are actively involved in the future planning for the port Some opportunities exist to provide additional open through the regular provision of information space, extend foreshore reserves, develop fi shing and effective consultation process. platforms, develop walking and bicycle paths and generally improve public access within the ‘port area of interest,’ where public safety and risk can be Actions adequately managed. There are also opportunities • Work with the CoGG in determining: for GeelongPort to investigate revegetation or stabilisation works (such as areas near the Grain – Appropriate route connections for a Piers and St Helens recreation area) to generally pedestrian and the bicycle track between improve the environs of the port. Wharf Road and Mackey Street; and

GeelongPort currently hosts a community – Suitable foreshore public access locations, consultative forum which meets every two months. open space and community use areas The information provided at these forums addresses within the ‘port area of interest’. developments occurring at the Port of Geelong and • Work with the CoGG and the community to other matters considered to be of interest to the improve foreshore areas. community. This strategy has identifi ed the need to continue to improve the consistency and availability • Liaise with Incitec Pivot and CoGG to ensure of information used in port consultation processes. that vacant land between North Shore residential area and Incitec Pivot maintains its land use buffer role. • Participate in and organise community consultation forums and other initiatives, where possible, to improve communication and understanding with the community.

6 PortPort SStrategictrategic DDirectionsirections 43

6.7 Direction 7: Effective Land Strategies Use Planning and • Provide greater transparency in port planning Approval Framework by adopting a precinct based approach within the ‘port area of interest’, identifying discrete precincts each of which has its own Objective: characteristics and issues. Support future reviews of planning provisions • Support the port precinct planning approach aimed at providing more certainty for particular in Council’s Port Structure Plan, and developments, within a transparent process, while appropriate amendments to the Greater also ensuring that community and environmental Geelong Planning Scheme. interests are identifi ed and protected. • Strengthen planning policy frameworks to There has been a lack of clarity and certainty in the provide clear strategic support for future approach to the port’s development which has, in port operations in a manner that achieves part, been exacerbated by development approval sustainable development outcomes. processes and the existing planning scheme. • Consider and advocate changes to the These processes have also highlighted the need existing zone provisions in the ‘port area of for port managers to plan transparently and consult interest’ to better accommodate port related effectively on future development strategies at port- development and reduce the likelihood wide and precinct levels. of the port’s future development being unreasonably constrained by inappropriate or At present, many land use applications within the ad hoc development. Special Use Zone (6) are subject to notifi cation and appeal rights. Buildings and works which require a permit are also subject to notifi cation and appeal. This contrasts with the Industrial 2 Actions Zone, where notifi cation and appeal rights do not • Work with the CoGG to strengthen existing apply to many industry and warehouse uses, or planning policy, relevant to the port, to ensure buildings and works. the long term strategic directions for the Port of Geelong are recognised in the MSS, local The planning approach of the PLUS involves port policies, and in the Port Structure Plan. precinct planning combined with transparent port development intentions, including infrastructure • In the context of Port Structure Plan actions, improvements. This approach provides more clarity liaise with CoGG on opportunities to review of port planning for both port managers and the existing zone provisions in the ‘port area community. This clearer vision of port planning, of interest’ to reduce the likelihood of provided in the PLUS, provides a basis to seek inappropriate development in and around more certainty for port development proposals the port and to facilitate development that is in the Greater Geelong Planning Scheme. One consistent with the PLUS. opportunity to provide for clearer outcomes is for berth extensions, and the experience of the Corio Quay north berth extension could allow for a more streamlined process for future berth extensions at Corio Quay south and Lascelles Wharf.

