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BLAIRGOWRIESAFEBOATHARBOURRECONFIGURATION

EXPERTWITNESSREPORTOFMR.CHRISTOPHERCARBOON

19SEPTEMBER2013

Name: MrChristopherC.Carboon

Address: SinclairKnightMerz

452FlindersStreet,MelbourneVIC3000

T:0386683551

M:0423784595

Qualificationsandexperience:

x BachelorsDegreeinEngineering(Civil)withHonoursfromMelbourneUniversity(1992); x PostͲgraduatediplomacourseworkinCoastalEngineeringandConstructionLaw x Over20yearsconsultingengineeringexperienceinAustraliaandtheUnitedKingdomon localandinternationalmarineprojects.

Expertise:

IamcurrentlyemployedbySinclairKnightMerzPtyLtd(SKM)asaSeniorMaritimeEngineer.Ihave beenemployedwithSKMsince2004andhavebeenanAssociatesince2009.

Ihaveworkedinconsultingengineeringforover20yearsandhavebeenprimarilylocatedin Melbourneduringthistime.Myexpertiseisintheplanninganddesignofmarineprojectsranging frommarinastomajorportinfrastructureandtheassessmentofmarinerelatedprocesses associatedwithsuchdevelopments.

MajorportinfrastructureprojectsthatIhavebeeninvolvedininVictoriaandsouthernAustralia haveincludedtheChannelDeepeningProject(PoMC),theEastCoastArmamentsComplexandthe PointWilsonWatersideInfrastructureRemediation(Defence)projects,theCorioQuayNorth4 woodchipfacility,GellibrandPierupgradeandBerth4FuelFacilityinAdelaide.

SmallcraftandmarinaprojectsthatIhavebeeninvolvedinincludeMorningtonSafeHarbour,Pier 35MarinaVillage,SandringhamYachtClub,BrightonYachtClub,RipplesideMarinaVillage,Royal GeelongYachtClub,QueenscliffCruisingYachtClubandBlairgowireYachtSquadron.

Coastalengineeringexperiencehasincludedplanninganddesignofcoastaldefenceworks,beach renourishment,assessmentofmetoceanconditionsandcoastalprocesses,physicaltestingof breakwatersandrevetmentworksandshippingandboatingnavigationsimulation.

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InrelationtotheBlairgowrieSafeBoatHarbourReconfiguration,Ihaveparticularexperienceinthe definitionofsmallcraftharbourconfigurationandtheassessmentofharbourperformanceand impactsoncoastalandmarineprocesses.

Contributors:

Thisreporthasbeenpreparedbymyselfandisbasedontechnicalreportspreparedbymyselfand otherSKMcolleagues(currentandformer)including:

x DavidStephens(hydrodynamics)and x DanielWare(Coastalhazardvulnerabilityassessment).

Instructionsreceived:

ThisreporthasbeenpreparedinresponsetoarequestmadebyBlairgowrieYachtSquadron(BYS).I havebeeninstructedtoprepareaWitnessReportontheareasof:

x Historicalcoastalmonitoring; x Harbourreconfigurationdesign; x CoastalProcessesimpacts; x Hydrodynamicsandwaterquality; x Coastalhazardvulnerabilityassessment; x Sandmanagement x Addendatotechnicalreports.

Personsreliedon:

DataacquisitionforthehistoricalcoastalmonitoringhasbeengatheredbyrepresentativesofBYS overtheperiod2001to2010.Whilethedatahasgenerallybeengatheredbythesamepersons,the datahasnotbeengatheredbyalicensedsurveyorandhasnotbeenqualityverifiedorassured.

Reportsreliedupon:

ThefollowingreportshavebeenpreparedbySKMandhavebeenusedtoinformthepreparationof theproposal.Thefollowingsectionoutlinesthereportsthathavebeenrelieduponinpreparingthis expertwitnessreport.

BlairgowrieSafeBoatHarbour–SandMonitoringProgram–Results(toApril2009)

SKM(2009)ͲexhibitedasAppendixBtoReferenceYYY.

Monitoringofthecoastalimpacts(sandmovements)oftheexistingharbourhasbeenundertaken sinceOctober1998,generallyatsixmonthlyintervals.Thecollecteddataandtheinterpreted coastalimpactshavebeenpresentedbySKM,onbehalfofBYS,toMPSCinregularletterformduring thisperiod.Thestatusandmagnitudeofthecoastalimpactshavebeenreferencedtotriggerpoints thatweresetoutintheoriginalplanningpermitfortheharbourdevelopment.

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Theresultsofthishistoricalmonitoringhavebeenrelieduponincompletingtheassessmentofthe likelyimpactsoftheproposedharbourreconfiguration.

DuringthetimeofmyemploymentwithSKMIhavebeeninvolvedinpreparingand/orreviewing thecoastalmonitoringreports.Ibelievethereportshavebeenpreparedaccuratelyandadopttheir findingswiththefollowingqualificationsandexceptions:

x Theassertionthatbeachrecessiontothewestoftheharbourisprimarilytheresultof vegetationremovalorstormerosionremainsunprovenandpartiallycontradictedbythe resultsofmorerecentcoastalmodelling; x Akeyassumptioninthedatacollectionforthecoastalmonitoringisthataconsistent measureof‘highwater’levelhasbeenused.Whileinconsistencyinthismethodwould renderitdifficulttomakeconclusionsbasedononlytwosurveys,thelongertermtrends evidentinthedataleadmetoconcludethatthemethodofusing‘highwater’tosurvey beachchangesisasuitablemeansofobtainingdataandthatitisreasonabletousethedata forthepurposesithasbeenused; x Themonitoringprogramimplementedafterconstructionoftheharbourdoesnotappearto coverasufficientareaofbeachandhaspossiblynotmonitoredtheareasofgreatestimpact –particularlytotheeastoftheharbour–northeareatothewestoftheharbourwhere coastalprocessesmaynothavebeenimpacted; x SandmonitoringdataisavailableuptoApril2011buthasnotbeenrelieduponinthisreport asitpostͲdatessandmanagementworksthatwereundertakenatBlairgowrieinJuly2010 andisnotconsideredreliablefordeterminingcoastaltrendsandeffects.

Itismyopinionthatthehistoricalcoastalmonitoringdataconfirmsthefollowingfacts:

x TheformationofthesalientatBlairgowrieisthedirectresultoftheconstructionofthe originalharbourwavescreenin2001; x ThesalientatBlairgowiredidnotappeartohavereachedequilibriumby2009(thelastdate priortothesandbypassingcarriedoutinApril2010); x Thereisonlyarelativelyminorseasonalpatternevidentinthehistoricaldataofthesalient growth–indicatingthatbeachwidthgrowsgreatestoverwinterandcanevenreduceover thesummermonths; x AtApril2009,thetriggervalueofbeachwidthattheBlairgowriejettyhadnotbeenreached; x Beachwidthgrowthintheareaofaccretionisconsiderablygreaterinabsolutetermsthan thebeachwidthrecessionrecordedintheerosionareas.

Itismyopinionthatthehistoricalcoastalmonitoringdataindicates,butdoesnotconfirm,the followingpossibleimpacts:

x Somecoastalrecessiontothewestoftheharbour–althoughthenatureandcauseof coastalchangesinthisareaisdifficulttobedefinitiveaboutbecauseofthepaucityof monitoringpointsandtheirwidespacing; x Somecoastalrecessionwithinthegroynefield–althoughthenatureandcauseofcoastal changestotheeastoftheharbourisdifficulttodiscernduetothemodificationsmadeto thegroynefieldduringthemonitoringperiodandthefactthatmonitoringdidnotextend

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beyondthegroynefieldtowherethemaximumcoastalrecessioncouldhavebeenexpected tooccur.

Itismyopinionthatthehistoricalsandmonitoringreportsprovideareasonablerecordofthenature ofthecoastalimpactsthathavearisenasaresultoftheexistingBlairgowrieSafeHarbourandcan beusedinthepredictionoftheimpactsoftheproposal.

BlairgowrieSafeBoatHarbourReconfiguration–ConceptPlan–AlternativeHardstandSK105 (RevG)

SKM(2012)–attachedtothiswitnessstatement.

ThedesignoftheBlairgowrieSafeBoatHarbourReconfigurationisshownonSKMdrawingSB18706 SK105(RevG).Ihavebeenresponsiblefortheplanninganddesignoftheharbourreconfiguration since2009.

ThedesignhasevolvedthroughvariousrevisionssincearoundJune2010toitspresent configurationandincludes:

x Anew‘fingerpier’fromextendingfromshorefortransitofamarinestraddlecarrier; x Anewhardstandareawithstorageofsmallerkeelboats,arelocatedliftͲoutcraneandlow landings; x AmarinestraddlecarrierliftͲoutberth; x A226mwavescreenextensiontothewestoftheexistingwavescreen; x Asmallerwesternwavescreenwall(subjecttodetaileddesign); x Navigationlights x 119No.newwetberths x Replacementofscouredmaterialbeneathexistingwavescreensandadditionofscour preventionmaterial.

Aseparatedesignreporthasnotbeenprepared.Designworkfortheharbourisconsideredtobe preliminaryandissummarisedasfollows:

x Updatedbathymetricsurveyoftheharbour; x Numericalmodellingofincidentwaveconditions; x Wavepenetrationmodellingtoassessthewavescreendesignandconditionswithinthe marina; x Wavescreenstructuraldesignassumedtobesimilartotheexistingwavescreen; x Preliminaryfunctionalandstructuraldesignofthehardstandandmarinestraddlecarrier facilities; x Geotechnicalconditionsareassumedtobesimilartothoseidentifiedduringinvestigations fortheexistingharbour.

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Thedesignworkundertakentodatehasconfirmedthattheproposedarrangementoftheharbour reconfigurationisfeasibleandwouldprovideconditionswithintheharbourthatareinaccordance withAustralianStandards.

BlairgowrieSafeBoatHarbourReconfigurationProject–CoastalProcessesAssessmentRevF

SKM(May2012)

BlairgowrieYachtSquadroncommissionedSKMtoundertakeacoastalprocessesassessmentforthe proposedharbourreconfigurationin2011.Thisworkisdocumentedintheabovereport.The assessmentincludedareviewofpastreportsandstudiesofthesite,ananalysisofhistorical shorelinemonitoringdataandsandmanagementactivitiesandthedevelopmentofacalibrated longshoreͲtransportandshorelineevolutionmodel.

Thisexpertwitnessreportreliesonthefindingsoftheabovereportwithoutanydepartures.Ihave beeninvolvedinbothadirectandsupervisoryroleintheworkdocumentedintheabovereportand considertheworktobewithinmyareaofexpertise.

Thekeyinputs,datasourcesandassumptionsusedinpreparingtheworkaredocumentedinthe reportandinclude:

x Numericallycalculatedwaveconditionsusedinlieuofsiterecordedwaveconditions; x Shorelineevolutionmodellingcalibratedagainstmeasuredhistoricalshorelinechangeinlieu ofmeasuredlittoraltransportrates.

Iconsidertheabovereporttobecompleteandaccuratetowithinthelimitationsofthedata, assumptionsandmethodsused.

Itismyopinionthatthecoastalprocessesassessmentconfirmsthefollowing:

x thatgrosssedimenttransportalongtheshorelineatBlairgowireisaround4,800m3per annumandnettransportisaround3,800m3towardstheeast.Thesevaluesarein reasonableagreementwiththe1998EES; x Volumetricaccumulationinthesalientispredictedtobearound3,300m3perannumforthe existingharbourlayoutandcouldincreaseto3,700m3perannumfortheproposedharbour; x ThelongͲshorelengthofthesalientwillincreasebyaround160m,mainlytowardsthewest, andpointofitswidestwidthwillshiftwestwardsbyaround100m; x TherateofcrossͲshorebeachwidthgrowthissimilarfortheexistingandproposedharbour; x TheareaofgreatesterosionpotentialremainsinfrontoftheBlairgowrieshopswithonlya minorchangeinerosioneffectswithinthetimbergroynefield; x Thereisonlyminordifferentialeffectbetweentheexistingandproposedharboursonthe beachesofCameronsBight.