The transparent planning provided in the PLUS could also enable a review of the planning provisions applying to the Special Use Zone (6). The provisions for this zone are currently more onerous that those applying to the Industry 2 Zone. A review of the Special Use Zone (6) provisions could identify opportunities where some softening of permit and notice requirements can be explored. The SUZ(6) areas are located greater distances from residential zones and therefore have larger protective buffers.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 44

6 PortPort SStrategictrategic DDirectionsirections LLascellesascelles WharfWharf andand NNorthorth SShorehore ((2005)2005) 45

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 46 7. Port Precincts

7.1 Liquid Bulk Precinct Operations and Infrastructure The Refi nery Pier consists of a common multi- This precinct is designated for the use of user 4 berth facility, which primarily serves the liquid bulk. The available area for liquid bulk Shell Refi nery and Terminals Ltd. The Refi nery use is considered adequate and no extension is one of Shells’ largest processing facilities in of the precinct is proposed. The precinct Australia, producing 15% of Australia’s petroleum accommodates ‘Controlled Port Activities’, products and exporting 10% of its total output. such as Shell Australia and Terminals Pty Ltd. The siting of any new ‘Controlled Port Activities’ The key land uses and companies within the within this precinct would also need to comply Precinct include: with other requirements, including Clause 52.10 of the Victorian Planning Provisions, and must • Shell Australia P/L (petroleum refinery); obtain a licence from WorkSafe. Requirements • Basell Company (polypropylene plant); would ensure minimum threshold distances from residential zones, thereby providing safe • Incitec Pivot and Orica (fertiliser storage separation distances from residential areas such shed and sulphur plant); as Corio, Norlane and North Shore. • Cheetham salt works (head office);

Public access to Refi nery Pier is restricted for • Former Corio Shire Tip (east of Incitec both port operational and national maritime Pivot & undeveloped); and security reasons. • Terminals Pty Ltd (chemical storage). The capacity of Refi nery Pier is considered Access adequate to meet future needs to 2020 and beyond. The Liquid Bulk Precinct is currently accessed from Princes Highway via Refi nery Road and Shell A major water recycling initiative is proposed Parade, to avoid sensitive uses. There are unused by Barwon Water with government and industry rail sidings located adjacent to the rail line to the support. The proposed Barwon Water Northern west of Shell. Water Plant will supply recycled water for the Shell Geelong Refi nery and for community facilities. Constraints The current site constraints for the precinct Location and Zoning include: This precinct is bounded by School Road, Shell Parade, Greta Street, Seabeach Parade, St • Land uses require substantial separation Georges Road and the Princes Highway and distances to more sensitive land uses; includes the Shell Refi nery, Refi nery Pier, a 4 berth • Location of existing sensitive land uses bulk liquid facility which currently serves the Shell and the need to retain specified EPA buffer Refi nery and the adjoining chemical storage area distances; leased by Terminals Pty Ltd. Land to the west of the railway line serves as a buffer between the • Limitations of existing on-road freight Shell Refi nery and residential areas of Roswell, links to the Geelong Ring Road from the Corio and Norlane and has been approved for operational port; and some commercial developments along the Princes • Indirect road connections to the Heales Highway frontage. Land to the north and north-east Road Industrial Estate from the operational provides a buffer to the Geelong Grammar School. port area. Land in this precinct is zoned Special Use Zone Planning Opportunities (6), Industry 2 and Industry 1. Land owned by GeelongPort, including Refi nery Pier and the site • Investigate new industry opportunities for occupied by Terminals Pty Ltd, is zoned SUZ(6). the undeveloped land at Oyster Cove, The Industrial 2 Zone includes Shell, while the including potential biodiesel operations. Industrial 1 Zone provides a buffer to the west of • As part of a Port Buffer Strategy, ensure Shell. The waters of Corio Bay are included in the that existing industrial zoned land Public Conservation and Resource Zone and Public surrounding Shell Refinery is retained to Park and Recreation Zone. provide a safe buffer around the facility.

7 PortPort PPrecinctsrecincts 47

Figure 8 Liquid Bulk Precinct

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 48

• Identify improvements to access links to Incitec Pivot owns a number of vacant residential Heales Road Industrial Estate as part of the properties along Sea Breeze Parade, which VicRoads linkages report. provides an open space buffer between Incitec and North Shore residents. The PLUS supports • Investigate the potential opportunities the retention of these lots as undeveloped, for foreshore initiatives, and bicycle and appropriately maintained land. pedestrian paths. Consideration will need to be given to port security and public risk, In relation to North Shore, Direction 4 (Effective particularly in the vicinity of Oyster Cove. Land Use Buffers) identifi es the benefi t of • Support Council initiatives to improve the protecting the amenity of this residential area from environmental values of Cuthbertson’s and port uses. It is suggested that buffering strategies Cowies Creeks. be explored as an action of Council’s Port Structure Plan, including policies on industrial siting and • Support Council in adopting a port precinct design for the interface areas. The buffer role of planning approach in its Port Structure vacant residential lots along Sea Breeze Parade, Plan, and adoption of planning provisions owned by Incitec Pivot, would be acknowledged in which better accommodate port-related a buffer strategy. development within the ‘port area of interest’.

Operations and infrastructure 7.2 Bulk and Break Bulk Precinct There are a number of land uses and key players within the Bulk and Break Bulk Precinct near Lascelles Wharf and surrounds as follows: This precinct is designated for the use of dry bulk and break bulk activities and consists of two key port • Incitec Pivot (fertiliser production/storage); areas, Corio Quay and Lascelles Wharf. North Shore residential area separates the two port areas of Corio • OneSteel (steel products); and Quay and Lascelles Wharf. The precinct excludes • A range of small service industries (north of ‘Controlled Port Activities’. OneSteel, generally with no connection with the Port). The precinct is bounded by St Georges Road to the north, coast line to the east, Langdon Street to south It is noted that Incitec Pivot’s production of fertiliser and Princes Highway to the west (excluding the involves bulk liquid chemical imports which are Norlane residential area). classifi ed a low risk, but are licensed for security reasons. Possible future expansion of fertiliser operations at the site by Incitec Pivot should be Lascelles Wharf accommodated, subject to license requirements. Similarly, industrial chemical manufacture is a Location and Zoning possible future activity for this plant, which would The north of the precinct centres on Lascelles be supported, subject to license requirements. Wharf, a 3-berth facility that currently serves dry bulk cargoes. Access

Much of the land in this precinct is included in an Road and rail access is available to the port. The Industrial 2 Zone, with port owned and operated following provides the key road access and rail land included in the Special Use Zone (Schedule 6) provisions to Lascelles Wharf: (including wharf facilities). The waters of Corio Bay • Road access to Lascelles Wharf is available are included in a Public Park and Recreation Zone. by Seabeach Parade and The Esplanade, To the west of the ‘port area of interest’ is the which links through to Corio Quay Road and residential area of Norlane, situated to the north of to Melbourne Road; North Shore Road, west of Station Street and south • A new bypass diverting heavy vehicle traffic of St Georges Road. away from of the residential streets in North Shore; and • Existing rail spur line adjacent to Sea Breeze Parade terminating at the Incitec Pivot site.