Basedonthefindingsoftheassessmentitismyopinionthat:

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x Relativetotheexistingharbour,theproposedharbourwillnotresultinasignificantincrease inthesedimentaccumulationratebehindthewavescreenorthecoastalerosionratesalong theBlairgowrieforeshore; x TheproposalwillnothaveanysignificantdifferentialeffectonthebeachesofCamerons Bight; x Theproposalwillresultinthegrowthofalarger(longer)salientfeatureandpossiblycausea slightincreaseinerosionwithinthegroynefield; x TheBlairgowrieforeshorewillneedcontinuingsandmanagementinthefuturetomitigate theeffectsoftheexistingharbour; x Withimplementationofappropriatesandmanagementprocedures,theproposalwillnot resultinanylongͲtermdetrimentaleffectsontheBlairgowrieshoreline.

Commentsonsandmonitoringandsandbypassingincludedinthetechnicalreportwereprovidedat thetimeforconsiderationinthedevelopmentofadetailedsandmanagementplan.Iacknowledge thatadetailedmonitoringplanhassincebeenstipulatedaspartoftheDEPIconsentforuseand developmentofcoastalcrownland(19/7/2013)andIagreethatvolumetricbeachmonitoring shouldbecarriedoutandcombinedwithperiodicsandbypassing.

Basedontheobservedhistoricaldatasuggestingthatseasonalpatternsarenotsignificant,Ibelieve thatdetailedbathymetricandtopographicsurveysmaynotbewarrantedatatwiceyearly frequency.Ialsobelievethattheproposed3,000m3triggervolumemayresultintheneedto conductfrequentsmallbypassingoperations(possiblyyearly)thatcouldinconveniencethepublic andbeuneconomicalwhenalargertriggervolumemaynotbedetrimentaltothecoastline.I believesomeflexibilityinadjustingthetriggervolumeberetainedsothatadjustmentscanbemade oncesufficientdatahasbeengatheredtoconfirmthecoastalbehaviour.

BlairgowrieSafeBoatHarbourReconfigurationProject–HydrodynamicsReport(Ver5)

SKM(May2012)

BlairgowrieYachtSquadroncommissionedSKMtoundertakeahydrodynamicsassessmentforthe proposedharbourreconfigurationin2011.Thisworkisdocumentedintheabovereport.The assessmentwasundertakentodeterminethecirculationpatternswithinthevicinityoftheproposed reconfigurationandincludedthedevelopmentofacalibratedhydraulicmodeloftheareatoassess tidalcurrentpatterns.

Thisexpertwitnessreportreliesonthefindingsoftheabovereportwithoutanydepartures.Ihave beeninvolvedinanonͲtechnicalsupervisoryroleintheworkdocumentedintheabovereport.Ido notconsiderdetailedhydraulicmodellingtobewithinmyareaofexpertise.

Thekeyinputs,datasourcesandassumptionsusedinpreparingtheworkaredocumentedinthe reportandinclude:

x Calibrationofthehydraulicmodelviacomparisonofpredictedandmodelledtidalwater levelvavriationswithinPortPhilip(TheHeads,MelbourneandGeelong); x Numericallycalculatedtidalcurrentsusedinlieuofsiterecordedcurrents;

Page6of9 Attachment 3

x The2Dmodellingmeantthatwavescreenscouldonlybemodelledasfulldepth.Hence,the mainwavescreenwasassumedtobefulldepthwhileotherpartialdepthwavescreenswere notmodelled.Sensitivitytestingofthisassumptionwascarriedout.

Iconsidertheabovereporttobecompleteandaccuratetowithinthelimitationsofthedata, assumptionsandmethodsused.

Itismyopinionthatthehydrodynamicmodellingissufficienttoestablishthefollowing:

x TidalcurrentsaroundBlairgowrieharbouraregenerallyparallelwiththeshoreandflowina directionfromtheeasttowardsthewestwithapeakstrengthofaround0.3m/s; x Evenduringperiodsofflooding(inͲcoming)tides,theformationofalargeeddywithin CameronsBightresultsinacounterͲcurrentthroughtheharbourandthecontinuationofan easttowesttidalcurrent; x Theproposedwavescreenextensionresultsinrelativelyminorchangestocurrentpatterns andsomeincreasedareaofslightlyreducedtidalcurrentsaroundthescreen.; x Astidalcurrentsaregenerallyalwaysfromeasttowardsthewestitisexpectedthatexisting residencetimesarenothighandwillnotbesignificantlyincrease,meaningthereshouldbe nodegredationinwaterqualitywithintheharbouroritssurrounds.

BlairgowrieSafeBoatHarbourReconfigurationProject–CoastalHazardVulnerabilityAssessment

SKM(Aug2011)

BlairgowrieYachtSquadroncommissionedSKMtoundertakeacoastalhazardvulnerability assessmentfortheproposedharbourreconfigurationin2011.Thisworkisdocumentedinthe abovereport.Theassessmentwasundertakentodeterminethepriorityriskstotheharbour reconfigurationprojectundertheeffectsofclimatechangeandsealevelrise.

Thisexpertwitnessreportreliesonthefindingsoftheabovereportwithoutanydepartures.Ihave beeninvolvedinanonͲtechnicalsupervisoryroleintheworkdocumentedintheabovereport.I considercoastalriskassessmenttobewithinmyareaofexpertise.

Thekeyinputs,datasourcesandmethodologiesusedinpreparingtheworkaredocumentedinthe reportandinclude:

x IPCCAR4(2007)A1F1sealevelriseprojections; x StormsurgeprojectionsforRyePier(fromTheEffectofClimateChangeonExtremeSea LevelsinPortPhilipBay,CSIRO2009); x Sealevelriseinducedcoastalrecessionestimatesbasedonindustryacceptedmethods.

Iconsidertheabovereporttobecompleteandaccuratetowithinthelimitationsofthedata, assumptionsandmethodsused.

Itismyopinionthatthecoastalhazardvulnerabilityassessmentdemonstratesthat:

Page7of9 Attachment 3

x Theproposalisatlowriskfromcoastalhazardsandthattheseriskscanbeeffectively mitigatedbyincorporatingappropriatedesignallowancesforsealevelriseanditsrelated effects; x Withimplementationofappropriatecoastal(sand)management,thevulnerabilityofthe existingcoastlinetocoastalhazardswillnotbeincreasedbytheproposal.

BeachMonitoringandSandManagement.

BlairgowrieYachtSquadronhaspreparedaSandManagementandMonitoringPlanFramework.

SKMdidnotproducethisdocumenthoweveritdoescitetheSKMCoastalProcessesAssessmentasa keyreference.

Tothebestofmyknowledge,theplanaccuratelysummarisesthehistoricalmonitoringandits shortcomingsandthe2010sandbypassingworksundertakenbyBYSandDSE.

Itismyopinionthattheproposedbeachmonitoringsurveysoutlinedintheplanrepresenta reasonablemonitoringplanwiththeexceptiontheplanͲformsurveysshouldbecarriedoutevery6 months.

Iagreethatavolumetricmeasureofsalientaccretionisthemostappropriatetriggermechanismfor sandrelocation.Thewiderbeachsurveydatashouldthenbeusedtorefinewherethebypassed/ backͲpassedsandistobeplaced.

Ibelievethatthetriggervolumeproposedintheplan(10,000m3)isareasonablevaluebutalso understandthatconsentconditionshavestipulateda3,000m3trigger.Ibelievethereissomerisk thatthislowertriggervolumecouldresultinhighfrequencybypassingbeingrequiredwhichmight bebothuneconomicalandtothedetrimentofbeachusers.Ibelievethatthemaximuminterval betweenbypassingstatedintheplan(5to6years)couldbereduced.

Iagreewiththestatementintheplanandintheconsentconditionsthatthesandmanagement arrangementsshouldbereviewedovertimeasamoreaccuratemeasurementsandunderstanding ofthecoastalchangesbecomesevident.

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AddendatoTechnicalReportsͲ13September2013

InAugust2012achangetotheharbourarrangement,fromthatassessedinthetechnicalreports, wasmadecomprisingofa10mlengtheningoftheproposedwavescreenextension.SKMhas reviewedthefindingsofthetechnicalreportswithrespecttothischangeanddocumentedout reviewinalettertoBYSdated13September2013.Itismyopinionthattheproposedchangetothe proposaldoesnotinvalidatetheconclusionsofthetechnicalreports.

ChristopherCarboon

SinclairKnightMerz

19September2013

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CONTENTS

1 INTRODUCTION

2 QUALIFICATIONS AND EXPERIENCE

3 SUMMARY OF OPINIONS

4 RESPONSE TO SUBMISSIONS

Appendix A: Matters Raised by Planning Panels Victoria – Directions & Expert Evidence Appendix B: Curriculum Vitae: Peter Riedel

07/08/2013 13-774-vic hprrp RevB Page 1 of 24 Attachment 3

1 INTRODUCTION Coastal Engineering Solutions Pty Ltd (CES) undertook a review of the EES documentation, in relation to coastal processes, for the Blairgowrie Safe Boat Harbour Limited in May 2012. The documents reviewed were:

x The Hydrodynamics Report;

x The Coastal Processes Assessment Report;

x The Coastal Hazard Vulnerability Assessment Report; and

x The Sand Management and Monitoring Plan. I adopt this witness statement, which includes a summary of the above advice, as my evidence to the Panel insofar as they relate to my areas of expertise.

2 QUALIFICATIONS AND EXPERIENCE Appendix A contains a statement setting out my qualifications and experience, and the other matters raised by Planning Panels Victoria – Directions & Expert Evidence.

3 SUMMARY OF OPINIONS

3.1 Summary of Advice to Blairgowrie Safe Boat Harbour Limited, May 2012 1 The various study reports, for the Blairgowrie Yacht Squadron Safe Boat Harbour Reconfiguration Project, relating to coastal processes have been capably prepared and carried out in accordance with the relevant scope of studies for each of the reports. This statement applies to the final revisions – Rev 5 of the Hydrodynamics report and Rev F of the Coastal Processes Assessment report. These final documents incorporated amendments suggested by Dr Riedel 2 The hydrodynamic modelling, utilising 2-dimensional models and ignoring wind driven currents produces a conservative result for both existing and extended harbour conditions, which means that for both scenarios current speeds are likely to be slightly higher and residence times less than those depicted by the modelling.

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3 In principle the Coastal Processes report conclusions and recommendations regarding future monitoring and trigger levels for response are sound. Two specific items that justify comment are:

x The longshore sediment transport rate to the east of the harbour is over stated. There is also no reference to the fact that the rate of sediment supply into the precinct is significantly less than the net rate of sand movement.

x The extent of salient formation in the longshore direction is overstated because of the lack of sand supply for both existing and future conditions. Therefore the erosion occurring to the west of the harbour is likely to be exacerbated more than that indicated in the conclusions unless there is an external sand supply to the system and significantly more back passing of sand to the western end of Camerons Bight. 4 The Coastal hazard Vulnerability Assessment follows a standard procedure for producing such reports. In some aspects it is conservative, whilst in others it is not. However, it was understood that the document had been accepted by the relevant approving authority. 5 The Sand Management and Monitoring Plan is reasonable with minor amendments to the extent of the beach surveys and the trigger mechanism in relation to removing and relocating sand from the accumulating area in the lee of the harbour breakwater.