7 PortPort PPrecinctsrecincts 49

Constraints Corio Quay There are a number of constraints, both general and Location and Zoning specifi c, in relation to the potential for port facilities to meet trade growth as follows: Central to the precinct is Corio Quay, a 4-berth facility that predominantly handles forestry products • No rail connections to the Lascelles Wharf (logs, woodchips and steel). There are three berths precinct; located on the north side of Corio Quay and one • Lack of available back up land and berth on the south. developable industrial land; Much of the land in this part of the precinct is included • Limited and high development cost of land in an Industrial 2 Zone, with port owned and operated available for port and port-related uses; land included in the Special Use Zone (Schedule 6) (including wharf facilities). The waters of Corio Bay • Potential loss of industrial land use zone are included in a Public Park and Recreation Zone. To buffering between sensitive and industrial land the north of Corio Quay is the North Shore residential uses; and area which is included in a Residential 1 Zone, the • Sensitive and non-industrial land uses surrounding land is within an Industrial 2 Zone. To encroaching on the port. the west of Corio Quay is the former Ford site, which comprises about 15 hectares of Industrial 2 zoned land. Planning Opportunities The North Shore residential area is a well established • Review the business case for the development neighbourhood of about 140 dwellings, built during of dual gauge rail infrastructure at Lascelles and after the 1950s. The planning controls require that Wharf, when improved circumstances occur. development above 7.5 metres requires a planning • Expand the facilities at Lascelles Wharf to meet permit. The height limitations are contained within capacity requirements for 2020, including: the Design and Development Overlay Schedule 14 (DDO14), of the Greater Geelong Planning Scheme. – Provision of crane rails onto the existing On the basis of the existing planning controls, the PLUS Lascelles Berth No 1; does not seek any additional controls for residential – Extending the existing wharf at the areas of North Shore. southern end by about 150m, including the development of berthing dolphins; The Ford site is a large industrially zoned parcel that has historically provided an important land use – Construction of one new berth (Lascelles buffer between the port and other more sensitive Berth No 4); and land uses, particularly for the residential area of A planning scheme amendment and permit Norlane to the north. The southern portion of the Ford process is required to facilitate the above berth site (approximately 13.3 ha) was sold and was the extensions. The process for a planning scheme subject of a ‘Hometown’ rezoning proposal which was amendment includes a public exhibition phase. abandoned. Even though it is separated from the port by a railway line, its size could accommodate port- • Potential development opportunities for vacant related industry and value adding industry. Its proximity or available land at OneSteel and Incitec Pivot. to Corio Quay may offer potential storage for forestry • Support Incitec Pivot in its retention of vacant or vehicle trades. Similarly located land in the vicinity lots along Sea Breeze Parade, providing a of other Australian ports, such as the Port of Brisbane, buffer between the plant and North Shore has demonstrated opportunities for port related activity residents. by using an overpass or conveyor connection. • Support Council in adopting a port precinct The foreshore areas of North Shore and Moorpanyal planning approach in its Port Structure Plan, Park have received signifi cant upgrades including and adoption of planning provisions which new pathways, car park, revegetation works and two better accommodate port-related development hardwood plantation timber fi shing platforms. The within the ‘port area of interest’. fi shing platforms have been constructed adjacent to the northern tip of Moorpanyal Park.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 50

Figure 9 Bulk and Break Bulk Precinct

7 PortPort PPrecinctsrecincts 51

Operations and infrastructure Constraints There are a number of land uses and key companies There are a number of constraints, both general and within the Bulk and Break Bulk Precinct near Corio specifi c, in relation to the potential for port facilities to Quay and surrounds: meet trade growth as follows:

• Midway (export woodchips); • Limited extent of existing wharf infrastructure to meet future market demands at Corio • Quicksilver (clothing, non port related use); Quay; • Volclay (bentonite production); • Land use confl icts and amenity issues • AQIS (Australian Quarantine Inspection resulting from existing residential areas; Service); • Australian Customs Service; • Lack of available back up land and developable industrial land; • AMOSC (Australian Marine Oil Spill Centre); • SPE Management (exporter of softwood • No available back up land adjacent to Corio woodchip); Quay; • Australian Marshalling Services (AMS) (log • Limited and high development cost of land storage and export); available for port and port-related uses;

• International Malting Company (malt • Potential loss of industrial land use zones manufacturing plant); buffering between sensitive and industrial • Ford motor company; and land uses; and

• A range of small service industries (no port • Residential and non-industrial uses connection). encroaching on the Port.

Access Planning Opportunities Road and rail access is available to the port. The following provides the key road access and rail • Support the development of port and port- provisions to Corio Quay: related industry on the former Ford site. • 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 Corio both the north and the south sides of Corio Quay north; 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 • Grain loop rail link, which connects to berth extensions. The process for a planning state and national rail network (loop is split scheme amendment includes a public between two precincts); and exhibition phase. An amendment for extending the north berth was completed in 2008. • A dual gauge line off the Geelong Grain Loop to North Shore, and connecting Midway • Investigate opportunities to extend Pty Ltd to the standard gauge network. Moorpanyal Park to the south of the Works at the North Shore rail yard include developed park area. the construction of three standard gauge • Develop a local plan for North Shore as sidings. a Port Structure Plan action, that focuses on protection of residential character and amenity of this area from port and port related industrial activities, as well as ensuring that future operations of the port are not inhibited.