3.2 Hydrodynamics Report The hydrodynamic study has been undertaken utilising 2-Dimensional modelling with the commercially available DHI Mike 21 model. This model is a two dimensional model which means that it is has to be assumed that the current speed and direction is the same at any depth in the water column. The model must be set up to reflect this scenario and this has been done by (a) assuming that the floating breakwaters have no effect on the current and (b) assuming that the skirt breakwaters totally stop flow beneath them. The modelling only considers tidal currents. It does not include any wind driven currents. The hydrodynamic assessment has been undertaken to:

x Show that the reconfigured harbour does not worsen the hydrodynamics in the harbour precinct and surrounds; and

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x To indicate that water circulation through the harbour will not result in a worsened water exchange and possible additional deposition of pollutants. It appears that it is the bathymetry that existed prior to the formation of the salient was used to set up the schematisation of the seabed for both the existing and extended harbour conditions. In reality, the flow pattern around and through the harbour is three dimensional because the skirt breakwaters do not extend to the seabed and the floating breakwaters do provide some resistance to flow. However, the two dimensional modelling approach is likely to yield conservative (that is low) results in terms of current speeds and circulation for both existing and extended harbour conditions. Two other sources of conservatism in the modelling are:

x Modelling the area of seabed seaward of the offshore breakwater using bathymetry derived from pre-harbour conditions; and

x Electing to not model wind driven circulation, which for an offshore breakwater arrangement would result in increased circulation and reduced residence times of any pollutants The verification in relation to tide range is adequate, particularly considering the proximity of Blairgowrie to the entrance to Port Phillip Bay. However, using measured data from 1998, prior to the construction of the harbour, to verify the model hydrodynamics is not considered to be relevant. However, since the purpose of the modelling was to compare the existing harbour hydrodynamics with the harbour hydrodynamics of the extended harbour, the lack of verification is not seen to be an issue since:

x The reported model currents appear to be of the correct order of magnitude; and

x The lack of verification does not impact on the ability of the modelling to depict changes to currents caused by the harbour extension since both the existing and proposed harbour extensions are driven by the same tidal boundary conditions. The report concludes that there will be little change in current patterns for the reconfigured harbour and that there will be no effective worsening of water exchange or possible concentrations of pollutant deposition. CES considers that the conclusions are reasonable. However, the modelling that has been undertaken produces a conservative result for both existing and extended harbour conditions, which means that for both scenarios current speeds are likely to be slightly higher and residence times less than those depicted by the modelling.

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3.3 Coastal Processes Report Impact on Coastal Processes (sand movement, accumulation and erosion)

The assessment of coastal processes uses SWAN modelling for wave generation and propagation to the harbour and then uses GENESIS modelling to determine sediment transport rates and likely beach forms.

The SWAN model is an industry applied model and should be appropriate for the wave generation and transformation to Blairgowrie Beach.

The GENESIS model, a one line shoreline evolution model, has been used to determine sediment transport rates and beach form. It has been operated with a static water level, which is reasonable for the small tide range within Port Phillip Bay. However, we understand from previous use of the GENESIS model by CES in the 1990’s that the sediment transport formula for longshore transport is the CERC formula(Coastal Engineering Research Centre, US Army Corps of Engineers). This formula does not take important parameters such as wave period, sand size and beach slope into account. For the Port Phillip Bay environment where waves have a short period, the CERC formula is likely to over-estimate longshore transport rates by a factor of 2 to 3. This is handled in the GENESIS model by adjusting calibration coefficients to modify the longshore transport rates.

Rev F of the EES report on coastal processes includes a section on model verification which involves calculating and comparing the historical rate of growth of the salient with that resulting from the modelling process. The report indicates that by setting a calibration factor (K1) to a value of 0.4, good verification of the model results.

However, this calibration verification process does not provide a verification of the underlying modelled longshore sediment transport rates which are still likely to be over-estimated by the use of the CERC formula. Such an over-estimate of longshore sediment transport rates does not appear to have an effect on the modelling of the salient development. It relates to the calculated rate of sand movement along the beach, which is effectively over-estimated.

It is considered that the longshore sediment transport rates are larger than really occur – they are larger than reported in the original 1998 EES. Also, the modelled ratio of easterly to westerly sediment transport of 10 : 1 is believed to be too large. However, these shortcomings do not seem to effect the ability of the model to accurately replicate the rate of the salient growth.

The offshore breakwater system is almost a total sediment trap as is confirmed by the modelling by the computed low sediment transport rates in the lee of the breakwater.

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Consequently, the predicted accumulation rates of around 3,000 cubic metres per year are consistent, possibly slightly low, in relation to the computed longshore transport rates. On the basis of 3,000 cubic metres per year, the salient should contain a volume of sand ~30,000m3 since the harbour was constructed. This appears to be the case, though only 10,000 m3 was removed in the recent sand movement program. This implies that about another 20,000 m3 is available for immediate redistribution.

The predictions for the salient formation in the lee of the harbour are likely to be overstated because the “pinned” model boundary condition at Camerons Bight Jetty implies that there is a supply of sand to the precinct that will allow sand to accumulate in the westerly direction (from the harbour) to the extent shown in the EES and therefore results in negligible change to the beaches to the west. Our understanding is that there is little sand supply and this is one of the reasons for the erosion of the beach to the west of the harbour, which is likely to continue because of the lack of sand supply from The Sisters to the west and the trapping of the easterly longshore sand movement in the lee of the harbour. This ongoing erosion issue in Camerons Bight is acknowledged in Rev F of the report.

In principle the report conclusions and recommendations regarding future monitoring and trigger levels for response are sound. Two specific items that justify comment are:

x The longshore sediment transport rate to the east in the first dot point is over stated. There is also no reference to the fact that the rate of sediment supply into the precinct is significantly less than the net rate of sand movement.

These issues can be accommodated via the Sand Management Plan (See Section 3.5).

3.4 Coastal Hazard Vulnerability Assessment Report The CHVA document follows a standard procedure for producing such reports. The following comments are made:

x The CHVA utilises longshore sediment transport rates that were accepted before the coastal processes study was undertaken, that is, it does not use the rates that were developed in the more recent coastal processes study for the EES. Both documents have the same issue date. CES concur with the old rate, pre the recent modelling.

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x It could be argued that the existing harbour does indeed contribute to the general erosion that occurs adjacent to the harbour. The harbour (a) traps sand and (b) prevents sand by-passing the harbour in either direction. These processes do contribute to the general erosion. It is acknowledged that the harbour’s contribution to these erosion mechanisms can be managed by regular sand back and by passing.

x I query the statement that “Satellite-based measurements show global sea levels rising at 3.4 mm per year since records began in 1993. Our interpretation is that in localised areas satellite based measurements show such a rise but this rise is not global, not everywhere in the world.

x Storm tide predictions relating to Scenario 1(least conservative) from the CSIRO report for Port Phillip Bay. CES, as well as undertaking its own CHVA reports, reviewed scores of CHVA’s on behalf of the Geelong City Council. These CHVA’s are undertaken by many different consultants and almost always refer to Scenario 2 storm tides which are higher than those listed in Table 2 of the CHVA for this project. CES also uses Scenario 2 levels as this has been adopted as the industry standard. It is however, acknowledged that the use of Scenario 2 would not impact on the outcome of the CHVA.

x The shoreline recession estimates based solely on the Bruun Rule are generally very conservative for embayments such as Port Phillip Bay. If the values quoted in Table 3 of the CHVA are adopted, the implication is that there will be no beach (groynes or otherwise to the east of the harbour) by 2040 to the west of the salient and to the east of the harbour, regardless of any future extension of the harbour.

x The risk evaluation in terms of the harbour infrastructure is adequate. However, there is no discussion of risks that might arise to the east and west of the harbour as a result of sea level rise and changes to coastal processes that may be linked back to the extension of the harbour.

3.5 Sand Management and Monitoring Plan Report

The sand management and monitoring plan is reasonable with minor amendments such as:

x Section on Beach Surveys: These should be extended to the western extent of the beach, ie to The Sisters in order to obtain a real appreciation of sand movement, accumulation and erosion areas. They should be undertaken twice per year – at the end of summer and winter so that any seasonal patterns are identified and understood.

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If annual surveys are only undertaken, then it is essential that they be undertaken during the same month every year.

x Trigger Mechanisms: A volume of 10,000 cubic metres is far too large a trigger volume in relation to the eroding narrow beaches on either side of the harbour. The trigger volume should be significantly less and probably set within the range of 3,000 to 5,000 cubic metres.

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3.4 Appendix A Matters Raised by Planning Panels Victoria – Directions & Expert Evidence a) The name and address of the Expert Hans Peter Riedel 25 Wirilda Way Fish Creek Victoria 3959 Australia b) The Expert’s Qualifications and Experience Please refer to the Curriculum Vitae attached in Appendix B. A summary of my qualifications and experience are:

x Bachelor of Engineering (Mechanical), University of Melbourne, 1967

x Master of Engineering Science (Mechanical), Monash University, 1969 x Doctor of Philosophy, (Civil Coastal Engineering), Queen's University, Kingston, Canada, 1972.

My experience is summarised as follows: I embarked on a career in coastal engineering when I started my Master of Engineering Science at Monash University where the subject of my degree was “Wave Motions in a Stratified Liquid”. The studies involved physical and mathematical modelling. I then obtained a Commonwealth Scholarship to study coastal engineering in Canada. My PhD dissertation was titled “Direct Measurement of Bed Shear Stress Under Waves”. Bed shear stress is the physical factor that moves sand on the seabed and is the basis of sand movement in the study of coastal processes. From 1972 to 1973 I worked for the Maritime Services Board of NSW collecting field data in Botany Bay relating to waves (instrumentation) and coastal processes (survey of beach profiles).

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From 1973 to 1979 I worked for the Maritime Works Branch of the Dept. of Works (later Dept. of Housing and Construction). This work took me all around Australia mainly working on coastal engineering and coastal process studies relating to the development of new or upgraded naval facilities in Cockburn Sound, WA; Cairns and Brisbane, Qld; Portsea and Swan Island, Vic. In my specialised role I attended international coastal engineering conferences in New Orleans and Hawaii whilst in this employment. Since July 1979 I have been a consulting engineer specialising in coastal engineering. I started the first Australian coastal and maritime engineering consultancy with Gerry Byrne in 1979 “Riedel and Byrne Consulting Engineers Pty Ltd”. My role focussed on technical input to the consultancy projects and the main areas of expertise that I developed further were mathematical and physical modelling of waves, coastal processes and structures built in the coastal environment. The company remained specialised in these fields until the end of 1990 when, with a staff of about 50, it was acquired by Kinhill Engineers. I remained with Kinhill until 1993 when I left and started “Coastal Engineering Solutions Pty Ltd” This company has remained small with staff levels of 2 to 6 and is now (2013) a two person operation specialising in coastal engineering and coastal processes. I undertake the full project from writing the proposal to undertaking the technical work, including mathematical and physical modelling, where required. As a result of my specialisation, I undertake work around Australia and in the last 5 years have worked in Canada for about 4 months each on separate projects managing physical modelling projects for the oil and gas industry. I have published technical papers relating to coastal processes extensively over a 40 year period – See Appendix B for listing. In recent years I have presented sessional (Swinburne and RMIT) and also full semester courses (Melbourne University) on coastal engineering with the focus being coastal processes

c) A Statement Identifying the Expert’s Area of Expertise Please refer to the Curriculum Vitae attached in Appendix B. A summary of my expertise that is relevant to my role in this project and to this Statement of Expert Evidence is:

x Setting up and the implementation of wave and coastal process models to identify wave climates and sediment movement at nearby coastal precincts on the eastern shore of Port Phillip –Frankston to Mt Martha Coastal Processes and Strategic Coastal

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Plan in 1996; Aspendale Beach Re-nourishment in 1996; Mt Martha Beach Coastal Erosion & Remediation– 2001 to 2007; Mentone Beach Re-nourishment in 2002.

x Study entitled “Blairgowrie Groyne and Beach Options” for the Whitecliffs to Camerons Bight Foreshore Committee in 2006; and a follow up report “Blairgowrie Foreshore Erosion Interpretation and Remediation Report, April 2009”.

x My overall knowledge in relation to waves and coastal processes in Port Phillip Bay having prepared the document “Beach Nourishment Preliminary Designs: Vol 1 – Altona Beach; Vol 2 – Mentone Beach; Vol 3 – New St & Elwood Beaches and ; Vol 4 – Corio Bay Beaches” for Dept of Natural Resources and Environment in 2002.

x Preparation of Coastal hazard Vulnerability Assessments for a number of locations from Dromana to Rye.

d) Instructions That Define the Scope of the Reports

The instructions provided by Envirome Pty Ltd on behalf of the Blairgowrie Yacht Squadron are:

x Comply with Planning Panels Victoria’s guidelines for expert witness statements, as previously circulated

x Address the adequacy of the assessment of coastal engineering issues in the EES documents;

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Appendix B: Curriculum Vitae

CURRICULUM VITAE

NAME: Peter Riedel: B.Eng(Melb-1967); MSc(Monash-1972); PhD(Queens-1972) Coastal Engineer PROFESSION: YEARS WITH FIRM: twenty (20) years NATIONALITY: Australian POSITION IN FIRM: Director

Dr. Riedel was a founding director of Riedel and Byrne Consulting Engineers Pty Ltd (1979), which in January 1991 became part of the Kinhill Group. In October 1993 he formed Coastal Engineering Solutions Pty Ltd in order to pursue an independent specialist coastal engineering career.