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 52

• Investigate use of the former Ford site for of land uses and requires the resolution of buffer forestry, bulk minerals/mineral sands or arrangements that accommodate the operational needs vehicle related trades, for covered storage or of existing port related industry. Businesses located similar. within this area include Barrett Burston, GrainCorp and SPE. Council has acknowledged the issue of • Support Council in adopting a port precinct land use buffers in its adopted Port Structure Plan, planning approach in its Port Structure Plan, and further consideration will be given to this matter and adoption of planning provisions which through an inter-agency working group established to better accommodate port-related development advise on Project issues. Vehicle access for the Project within the ‘port area of interest’. is proposed to be independent of port access roads such as Mackey Street, while boating safety will need to consider the presence of the commercial shipping 7.3 Dry Bulk Precinct channel adjacent to proposed berthing facilities. To the south of Osborne Park is the Rippleside This precinct is designated for the use of dry bulk residential area, a much sought-after residential activities and includes the Bulk Grain Piers. The precinct address. Most of the houses have been renovated in excludes ‘Controlled Port Activities’. keeping with their history and any new development has been sympathetically designed. To the north-east of The precinct is bounded to the north by Langdon Street, Rippleside is the bayside park of St Helens which has the foreshore to the east, Swinburne Street to the south extensive swimming, boating, barbecue and playground and the Princes Highway to the west. facilities.

Location and Zoning The old powerhouse site is also of local interest, the subject of an earlier rezoning and development The precinct consists of the Grain Piers, two piers one application. owned by GrainCorp and the other by GeelongPort, the Grain Piers are located to the north of the site. The Operations and infrastructure land to the south of the Grain Piers is located within an Industrial 2 Zone. There are a number of land uses and key companies within the Dry Bulk Precinct as follows: Much of the land in this precinct is included in an Industrial 2 Zone, with port owned and operated • GrainCorp grain silos; land included in the Special Use Zone (Schedule 6) (including the piers and wharf facilities). The waters • Veridian (formerly Pilkingtons) – laminated of Corio Bay are included in a Public Park and glass production; Recreation Zone. • Former Classweave textile factory (now Mill Market site; and This precinct contains two historical sites of particular note: the former Classweave Textile factory (Mill • Barrett Burston Malting – malting plant. Market) and Osborne House. Osborne House is one GrainCorp owns and operates a large grain bunker of Geelong’s fi nest mansions, surrounded by its own facility on Seabeach Parade, north of Walchs Road. parklands and overlooking Corio Bay. In 1948 the Shire purchased the stables building and adjacent land A number of unrelated industrial sites including two from the Geelong Harbour Trust, which now houses sites occupied by Pilkington Glass and the former the Geelong Maritime Museum. Adjacent to Osborne Classweave site adjoin Corio Quay Road south House is Osborne Park, a reserve that contains two of GrainCorp. The former Geelong power station ovals, one with a turf wicket. occupies elevated waterfront land off Mackey Street.

The most signifi cant current proposal in this precinct is Council’s Geelong Marine Industry Project. The Project Access involves a mixture of land uses, as well as a large Road and rail access is available to the precinct, with reclamation of foreshore for berthing/marina facilities. the following providing the key road access and rail The proposal would develop disused land, provide provisions to the Grain Piers facilities: boating related employment, and could support the Victoria Government’s Bays and Marine Initiative. • Grain loop rail line, which connects to State and National rail networks; and As noted in part 6.4 (Effective Land Use Buffers) the Geelong Marine Industry Project involves a mixture • Mackey Street or back up through to Corio Quay Road access

7 PortPort PPrecinctsrecincts 53

Figure 10 Dry Bulk Precinct

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 54 54

7.4 Point Henry Precinct Planning Opportunities • Investigate the potential new industrial and/ This precinct’s primary use is for the operation or value adding industries that may be of Alcoa. The precinct excludes ‘Controlled Port sited in the undeveloped industrial land Activities’. that would be compatible with Alcoa. The development of a master plan for future The precinct is bounded to the north, east and west industry or value adding industry must by Corio Bay and Cheetham Salt Works to the south. involve Alcoa, Cheetham Salt and other adjacent land holders. It is noted that Alcoa owns land beyond the plant, • Support Council in adopting a port precinct including the Point Henry Wetlands which form planning approach in its Port Structure a signifi cant chain of habitat for international Plan, and adoption of planning provisions migratory birds. Alcoa has partnered with Greening which better accommodate port-related Australia to implement a Land Management development within the port precincts. Plan for the area, which is a project known as ‘Moolapio’. Constraints