Dr. Riedel has extensive experience in the field of Coastal Engineering and is a recognised international authority on wave transformation and analysis. He was responsible for the development of a suite of coastal software packages used exclusively by Kinhill Riedel & Byrne. In addition, he was responsible for the calculations of sediment transport, siltation and design waves for all major projects undertaken by Riedel and Byrne.

Over the last 15 years Dr. Riedel has concentrated on coastal process, foreshore remediation works, including the impact of sea level rise. His other area of focus has been on the stability of pipelines as they cross the foreshore and on submarine pipeline stability. Most of this work has been for the oil and gas industry in Western Australia.

Within Australia, Dr. Riedel has had significant roles in relation to the independent review of proposed marine infrastructure facilities in Jervis Bay (1988,) the Third Sydney Runway (1992/3) and The Wilson Point (ECAC) facility in Port Phillip Bay (1995).

Internationally, Dr. Riedel was the Team Leader for an AIDAB funded planning study for low lying coastal lands in Tonga, and the Project Director for the Asian Development Bank funded Coastal Erosion Control Sector Project in Malaysia.

Dr. Riedel has also been responsible for the physical modelling and subsequent design of a wide range of breakwaters for major development projects in Australia and the Pacific Region.

PROFESSIONALEXPERIENCE:

From October 1993 : To Present EMPLOYER : Coastal Engineering Solutions (ie. CES) POSITION HELD : Director DUTIES : Undertake and manage the investigation, planning, environmental management, engineering design and construction supervision of coastal projects involving foreshore protection, beach nourishment, reclamation, dredging and maritime works.

Coastal hazard Vulnerability Assessments: Dr Riedel has undertaken over 60 assessments around the Victorian coastline since the requirement for such assessments came into being in December 2008. Dr Riedel also had a “peer review” role for the City of Geelong for assessing the adequacy of CHVA’s in the City of Greater Geelong from 2010 to 2012.

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Port Fairy East Beach: Dr Riedel supervised site investigation relating to the condition of 2000 metres of existing seawall and then prepared reports relating to seawall upgrading and beach nourishment from terrestrial and marine sediment sources – 2013. Port Fairy East Beach Seawall: Dr Riedel was involved in the site investigation relating to the condition of the eastern 100 metres of existing seawall and then undertook the construction inspection phase of the work – 2012. Browse Gas Project Pipeline Stabilisation: Dr Riedel undertook studies to determine the optimum stabilisation methods for submarine pipelines associated with this project. The studies culminated in physical modelling in Canada in a 3-d wave/current basin supervised by Dr Riedel over two 3 month periods in 2011 and 2012. North Ashburton Coastal Studies, WA: Dr Riedel undertook wave and sediment transport modelling to investigate coastal processes for a proposed new port facility near Onslow for the Dampier Port Authority. This work has been followed by peer review studies of other coastal engineering aspects and the detailed design of last line of defence seawalls (2008 - ongoing) Shoreline Erosion at Rye Yacht Club: Dr undertook assessments of the damage caused to the foreshore between Rye Jetty and the Rye Yacht Club following two severe storm events which occurred in late June 2008 and April 2009. The erosion was exacerbated due to the occurrence of storm surges that had recurrence intervals in the range of 20 to 100 years. Remedial action in the form of sand by-passing and dune re-establishment were recommended. Esperance Port Enhancement – Implication on Stability of Adjacent Beaches, WA: Dr Riedel undertook coastal processes modelling to investigate wave transformation and beach stability at the Port of Esperance for existing conditions and for conditions simulating an expansion of the port through a breakwater extension of about 300 metres and harbour approach deepening to 22 metres. Cape Conran Coastal Process Study, Victoria: Dr Riedel undertook coastal processes modelling to investigate wave penetration into the boat ramp facility at Cape Conran. Historical aerial photography was used to determine the extent of natural shoreline changes for the adjacent beaches. Advice was provided on alternatives for upgrading the existing facilities. (2008) Dampier Wave Study, WA: Dr Riedel undertook wave modelling to investigate cyclone wave penetration into proposed new port facilities for the Port of Dampier. Statistics on wave conditions at eight locations around the expanded port were produced. (2008) Adelaide Desalination Plant, SA: Dr Riedel provided all of the coastal engineering inputs to this proposed project for a tenderer. It is to be sited at Port Stanvac. Mathematical model of wave penetration from the ocean as well as for locally generated waves was included in the study. (2008) Safety Beach, Dromana, Victoria: Dr Riedel undertook a coastal processes study to investigate cliff erosion at the north eastern end of Safety Beach. Historical aerial photography was used to determine the timing of erosion and a range of mitigation scenarios were formulated and costed. (2008) Mallacoota Panel Hearing, Victoria: Dr Riedel was the chief technical witness with respect to coastal engineering and coastal processes for this hearing. In 2004/5 he had prepared extensive coastal process studies and concepts for developing an ocean access for boat launching at Mallacoota. (2008) Portland Sand Disposal Options, Victoria: Dr Riedel undertook a range of studies for the Port of Portland in relation to their ongoing commitment to sand by-pass the Port of Portland. The studies involved mathematical modelling of scenarios and predicting the response of the shoreline to each scenario. (2008) Tooradin Boat Ramp Coastal Process Study, Victoria: Tooradin Boat Ramp has usability problems due to siltation. Tooradin is also a low lying area of the Victorian coast. Dr Riedel undertook a study of coastal process through a combination of assessment of historical aerial photographs, field data collection of currents and coastal engineering interpretation. (2008) Mount Martha Detail Design, Victoria: Mount Martha North Beach has been eroding over the last eight years. Dr Riedel undertook coastal processes studies including modelling to investigate beach erosion as well a historical analysis of aerial photographs. The conclusion was that a groyne should be constructed at the northern end of the beach and the beach should be nourished. Detailed documentation for tender purposes was produced. (2006-8)

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Gorgon Gas Project Pipeline Stabilisation: Dr Riedel undertook studies to determine the optimum stabilisation methods for submarine pipelines associated with this project. The studies culminated in physical modelling in Canada in a 3-d wave/current basin supervised by Dr Riedel. (2006-8) Channel Deepening, Victoria: Dr Riedel undertook a Peer Review role in relation to the impacts on seabed stability at the entrance to Port Phillip Bay as a result of channel deepening of the rocky seabed. (2007) St Helens Dredging Alternatives, Tasmania: The Bar at the entrance to Georges Bay upon which St Helens is situated shoals and becomes dangerous for navigation. Dr Riedel undertook a study of the coastal processes and geomorphological development of the system and concluded that Georges Bay was a sand sink and the most practical method of management was removal of sand from the system. (2007)

Blairgowrie Groyne Review, Victoria: Based on a study of the history of groyne construction through historical aerial photography, Dr Riedel undertook a study of the functionality of the groynes to determine which groynes should be maintained and which groynes should be removed. The project has been implemented with the removal of a large number of non- functioning or derelict groynes. (2007) Kupe Pipeline Berms, New Zealand: Dr Riedel designed and documented rock mounds in relation to the stabilisation of the submarine pipeline servicing the Kupe gas field off the south-west coast of the north island of New Zealand (2006) Physical Modelling of Breakwaters, Wallingford, UK: Dr Riedel supervised physical modelling at Wallingford of 2-D and 3-D physical models for a greenfields port in India at Gavangaram. The models were for Accropode armoured breakwaters. (2006) Lakes Entrance Training Walls Replacement Cost, Victoria: Dr Riedel undertook an assessment of the existing training walls at Lakes Entrance to determine their condition and the value of the asset in terms of its replacement cost. (2006) Apollo Bay Sand Management, Victoria: Dr Riedel undertook coastal processes modelling to investigate beach erosion at Mounts Bay and sand management at Apollo Bay Harbour. The erosion issue was also addressed through the comparison of historical aerial photographs that were rectified and overlain. Management methods involving sand recycling and sand bypassing were recommended Draft report submitted. (2005) Port of Portland, Victoria: Dr Riedel undertook mathematical modelling of wave penetration into Portland Harbour to ascertain why ship rolling and ranging problems were occurring. Concluded that the wave penetration was due to a large sand spit off the main breakwater that was refracting waves into the harbour. Recommended configuration dredging to shape the sand bar so that it diffused wave energy. (2005) Barlings Beach, NSW: Dr Riedel undertook a coastal hazard assessment to determine the hazards from long term and short term erosion and recommend buffer zone widths. (2005) Walkerville Boat Ramp & Erosion Issues, Victoria: Dr Riedel has investigated the coastal processes at Walkerville based on historical aerial photographic comparisons and first principles of coastal engineering. In addition improvements to the boat launching facility were investigated and 5 alternatives developed. (2003-2008) Barry Point Port Development, Victoria: Dr Riedel undertook coastal engineering and process studies in relation to they feasibility of the project and in particular in relation to dredging and spoil disposal for the environmental approval process. (2003-2005) Kingston City Council, Victoria: Dr Riedel provides ongoing advice in relation to coastal engineering problems along the bayside foreshore of the shire. Issues investigated thus far include seawall rehabilitation, erosion of the foreshore, scour adjacent to training walls and new foreshore protection projects Bastion Point, Mallacoota, Victoria: Dr Riedel undertook detailed coastal processes modelling for the siting of alternative boat ramp locations. The project was undertaken as being the first phase of an environmental assessment process. (2004-2005) Batu Hijau Pipe Launch, Indonesia: Dr Riedel designed and undertook a comprehensive physical modelling study at Melbourne University for the forces required to launch a 3.5 kilometre, 1250mm diamater HDPE pipeline at model scales of 10: 1 and 62 : 1. (2004)

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Otway Gas Pipeline Scour, Victoria: A new gas field is being developed off the southwest coast of Victoria. The pipeline which will deliver the gas to shore passes through extensive areas of sandy seabed. Dr Riedel investigated wave conditions along the pipeline route and undertook a scour assessment and investigated the possibility of sand waves, all of which could cause pipeline spanning and over-stressing. (2004) Club Spit Marina, Lakes Entrance, Victoria: Undertook seabed investigations and prepared design concepts and costing for a new marina at Lakes Entrance which involved dredging of about of 70,000 cubic metres of silt and sand. (2004) Lakes Entrance Bar Management, Victoria: Alternative dredging management strategies for the Lakes Entrance bar are being investigated by Gippsland Ports. Dr Riedel is presently completing the coastal processes assessment for a specified number of alternative sand management strategies. (2003) Cunningham Arm and Paynesville Berth Review and Planning. Gippsland Lakes, Victoria: The demand for recreational boat berthing facilities continues to grow in the Gippsland Lakes. In the past berthing facilities have been constructed without an overall Master Plan. Dr Riedel reviewed the existing facilities and recommended a rationalisation of facilities to increase the number of berths substantially and to separate the commercial fishing fleet from the recreational fleet facilities. (2003) Shelley Beach Stability, Victoria: Bathing boxes and boatsheds are located along the western section of Shelley Beach. Over the last 50 years the width of beach between these structures and the sea has diminished to the extent that the structures are being subjected to waves and being damaged. Dr Riedel undertook a study of the erosion history and problems and recommended that the vulnerable structures should be relocated to the central/eastern portion of the beach where there was a wide beach. (2003) Middle Ground all Tide Access Study, Victoria: Dr Riedel was the project manager and coastal engineer responsible for the project which included technical, environmental and economic assessment of dredging an all-tide access channel between Port Albert and Port Welshpool within the Nooramunga Marine and Coastal Park of Corner Inlet. (2003) Preliminary Design for Priority Beach Nourishment Projects, Port Phillip Bay, Victoria: Dr Riedel completed a study of the coastal processes and prepared preliminary designs and cost estimates for eight separate beaches that would benefit from beach nourishment in the short term. Four of these were in the Geelong area. For DSE (2003) Callala Bay and Currarong Beach Foreshore Erosion Study, NSW: Dr Riedel is completing a study of the erosion problems and preparing alternative remediation strategies for both Callala Bay and Currarong Beaches. The study is being undertaken for Shoalhaven City Council. (2003) Adelaide Metropolitan Beaches Coastal Processes, South Australia: Dr Riedel set up wave and coastal processes models for the whole of Gulf St Vincent and the ocean approaches. The seabed schematisation included over 500,000 grid points nested down to a scale of 25 metres. This model was used to simulate coastal processes for the 28 kilometres of Adelaides metropolitan shoreline. (2002 –2003) Assessment & Management of Coastal Processes in Portland Bay, Victoria: Dr Riedel undertook a comprehensive assessment of the coastal processes affecting the port and the downdrift eroding coastline between Portland and Schnapper Point and has developed a recommended management strategy involving sand by-passing of the port the long term stabilisation of the downdrift beaches. (2002) Gippsland Lakes Coastal Erosion and Management Study, Victoria: The extent of erosion around all of the Gippsland Lakes foreshore was assessed and predictions made for the likely extent of erosion over the next 50 to 100 years. Management strategies for the erosion and associated environmental issues were prepared. Dr Riedel was the specialist coastal engineer on the consulting team. (2002) Materials Offloading Facility, Dampier, Western Australia: Dr Riedel provided a review of the specifications for rock for booth the construction of seawalls and for the backfilling of the pipeline. He recommended that under controlled conditions the specifications could be relaxed so that a much greater proportion of the quarry yield could be incorporated into the project works – leading to potentially large cost savings. (2002) Lake Wellington Canal Development, Victoria: Lake Wellington is the western most lake in the Gippsland Lakes system. There are few residential or boat berthing facilities. Dr Riedel undertook an assessment of water quality and coastal process es issues relating to the construction of a canal estate off the southern shore of the lake. (2002)

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North Arm Masterplan, Gippsland Lakes, Victoria: Dr Riedel managed the preparation of a master plan for North Arm at Lakes Entrance. The project components included berth rationalisation, dredging and maintenance of the existing environment. (2001) Current Measurements, Scour Assessment, Mermaid Sound, W.A: Dr Riedel planned and undertook a current measurement program in relation to ongoing studies for seabed scour and sand wave formation along the pipeline route for the gas pipeline from the well head to the shoreline. (2001)

Geraldton Port Enhancement Project, W.A.: Dr Riedel completed a series of studies which have run for two years addressing the wave, coastal processes and coastal engineering issues associated with the Geraldton Port Enhancement Project. The project involves increasing the depth of the access channel from approximately 10.5 to 13.5 metres plus the construction of breakwaters, reclamation and beach enhancement. Extensive mathematical modelling of waves and coastal processes was included. Key sensitive issues addressed were the affects on adjacent recreational beaches, effects on wind surfing of swell waves and impacts on the intake pipelines for the lobster holding tanks. (2000-2001) Beaches at Risk, Victoria: Dr Riedel worked as an associate to Vantree Pty Ltd in the preparation of this comprehensive study of beaches that were at risk from coastal erosion in Port Phillip Bay. The project was for NRE. (2001) North Arm Master Plan, Lakes Entrance, Victoria: Boating facilities and shoreline use in North Arm have been developed on a “first in best dressed” format and suffers from a lack of planning. Dr Riedel project managed a study for East Gippsland Shire Council which resulted in the production of a draft master plan for marine facilities and beach use in the area.(2001) Mount Martha North Bathing Boxes, Victoria: A large number of bathing boxes were damaged or destroyed as a result of a series of winter storms in 2000. Dr Riedel was the project manager for studies which identified the cause of erosion which lead to the bathing boxes being subjected to undermining and wave attack and then produced a report defining the standards required for the reconstruction of bathing boxes. (2001) Beach Creation at Crusoe Reservoir, Bendigo, Victoria: Bendigo is an inland city with no access to beach amenities. Dr Riedel investigated and then designed a each that could be constructed along the shoreline of Crusoe Reservoir. (2001) Semaphore Park Beach Management Options, South Australia: Dr Riedel completed a study of erosion at Semaphore Park beach, S.A. The beach had been stable or accreting up until about 1983. Since that time it has changed to an eroding beach with an annual average erosion of about 30,000 cubic metres. A range of remedial works including renourishment, groynes and offshore breakwaters has been evaluated and the recommendation is for a single offshore breakwater with minimal mechanical renourishment. (2000) Mt Martha Beach Stability, Victoria: Dr Riedel investigated the stability of the beach following severe storms in winter 2000 that demolished or damaged about 15 boatshed structures along the beach. It was concluded that the conditions causing the erosion and subsequent damage were not overly severe and that if such structures were to be maintained at the back of the beach, the structural standard needed improvement and the floor levels of structures should be increased. (2000) Lake Glenmaggie & Pykes Creek Reservoir Erosion, Victoria: Significant portions of the shorelines of these reservoirs are undergoing erosion. An investigation was undertaken of the extent and possible reasons for the erosion. For eroding areas that were threatening infrastructure such as adjacent housing and public amenities, concepts were prepared for remedial works. (2000) Warrnambool Harbour Siltation Study & Concept Designs, Victoria: Wave hindcasting, mathematical modelling of wave transformation and sediment transport was combined with field work on currents and sediments to determine the causes of siltation and excessive wave penetration into the harbour. Recommendations for upgrading harbour facilities were made and accepted. (1999) Thevenard Island Foreshore Protection, Western Australia: Dr Riedel investigated the mechanism of erosion that had demolished infrastructure, including a seawall during a recent cyclone. Alternative erosion protection works were conceived and compared. (1999)

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Surrey River Mouth Stability, Victoria: Dr Riedel investigated the conditions under which the river mouth remained open and the feasibility of artificially opening the river mouth when it was barred. (1999) Impact of Mermaid Marine Access Channel, Western Australia: A new marine facility was being designed adjacent to the Woodside Offshore supply base and tug harbour in Mermaid Sound. Dr Riedel reviewed the proposed new facility and the impact dredging and seawall construction might have on wave penetration and siltation at the Woodside facility. (1999) The Strand Beach Redevelopment, Townsville, Queensland: Dr Riedel undertook a series of studies for Strand from 1995 through to 1998 including detailed coastal process modelling. The results of the modelling were then utilised to design new beach compartments that would be stable for up to the 100year ARI event. (1998) Brighton Sediment Transport Modelling, South Australia: Wave hindcasting and longshore sediment transport modelling was undertaken using Adelaide Airport wind data from 1981 to 1997. Sediment transport was computed every three hours and integrated to provide monthly net and gross longshore transport capacities. (1998) Holdfast Shores and West Beach, South Australia: Dr Riedel undertook detailed coastal process modelling for the foreshore in relation to redevelopment involving the construction of a marina and protected boat ramp. He supervised GENESIS modelling to determine the likely shape of beaches in the lee of offshore breakwaters. (1998) Queenscliff Boat Harbour, Victoria: Plans for upgrading the marine facilities for the berthing of boats at Queenscliff were being prepared by Parks Victoria. Dr Riedel provided a specialist role relating to the hydrodynamics and siltation issues for the entrance channel to the marine facility. The entrance channel also provided a conduit for water exchange between Swan Bay and Port Phillip Bay. (1998) Aspendale Beach Renourishment, Victoria: Dr Riedel was the project manager for the sand source and beach management studies that were undertaken in relation to renourishing North Aspendale beach with up to 200,000 cubic metres of sand. (1997) The Strand Seawall, Townsville, Queensland: Dr Riedel undertook a detailed assessment of the damage caused to the seawall by Cyclone Justin in March 1997. Alternative methods of undertaking remedial works were described, evaluated and costed. The Townsville City Council commissioned the study to support their application for Disaster Relief funding. (1997) Rye Front Beach Erosion Study, Victoria: Dr Riedel was the project manager and undertook the coastal process study and prepared alternative solutions for remedial works to control future erosion and improve the beach amenity. (1996) Mount Martha Coastal Study, Victoria: Dr Riedel undertook the detailed studies of waves and coastal processes for this project and performed the overall technical review role in relation to all coastal engineering aspects. (1996) Apollo Bay Coastal Study, Victoria: Dr Riedel set up wave and coastal process mathematical models for the Apollo Bay shoreline in order to develop an understanding of the coastal processes so that alternative methods of stabilising the foreshore could be evaluated. (1996) Point Samson, Western Australia: Supervised Kinhill Engineers staff in relation to mathematical modelling in relation to determining design waves for a jetty structure. (1996) Lakes Entrance, Victoria: Expert witness in relation to coastal processes at the Lakes Entrance sand bar. A fatal accident occurred when a fishing vessel capsized and sank in 1978 as it was crossing the bar at Lakes Entrance. In 1977 the state government had started to dredge a channel through the bar by side-casting. Dr. Riedel’s investigations related to the sand movements across the bar, the stability of the channel, and whether the maintenance dredging was likely to contribute to the formation of new shoals. (1996) Point Nepean Seawalls, Victoria: Dr Riedel was the project manager for studies of the seawall deterioration, geotechnical and structural assessment, development of alternative remedial works, design, documentation and tender review and construction supervision of the remedial works. (1996) Sepang Development Reclamation, Malaysia: Undertook detailed studies of the feasibility and methodology of dredging 70 million cubic metres of sand from Malacca Straits to raise ground levels onshore over an area of 7,000 acres for a mixed development. The studies included identifying the sand source using sampling techniques in water depths of up to 20 metres, and extensive mathematical modelling to determine the impacts of the sand removal as well as the impacts of changing the form of the shoreline as part of the reclamation process. (1995)

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Penang Sri Metropolis Project, Malaysia: Undertook a feasibility study for the reclamation of some 1,500 acres on the eastern coastal fringe of Pulau Penang, including reclamation of the Middle Bank area. The volume of material to be dredged for the reclamation is some 50 million cubic metres. (1995) South Fremantle Beach, Western Australia: The beach at South Fremantle is to be upgraded by widening the area above high tide, replenishing the beach and stabilising losses from the beach. Dr. Riedel undertook detailed mathematical modelling of the waves and coastal processes at the beach in order to predict equilibrium beach alignments, beach rotation during storms and offshore losses during storms. From these studies recommendations were made for suitable groyne extensions to minimise the losses of sand from South Beach. The impact of groyne extension on the adjacent beach was also investigated. (1995) ECAC facility, Point Wilson, Victoria: Approximately 10 million cubic metres of capital dredging is to be undertaken in Corio Bay (within Port Phillip Bay) of which 2 million cubic metres relates to the construction of a new explosives and armaments wharf facility, boat channel and turning basins. A commission of inquiry was set up to determine whether the project should proceed. Dr. Riedel was engaged to assist the Commissioners with respect to all issues relating to hydrodynamics, waves, coastal processes, and in particular in relation to dredging and the disposal of dredged spoil in offshore dumping grounds within Port Phillip Bay. (1995) Phuket Marina, Thailand: Undertook a feasibility study of all the marine/coastal engineering aspects of this project located at the northern end of Phuket Island. Issues addressed included dredging, siltation, protection from waves and currents, and the design of seawalls separating the marina from the foreshore. Prepared dredging documentation for tender call. (1995) Noosa River, Queensland: A study was undertaken for the Noosa Shire Council and others in relation the Noosa River system with respect to providing marina facilities. Noosa river drains an extensive estuary and shallow lake system. The hydrodynamics of these systems had to be maintained. (1994) Penarik Country Beach Resort, Malaysia: Undertook a feasibility study for the coastal engineering aspects of a waterfront housing and resort hotel project ,including the preparation of all the related technical documents to support the environmental impact assessment. (1994) Dunk & Bedarra Islands, Queensland: Investigated the causes of erosion on the resort beaches and advised of alternatives for beach stabilisation and management for the future. Prepared documents for tender to undertake beach replenishment works and groynes constructed from geotextile fabric. (1994) Sunshine Beach, Noosa, Queensland: Prepared the coastal processes component of an environmental impact statement for a subdivision of sea-front land. The key issue addressed was the appropriate buffer width between the high water line and the development of hard facilities. (1994) Royal Reef, Cairns, Queensland: Undertook a review of the design water levels and suggested alternative bund designs and layouts to protect the site from storm surge inundation. Also provided advice with respect to the design waves for the design of the bunds. (1993) Sandy Bay, Hobart, Tasmania: Undertook a study of Sandy Bay beach in relation to its stability and management options to augment stabilisation. For the study, Dr. Riedel completed a review of all previous reports and data, conducted a float drogue current measurement program and took seabed samples in the search of suitable sources of sand for beach replenishment. A report was prepared documenting alternatives for beach management. (1993)

From January 1991 : To September 1993 EMPLOYER : Kinhill Riedel & Byrne POSITION HELD : Coastal Engineering Manager DUTIES : Project manager for various coastal process studies, hydraulic modelling investigations and the design of maritime works, both in Australia , the Pacific Islands and South East Asia.