Location and Zoning There are a number of constraints, both general and specifi c, in relation to the potential for the port facilities Much of the land in the precinct is included in to meet trade growth as follows: an Industrial 1 Zone under the Greater Geelong Planning Scheme, with the pier itself included • Lack of available back up land and in a Special Use Zone Schedule 6 (Port Areas). developable industrial land; The waters of Corio Bay are included in a Public Conservation and Resource Zone. • Potential loss of Industrial land use zone buffering between sensitive and industrial land uses; and Operations and infrastructure • Residential and non-industrial uses This precinct commences from the west with the encroaching on the port. CSIRO animal quarantine centre, east to the salt works, between Stingaree Bay and Alcoa at Point Planning Opportunities Henry. It includes the Point Henry Industrial Area and the eastern shoreline. • Investigate opportunities for cliff stabilisation/revegetation and beautification The precinct includes the Point Henry Pier facilities. works along the foreshore south of the Bulk Grain Piers. Access • Investigate the opportunities for achievement of a stepped down approach The only road access to this precinct is via Point to industrial zoning for land south of the Henry Road. port as a land use buffer zone between the operational port and the sensitive land Constraints uses. The precinct is segregated from the main port • Support Council in adopting a port precinct facilities and associated road and rail infrastructure. planning approach in its Port Structure This limits the potential investment and development Plan, and adoption of planning provisions opportunities of the site. which better accommodate port-related development within the ‘port area of interest’.

7 PortPort PPrecinctsrecincts 55 55

Figure 11 Point Henry Precinct

PPortort ofof Geelong:Geelong: PortPort LLandand UUsese SStrategytrategy 56 Glossary

‘Dry Bulk’ cargo – non-liquid cargoes which ‘port-related use’ – refers to industrial and storage are transported and handled in bulk, e.g. grain, activities that involve production or handling of fertiliser, woodchip cargo, as well as activities that provide a specifi c port service role. ‘Break Bulk’ cargo – general cargoes which is not containerised e.g. timber, paper, steel, vehicles ‘non port-related use’ – refers to uses that have no commercial relationship with the port. It includes ‘Controlled Port Activity’ – is defi ned as an activity uses, such as sales, that involve higher amenity including stored hazardous goods above their and safety expectations than that exists in an threshold quantity as defi ned by Schedule 9 of the Industry 2 Zone or Special Use Zone. Occupational Health and Safety Regulations 2007. ‘land use buffer’ – refers to the role of an area, or Schedule 9 relates to Major Hazard Facilities land use controls, which are intended to minimise and details relevant materials and threshold amenity or safety confl icts at the interface of quantities. The intention of the ‘Controlled Port different zones Activity’ defi nition is to focus on activities which have potential for health and safety consequences PLUS – Port of Geelong Port Land Use Strategy beyond the site of the facility. SEMP – Safety and Environmental Management Plan ‘Liquid Bulk’ cargo – liquid cargoes which are transported and handled in bulk form, e.g. crude VRCA – Victorian Regional Channel Authority oil, refi ned 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.

7 PortPort PPrecinctsrecincts

110407 2992 DOT4316/09 print or audio please telephone Public Affairs Branch on 9655 6000. If you would like to receive this publication in an accessible format, such as large Printed by Impact Digital, 32 Syme St, Brunswick Victoria 3056 Authorised by Tim Pallas, Exhibition 121 St, Melbourne Victoria 3000 © State of Victoria 2009 in accordance with the provisions of the Copyright Act 1968. This publication is copyright. No part may be reproduced by any process except ISBN 978-0-7311-8774-4 ISBN