Third Runway at Sydney Airport, New South Wales: Dr. Riedel was seconded to the Federal Airports Commission to provide independent review and advice in relation to the documentation being produced for the Environmental Management Plan. The advice was specifically focused on the impacts of dredging on the Botany bay shoreline and seabed. (1993)

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Lihir, Papua New Guinea: Undertook design wave and water level studies in relation to the design of the disposal of rock waste and for the determination of design wave conditions for the proposed marine facilities at Lihir. (1992)

Batam View Beach Hotel Marina, Indonesia: Coordinated a re-design of the marina and island reclamation to provide adequate protection from waves and to minimise construction costs by using locally available materials. This was followed by design documentation for the new concept, calling for tenders, tender review and recommendation of a contractor. (1992)

Pengerang Harbour, Malaysia: Concept development, feasibility studies and preliminary design for a major residential and commercial development incorporating an inland sea, associated reclamation works and a 350 berth marina. (1992)

Guidelines for Assessing Coastal Buffer Zones Queensland, Australia: Guidelines for quantifying the requirements for an undeveloped coastal buffer zone on tropical coastlines were drawn up for implementation by the Queensland Government’s Coastal Protection Strategy. As the Coastal Engineering Manager on the team, Dr. Riedel was responsible for determining the appropriate techniques for calculating and mapping buffer widths on the entire Queensland coastline (including islands of the Great Barrier Reef Marine Park) to accommodate the coastal hazards of cyclone erosion, long term recession and greenhouse effects. (1992)

Kuantan Foreshore Develepmont, Pahang, Malaysia: Following on from his work on the Coastal Sector Erosion Control Project in Malaysia, Dr Riedel provided all of the planning and conceptual design advice for a large reclamation project on the northern side of the Kuantan River. The project included canal developments, a marina, residential land and a golf course. (1991)

Coastal Erosion Control Sector Project, Malaysia: Dr Riedel was the Project Director and specialist coastal engineer for this Asian Development Bank (ADB) funded project. The project involved the assessment of coastal erosion and stability problems at 45 different sites in East and West Malaysia. For each site mitigation methods were designed and costed taking into account both environmental and economic impacts. The proposed capital works project was accepted for funding by the ADB. (1991)

From April 1979 : To December 1990 EMPLOYER : Riedel & Byrne Consulting Engineers Pty Ltd POSITION HELD : Director DUTIES : Undertook and supervised maritime and coastal engineering studies and designs. This work included wave transformation and storm surge studies. Undertook and supervised wave flume and basin model studies for breakwaters and sea wall stability and for wave penetration into harbours.

McArthur River Marine Facilities, Northern Territory: New port facilities were to be established for a large new mine on the McArthur River. Dr Riedel undertook the site investigation sin relation to the stability of a navigation channel up the river to the mine site. (1990)

False Cape Resort, Queensland: Dr Riedel managed the coastal processes studies for this development which required the dredging of an access channel for marine facilities and at the same time ensuring that the existing beach was not destabilised. (1990)

Glenelg Foreshore EES, South Australia: Dr Riedel provided the coastal processes input to a generic EES which considered 4 different configurations for the development of the foreshore, including a marina at Glenelg. (1990)

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Newport Waterways, Queensland: Full scale model testing was conducted to investigate the stability of a 1:5 river gravel beach in relation to a canal estate beach design. The testing was undertaken at Queensland Hydraulics Laboratory by Dr. Riedel. (1989)

Popua Master Plan, Tonga: Dr. Riedel conducted a planning, engineering and initial environmental study for the development of some 200 hectares of low lying land for this project which was funded by AIDAB. The plan included land for institutional, industrial, residential and tourism purposes whilst maintaining the existing cultural and environmental features. (1989)

Tupai Island Development French Polynesia: Dr. Riedel undertook a major field data collection exercise and subsequently supervised a study of the coastal processes and lagoon hydrodynamics affected by a proposed US$1 billion tourist development. (1989-90)

Cape Naturaliste to Yanchep, Western Australia: Dr. Riedel has supervised coastal process studies for a number of beaches along this stretch of the Western Australia coastline. Included are Dunsborough, Busselton, Port Geographe, Minninup, Bunbury, Dawesville, Peel Inlet, Warnbro Sound and south of Yanchep. (1982 – 1989)

Half Moon Creek Queensland: Marina facilities were desired by a developer within the Half Moon Creek estuary, near Cairns. Inlet stability, particularly of the entrance were carried out and illustrated that a marina within the estuary was not feasible. (1988)

Tug Harbour, Burrup Peninsula, Western Australia: Three dimensional basin modelling was conducted in Queensland to investigate wave penetration into the harbour and to optimise the breakwater length required for protection. (1988)

Laguna Quays / Aqua Del Rey, Queensland: The project is a major integrated resort, much of which is built on reclaimed land to be protected by breakwaters. Dr. Riedel directed the design studies, prepared breakwater cross-sections and supervised flume modelling for the project. (1988)

Paradise Bay, Queensland: Conduct of studies to develop a small boating facility at Paradise Bay, Long Island. Included the coordination of geotechnical and environmental studies, planning of marine facilities, investigations of waves, water levels and currents. (1988)

Fremantle Small Boat Harbour, Western Australia: Dr. Riedel reviewed and modified the design wave parameters for this project before designing and supervising a flume modelling program which resulted in substantial changes to the breakwater design. (1987)

The Dawesville Cut, Western Australia: This project involved cutting a new entrance from the Indian Ocean to Hervey Estuary, W.A. Both mathematical and physical modelling studies were undertaken for the preferred entrance configuration. (1987-8)

North West Shelf Re-suspension of Dredged Materials, Western Australia.: Large volumes of material needed to be dredged and disposed of in Mermaid Sound to provide shipping access to all of the North West Shelf marine facilities. Dr. Riedel was responsible for studies relating to the re-suspension of sediments and determining the ultimate fate of such material. (1987)

Jervis Bay Naval Base, New South Wales: Dr. Riedel was seconded to Australian Construction Services A Division of the Commonwealth Government of Australia), to review and conduct some investigations in relation to the siting and planning of harbour facilities for the fleet relocation. (1987)

Boathaven Bay, Queensland: A large coastal resort is planned, including extensive reclamation, a marina and new beaches. Detailed studies were conducted of beach processes in relation to the new beaches and of coastal processes with respect to siltation of the access channel and harbour. In addition both 3-dimensional basin modelling and flume model testing were used

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Panel of Inquiry into the Environmental Effects Statement For Blairgowrie Yacht Squadron Safe Boat Harbour Reconfiguration Project Statement of Expert Evidence of Peter Riedel of Coastal Engineering Solutions Pty Ltd to optimise the breakwater designs. The design emphasis was on using locally available small size armour rock and low crested breakwaters. (1986-7)

Boondall, Queensland: The Brisbane City Council planned a major foreshore development at Boondall in relation to its 1992 Olympic Games bid. Dr. Riedel investigated the wave climate design water levels and hydrodynamics associated with a large island reclamation project at the mouth of Cabbage Tree Creek. (1986)

Lindeman Island Beach, Queensland: As part of the redevelopment of the Lindeman Island Resort, the coastal processes were investigated and the beach designed and subsequently constructed to provide an improved beach amenity at all tides. (1986)

False Cape, Queensland: A tourist resort is proposed at this location incorporating a small harbour and new beaches. Dr. Riedel undertook the feasibility investigations and in conjunction with the architects, planned the marine facilities for the project. (1986)

Cairns Marlin Marina, Queensland : Undertook design studies and prepared the design documentation for the D & C bid by Theiss Contractors to the Cairns Port Authority. (1986)

Ayr/Home Hill, Queensland: Dr. Riedel was the project director for a study into the planning of all tide boat ramps in the Ayr/Home Hill area. The study included site selection, engineering appraisal and economic analysis. (1986)

Hayman Island Marine Facilities, Queensland: Dr. Riedel coordinated the planning and design of these facilities which included a large area of reclamation, a service port and a beach improvement program. (1985-6)

Abel Point, Queensland: The project consisted of a conventional marina design at a site with a gently sloping seabed. Through the use of flume modelling, the breakwater cross-section was optimised to utilise material available from the local quarry. (1985)

Raby Bay Beaches, Queensland: Raby Bay canal development required new beaches as a frontage to reclaimed land. Using the in-house coastal process software, equilibrium beach alignments were computed together with likely beach rotations and offshore sediment transport rates during storms. (1985)

North Haven Siltation, South Australia: North Haven boat harbour entrance is subjected to continual siltation. A study was undertaken under the direction of Dr. Riedel to investigate the processes causing the siltation. This was followed by an optimisation of solutions with regards to future maintenance. (1985)

Rosslyn Bay, Queensland: A small vessel marina and resort node is being developed at Rosslyn Bay. Studies were conducted of the wave climate including the modelling of cyclone waves to reproduce the failure of Rosslyn Bay breakwater during Cyclone David in 1976. (1985)

Port Geographe Resort, Western Australia: As the Coastal process modeller, Dr. Riedel was responsible for the modelling of waves and longshore sediment transport and for the subsequent interpretation of the results. (1984)

Bougainville Tailings Disposal, Papua New Guinea: The Bougainville Copper/Gold mine intended disposing of its mining tailings into Empress Augusta Bay via a pipeline. Dr. Riedel was responsible for the wave climate, hydrodynamic studies and sediment transport studies used to predict the behaviour of the tailings material after its discharge to the sea. (1984)

Jubilee Point, South Australia: A detailed study was conducted of waves, water levels and currents in relation to a proposed large scale residential/resort development at the mouth of the Patawalonga River. Dr. Riedel coordinated these studies. (1984)

Townsville Harbour - Benwell Road Reclamation, Queensland: Dr. Riedel conducted the feasibility investigations, model design, flume model studies and proposed design sections for the breakwaters enclosing the reclamation. (1983)

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Maui Pipeline, New Zealand: Extensive large scale model testing was conducted under the direction of Dr. Riedel at Monash University, for the design of stable rock armouring to protect the pipeline. (1983)

North Rankin Pipeline, Western Australia: Large scale flume modelling was conducted at Monash University to investigate the stability of rock armouring for the pipeline, as well as to assess how effective a rock berm was in preventing a dragging ships anchor from fouling the pipeline. (1981-1982)

North West Shelf Supply Base, Western Australia: Designed a dredging layout for the access channel to the supply base which acted as a wave dissipater and at the same time minimised maintenance dredging within the channel. (1981)

North West Shelf Supply Base, Western Australia: Dr. Riedel investigated the design wave and water level parameters for the design of the Supply Base associated with the North Rankin gas field development. The work included statistical and mathematical modelling. The investigations were followed by physical modelling which Dr Riedel supervised over a period of 6 months(1980-1981)

Port Bellarine Canal Development, Victoria: Dr Riedel undertook all of the coastal processes studies for this new development and prepared preliminary plans for the marina and associated beaches. (1979)

From September 1973 : To July 1979 EMPLOYER : Australian Govt Dept of Works – Maritime Works Division POSITION HELD : Coastal Engineer – Supervising Coastal Engineer DUTIES : Responsible for the investigations and design of various maritime works, often associated with the Dept. of Defence in Australian Waters. The larger projects undertaken are listed. Brisbane Airport, Queensland: During the planning stages for Brisbane's new airport, Dr. Riedel was responsible for all the studies relating to the replacement of Serpentine Creek with a floodway. They included design water levels, design of a stable floodway, including modelling, siltation minimisation methods, design waves and the impacts of dredging in Moreton Bay on the surrounding coastline. (1978)

Darwin Patrol Boat Base, Northern Territory: Dr. Riedel conducted detailed studies of waves, water levels (cyclone storm surge) and currents including measurements and modelling for this project. (1977-8)

Purrari Port Investigations, Papua New Guinea: Dr Riedel undertook all of the investigations relating to the development of a new port on the Gulf of Papua. He was supervised by world renpowned Dr Wiegel of the USA. (1976-7)

Cairns Patrol Boat Base, Queensland: Dr Riedel undertook siltation investigations for the existing facility at Cairns as a precursor to expanding the facility. The work included field data collection. Dr Riedle predicted siltation rates which were subsequently found to be correct 10 years later. (1976)

Cyclone Tracy, Darwin: Dr. Riedel was responsible for the determination of design cyclone surge levels. These levels were set following the devastation caused by Cyclone Tracy and were largely determined by hydrodynamic modelling of cyclone surge. (1975)

Swan Island Erosion, Victoria: Dr Riedel investigated the causes of erosion at Swan Island. The erosion was threatening defence facilities. He wrote a technical paper on his findings in 1977. (1974-77)

Cockburn Sound Naval facilities, Western Australia: Dr Riedel was recruited to Maritime Works to take over the studies and monitoring programs associated with this large new naval facility. (1973-75)

From September 1972 : To August 1973

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EMPLOYER : Maritime Services Board of NSW POSITION HELD : Coastal Engineer DUTIES : Responsible for the field data collection associated with the operation of a large scale physical model of Botany Bay which had been set up for studies relating to the design and construction of a “greenfields” port in Botany Bay.

OVERSEASASSIGNMENTS: Australia, China, Malaysia , Tonga, Kiribati, Fiji, French Polynesia, Solomon Islands, Papua New Guinea, Indonesia, New Zealand, Philippines, Singapore, Taiwan, Thailand, USA and Vietnam.

LANGUAGESANDDEGREEOFPROFICIENCY English: native tongue German: second language PUBLICATIONS

'Measurement of Bed Shear Stress Under Waves'. 1972. H.P. Riedel, J.W. Kamphius and A. Brebner. Proc. 13th Coastal Engineering Conference, Vancouver.

'A New Oscillating Water Tunnel'. 1973. A. Brebner and H.P. Riedel. Journal of Hydraulic Research, IAHR, Vol. II, No. 2.

'A Shear Plate for Use in Oscillatory Flow'. 1973. H.P. Riedel and J.W. Kamphius. Journal of Hydraulic Research, IAHR, Vol. II, No. 2.

'Design of a Small Boat Harbour in a Cyclone Area - Townsville'. 1975. H.P. Riedel and P.F. Barlow. 2nd Australian Conference on Coastal and Ocean Engineering.

'Numerical Modelling - An Aid to Assessing Field Data'. 1976. H.P. Riedel and F.L. Wilkinson. Proc. 15th Coastal Engineering Conference, Hawaii.

'Beach Changes at Swan Island, Victoria, 1886 - 1976'. 1977. H.P. Riedel and B.L. Fidge. 3rd Australian Conference on Coastal and Ocean Engineering.

'Coastal and Ocean Engineering Research and Development in Australia - State of Art'. 1978. A.B. Hicks and H.P. Riedel. 4th Australian Conference on Coastal and Ocean Engineering.

'Analysis of 5 Years of Wave Data, Cockburn Sound'. 1978. H.P. Riedel and F.L. Trajer. 4th Australian Conference on Coastal and Ocean Engineering.

'Characteristics of Inlets/Estuaries Discharging into Sheltered Waters'. 1980. H.P. Riedel and M.R. Gourlay. Proc. 17th International Conference on Coastal Engineering, Australia.

'Cyclone Wave Generation in the Australian Tropics'. 1981. H.P. Riedel and G. Byrne. 5th Australian Conference on Coastal and Ocean Engineering.

'Dredging to Minimise Wave Penetration into a Harbour'. 1982. H.P. Riedel and A.P. Byrne. 18th Coastal Engineering Conference, Cape Town.

'An Evaluation of Breaking Wave Design Data'. 1983. T.T. Nguyen and H.P. Riedel. 6th Australian Conference on Coastal and Ocean Engineering.

'Townsville - Magnetic Island Submarine Pipeline'. 1983. G. Byrne and H.P. Riedel. 6th Australian Conference on Coastal and Ocean Engineering.

'Hindcast Wave Statistics'. 1985. H.P. Riedel, A.P. Byrne and M. McCormack. 7th Australian Conference on Coastal and Ocean Engineering, Wellington, New Zealand.

'Random Breaking Waves - Horizontal Seabed'. 1986. H.P. Riedel and A.P. Byrne. 20th International Conference on Coastal and Ocean Engineering, Taiwan.

'Hayman Island Breakwaters - Design and Construction'. 1988. H.P. Riedel and M.P. Rogers. 2nd Australasian Port, Harbour and Offshore Engineering Conference, Brisbane.

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‘Creation of Tanjung Aru Resort Beaches, Malaysia’. 1997. B.J. Macfarlane, P.L. O’Brien and H.P. Riedel. 13th Australasian Coastal and Ocean Engineering Conference, Christchurch.

‘Holdfast Shores and West Beach, S.A. - Coastal Process Modelling’. 1999. Peter Riedel & Ben Macfarlane. 14th Australasian Coastal and Ocean Engineering Conference, Perth.

‘Beach Renourishment at The Strand, Townsville’. 1999. Peter Riedel, Paul O’Brien, Russell Smith and Ben Macfarlane. 14th Australasian Coastal and Ocean Engineering Conference, Perth.

‘Field Wave and Current Model Testing – Pipelines’. 2000. H.P. Riedel and P.L. O’Brien. Proc. 27th Intl. Conference on Coastal Engineering, Sydney, Australia.

‘Response to Coastal Erosion around the Gippsland Lakes, Victoria’. 2003. E. Sjerp, H.P. Riedel and E.C.M Bird. Coasts and Ports Australasian Conference, Auckland, NZ..

‘Re-use of Dredge Spoil for Beach Nourishment Projects, Victoria, Australia’ 2003, Z. Toogood and H. P. Riedel Coasts and Ports Australasian Conference, Auckland, NZ.

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Blairgowrie Safe Boat Harbour Redevelopment, Mornington Peninsula Planning Scheme Amendment C155, Planning Permit Application CP11/001

Planning and Environmental Management Statement of Evidence Christine Wyatt, GHD Pty Ltd

23 September 2013

1 Attachment 3

1. Introduction

1.1 Name and address of expert My name is Christine Frances Barnes Wyatt, and I hold the position of Global Market Leader – Environment at GHD Pty Ltd, Level 8, 180 Lonsdale Street, Melbourne.

1.2 Qualifications and experience I hold the following qualifications from the University of Melbourne:

Bachelor of Town and Regional Planning (Hons) 1983

Masters of Environmental Studies 1991 I have been practising in statutory and strategic planning and environmental management, with employment in local government and private consulting firms, for over 30 years. I am a corporate member of the Planning Institute of Australia and a Fellow of the Victorian Planning and Environmental Law Association. A copy of my curriculum vitae is provided in Attachment A.

1.3 Statement of expertise I have a broad range of experience in urban and environmental planning throughout Australia and New Zealand encompassing government liaison, environmental impact assessment studies, environmental management plans, statutory and strategic planning, and policy development. I have been directly involved in a number of major port, coastal and environmental management projects which enable me to make comment on planning and environmental management issues associated with Planning Scheme Amendments and Permits such as those for the Blairgowrie Safe Boat Harbour:

Port of Hastings Port Development Strategy (Current) – coordination of multi criteria assessment for options analysis.

Port of Bunbury Strategic Public Environmental Review, Western Australia (2013) – strategic value of port assessment and environmental management.

Draft National Ports Strategy (2011) for Infrastructure Australia – port planning and implementation framework

Mornington Safe Harbour Environment Effects Statement (2010) – provision of expert evidence to the Panel Inquiry regarding environmental management

Port of Gladstone Western Basin Environmental Impact Statement (2009) for Port of Gladstone Authority – Peer Review of EIS and strategic advice regarding approaches for strategic assessment

Victorian Desalination Project – Environmental Effects Statement for Department of Sustainability and Environment (2007-2009) including marine structures and processing plant near Wonthaggi

Port Phillip Channel Deepening Project – Supplementary Environment Effects Statement for Port of Melbourne Corporation (2005 - 2008) facilitating deepening of the shipping channels to the Port of Melbourne

2 Attachment 3

Port of Geelong Channel Improvement Program Environment Effects Statement (1993) and environmental monitoring program

Point Lillias Bulk Liquid Chemical Storage and Port Facility Environment Effects Statement, Planning Scheme Amendment and Environmental Management Plan for Victorian Government (1994-1996)

Point Lonsdale Residential Development Environment Effects Statement for Stockland (2004 - 2008) waterway and residential development, including marine environmental assessment on Swan Bay and Port Phillip Bay

Wyndham Cove Marina Development - Peer Reviewer for Environmental Management Plan and Environmental Effects Statement (2006)

Queenscliff Harbour Redevelopment and planning scheme amendment (2005)

Beacon Cove Stage 2 Coastal and Marine Works Environmental Management Plan (2001-2002)

1.4 Instructions and information I have been engaged by Blairgowrie Safe Boat Harbour Limited (BSBHL) to undertake the following tasks:

Review of the approvals context and submitted approvals documentation.

High level review of the proposed approach to environmental management.

High level review of the community benefits assessment.

Comment on the planning permit conditions in terms of providing a mechanism for implementation and accountability.

Review of any subsequent recommendations by other experts in response to submissions received in terms of implementation through the permit conditions.

Addressing specific aspects of the Panel directions in relation to planning and environmental management matters.

Addressing any relevant submissions in relation to planning and environmental management processes. In preparing this report, I have been assisted by Ms Alisanne Green, Principal Planner, GHD Pty Ltd.

1.5 Facts, matters and assumptions In preparing this report, I visited the site most recently on 8 September 2013 and have reviewed the following information:

Blairgowrie Yacht Squadron, Safe Boat Harbour Reconfiguration Project, Planning and Environment Report, August 2012, Rev 2

Blairgowrie Yacht Squadron, Safe Boat Harbour Reconfiguration Project, Addendum to Planning and Environment Report, March 2013, Rev 1

Amendment documentation exhibited with the application including Draft Planning Permit CP11/001, and C155 Explanatory Report

3 Attachment 3

Submissions to the combined Planning Scheme Amendment, Planning Permit application and Coastal Management Act consent as provided by BSBHL – Nos: 1 to 40 inclusive, as well as both DEPI’s and White Cliffs to Camerons Bight Foreshore Reserves Committee of Management’s submissions.

AS/NZS ISO 14001:2004 Environmental management systems – Requirements with guidance for use

EPA Guidelines for Cleaner Marinas Publication 624 October 1998

EPA Best Practice Environmental Management Guidelines for Dredging Publication 691 October 2001

Clean Marinas Australia Program, Marina Association of Australia, www.marinas.net.au

Blairgowrie Safe Boat Harbour Rules Revised August 2006 I have not made any assumptions other than those that are made explicit in the report.

1.6 Documents and material As listed above.

4 Attachment 3

2. The Project

Having reviewed the application documentation, I understand that the proposed Safe Boat Harbour reconfiguration includes the following:

x Total (wet and dry) storage for 363 boats, comprising:

o 119 new wet berths which, with the existing 170 wet berths (excluding visitor berths), would give a total of 289 wet berths;

o An upgrading of the existing 44 marina berths for visitors to create a total of 45 new functional visitor berths;

o Addition of one disabled berth to provide a total of two disabled berths; o Creation of a new hardstand area above the water for storage and launch of 27 boats; x Extension of the existing wave screen 151 metres westwards and then a further 75 metres angled to the shore with an underlying rock mattress to prevent scour to the sea bed;

x A new wave screen of 75 metres in length to the west of the expanded boat harbour; x The existing slipway, small winch house and gantry crane being replaced by a new marine straddle carrier facility extending from the foreshore to the first arm of the marina (about 190 metres); x Removal of native vegetation associated with roadworks; x Alteration of access to Point Nepean Road including allowing a right-hand turn from the access road to the Safe Boat Harbour; and x A pedestrian crossing of Point Nepean Road. The application is a combined planning permit and rezoning, with the expanded harbour area to be rezoned from Public Conservation and Resource Zone (PCRZ) to Public Park and Recreation Zone (PPRZ). The application also comprises a request for consent under the Coastal Management Act.

I am advised that throughout the course of preparation and processing of the planning and coastal consent applications, the BSBHL has consulted with Council, the Department of Environment and Primary Industries (DEPI), and VicRoads. This has resulted in a number of amendments to the applications including the addition of a pedestrian crossing to Point Nepean Road, and alterations to the access road, and the undertaking of a peer review of the coastal processes assessment.

5 Attachment 3

3. Environmental Management

This section provides a review of the proposed approach to environmental management. In forming an opinion I have had regard to the application documentation and the draft Planning Permit exhibited with the application.

3.1 Potential environmental impacts and management measures Potential environmental impacts associated with the Safe Boat Harbour expansion have been identified through technical assessments and are summarised in section 7 of the Planning and Environment Report. Impacts considered include traffic management, coastal processes, cultural heritage, landscape values and visual amenity, marine ecology, terrestrial environment and social. The application proposes a number of conditions be included on the planning permit to provide for the mitigation and management of these potential environmental impacts during construction and operation of the Safe Boat Harbour expansion. These are derived from the technical assessments and presented in section 7 of the Planning and Environment Report.

3.2 Design plans Prior to commencement of works, condition 1 of the draft planning permit requires submission and endorsement of plans showing the proposed works, including layout of buildings and works, parking and access, services, and landscaping and native vegetation offsets. Once endorsed, these plans will form part of the planning permit, and hence are a key control on the nature and extent of works to be conducted.

3.3 Construction and operation environmental management plans

3.3.1 Existing EMPs Under the existing permit, there was a Construction Phase EMP, which I understand was endorsed and successfully implemented during construction. In addition an Operational EMP was endorsed by the Council on 28 March 2002. It included a Sand Management Plan and is still in effect. The Operational EMP has successfully been implemented, with sand bypassing and ongoing monitoring having been undertaken as required. I understand that under this environmental management regime, the existing safe harbour has been accredited as a Level 3 Marina under the Marina Industries Association’s Clean Marinas Program. This is a voluntary accreditation system for marinas, yacht clubs and other marine facilities across Australia which aims to reduce ‘non-point’ sources of pollution.

3.3.2 Proposed EMPs I note that the draft planning permit requires the following Environmental Management Plans to be prepared and endorsed by Council:

x Construction EMP (Condition 6)

6 Attachment 3

x Operational EMP (Condition 7) x Interim Operational EMP (Condition 1(i)) The Interim Operational EMP is to be based on the existing harbour Operational Phase EMP, and is to apply in the period prior to the start of the use of the expanded harbour, or endorsement of the Operational EMP for the expanded harbour, whichever is sooner. The draft planning permit condition 6 and condition 7 include a description of what is to be included in each EMP. This includes a requirement for each EMP to be endorsed and to address both specific environmental aspects relevant to construction or operation of the harbour, and general matters that would form the main elements of an environmental management system based on the principles of AS/NZS ISO 14001:2004 Environmental management systems – Requirements with guidance for use. These conditions reflect the commitments for management and mitigation outlined in section 7 the Planning and Environment Report. Condition 6 of the draft planning permit requires the Construction EMP to address matters including construction traffic management, construction storage, construction security, working hours, flora and fauna management, noise, waste management, water quality protection, turbidity and seabed disturbance, pollution events and emergency preparedness and response. It is noted that working hours are proposed to be limited to daytime hours. Condition 7 of the draft planning permit conditions requires the Operational EMP to address both management and monitoring requirements, with specific requirements to include a seagrass monitoring and management program, marine pest management plan, waste and waste water management plan, water quality monitoring plan, re-fuelling and hazardous materials management plan, sand management and monitoring plan, sand bypass plan, and an ecologically sustainable development plan. The draft conditions require the Operational EMP to be reviewed within the first 12 months of operation and then three yearly. It is noted that the operation of the expanded Safe Boat Harbour would be governed by the existing environmental management regime for the harbour (which would be maintained and enhanced by the proposed redevelopment), and which as noted previously, has resulted in the existing safe harbour having been accredited as a Level 3 Marina. It is further noted that the works will also need to comply with the conditions of any other approvals, such as the Cultural Heritage Management Plan, Works Authority, Crown Land Licence and Lease and Indigenous Land Use Agreement. In my opinion, the draft planning permit conditions provide an adequate level of detail to address environmental management requirements for construction and operation of the harbour expansion.

7 Attachment 3

4. Implementation mechanisms

The section provides comment on the merit of rezoning the proposed harbour expansion area from Public Conservation and Resource Zone (PCRZ) to the Public Park and Recreation Zone (PPRZ), and providing for environmental management and development control via a planning permit, and a Cultural Heritage Management Plan (CHMP). In forming an opinion I have had regard to the Mornington Peninsula Planning Scheme, as well as the application documentation, the draft Planning Permit exhibited with the application, and DEPI submission.

4.1 Rezoning to PPRZ The existing Blairgowrie Safe Boat Harbour is zoned Public Park and Recreation Zone (PPRZ). Surrounding land (including the area proposed to be developed for the expansion) is Public Conservation and Resource Zone (PCRZ). I understand that the existing harbour was zoned PPRZ in 2000 following the Minister’s assessment of the Environment Effects Statement for the development of the existing harbour. The purposes of the PCRZ do not provide for a boat harbour or associated activities, and are focussed on the protection of environmental and natural conditions. A boat harbour would be a prohibited use in the PCRZ. If it is determined that the construction of the harbour expansion is appropriate, then it would be appropriate to rezone the land to an alternate zone which allows for its development and ongoing management. I am aware that the existing Blairgowrie Safe Boat Harbour, the St Kilda Marina and the Sandringham Harbour are zoned PPRZ. Frankston Safe Harbour and the Safety Beach Marina are zoned Special Use Zone. The Public Park and Recreation Zone describes uses and activities associated with a boat harbour, and provides for: • To recognise areas for public recreation and open space. • To protect and conserve areas of significance where appropriate. • To provide commercial uses where appropriate. Application of a Special Use Zone, or use of the Clause 52.03 exemption provisions, could also be used to facilitate the development, however these controls should only to be used in circumstances where no other zone regime can adequately be applied to effectively address the development and environmental requirements. Given the existing application of the PPRZ, there is no reason to apply a SUZ or utilise Clause 52.03. The existing Environmental Significance Overlay (ESO25) will be maintained by the proposed amendment, and will continue to provide for environmental protection and management. This is appropriate. Accordingly I concur with the conclusion provided in Chapter 8 of the Planning and Environment Report, that the PPRZ is the most appropriate zone for the expanded harbour area.

8 Attachment 3

The amendment has taken into account the requirements of Ministerial Direction No.13 ‘Managing coastal hazards and the coastal impacts of climate change’. The purpose of this Direction is to set out the general requirements for consideration of the impacts of climate change within coastal Victoria as part of an amendment which would have the effect of allowing non-urban land to be used for an urban use and development. The Direction applies to any planning scheme amendment that provides for the rezoning of non-urban land for urban use and development of all land: • Abutting the coastline or a coastal reserve. • Less than 5 metres Australian Height Datum within one kilometre of the coastline including the Gippsland Lakes. It therefore applies to the proposed new development of the extended harbour. Consistent with the requirements of this direction, a Coastal Hazard Vulnerability Assessment was undertaken of the proposed new works, and was included as part of the application documentation. The assessment concludes that there are medium risks in relation to inundation, and low risks associate with coastal recession and storm erosion. A range of measures are recommended in the assessment to manage the risks.

4.2 Planning Permit The planning permit is an appropriate statutory mechanism to capture the environmental, heritage and community commitments and ensure implementation of the Project as proposed. The proposed conditions require a number of plans for construction and operation phases of the Project that are consistent with the range of plans nominated in the planning permit application. However I have noted that there are a number of conditions which are generally outside the scope of a planning approval, and would be better placed within the Crown land lease. To avoid the potential for inconsistencies between the two processes, and confusion regarding administration and enforcement, I would recommend redrafting of the conditions with the following aims:

x Clarify responsibilities and reduce duplication between the requirements of the planning permit to be administered by Council, and the future requirements for a Crown land lease that will be administered by the Committee of Management and DEPI. x Incorporate the conditions requested by DEPI as per their submission to the application.

4.3 Cultural Heritage Management Plan I am advised that a Cultural Heritage Management Plan (CHMP) for the Project has been approved pursuant to the Victorian Aboriginal Heritage Act 2006. The CHMP includes requirements for management procedures during construction and these should be acknowledged in the Construction EMP. It is appropriate that the CHMP exists alongside the EMP, rather than being incorporated into it as it generally follows a different structure and process for approval. Procedures for work activities developed in the Construction EMP could simply cross reference to those of the CHMP. This is consistent with general best practice for construction.

9 Attachment 3

4.4 Coastal management consent Consent to use and develop coastal Crown land is required under the Coastal Management Act 1995 to expand the proposed Safe Boat Harbour. Under the Planning and Environment Act 1987 the responsible authority must not issue a planning permit unless Coastal Management Act consent has been granted. If a planning permit application under the Planning and Environment Act 1987 is required and referred to DEPI (formerly DSE) as a referral authority, the referred application is deemed to be an application for consent under the Coastal Management Act 1995. I understand that the Department of Environment and Primary Industries (DEPI) has formally been referred the application in this regard, and has provided conditions for inclusion on the draft planning permit. I understand that DEPI’s assessment has considered coastal and Crown land impacts during this referral process. Under the Planning and Environment Act 1987, the responsible authority must include any condition which a referral authority requires to be included. The approval of this planning scheme amendment and planning permit application would therefore incorporate the CMA consent.

4.5 Operational Rules BYS has held a lease in this location for more than 60 years. I understand that existing lease arrangements and agreements are currently in place, and will be amended/reissued as part of the redevelopment. The need for subsequent leases, licenses or agreements for the Safe Harbour are identified in DEPI’s submission. I have proposed that these be incorporated as notes to the draft permit in the attached track changes version of the draft permit. These land management arrangements will provide tenure and occupancy obligations for BSBHL / BYS, a single entity that will be responsible for all investment, development, management, maintenance and operation of the marina. I am advised that BYS currently has a set of harbour rules for management of the existing safe boat harbour, as a requirement of the current lease. As part of the new lease agreement, the harbour rules could include operational rules that extend the environmental management obligations under the EMP to the occupiers of the new berths. This creates a transparent linkage between the environmental management obligations of the long term entity and the tenants of the berths and moorings. It provides a structure for ensuring compliance with the environmental management obligations and a framework for enforcement. It is noteworthy that the existing Blairgowrie Safe Boat Harbour is accredited as having reached Level 3 under the Clean Marinas Program due to the existing regime of policies and procedures in place to address environmental management. I consider that the harbour rules are best administered by DEPI under the lease arrangements, and that the proposed planning permit conditions relating to harbour rules therefore be amended so that they are submitted to DEPI for approval rather than Council, to ensure that there is no conflict between leasing agreements and the planning permit, or alternatively deleted.

10 Attachment 3

5. Community Benefits

I have been asked to comment on net community benefit considerations. In preparing this evidence, I have not conducted a detailed net community benefits analysis, however I have reviewed the Community Benefits section of the Planning and Environment Report (Section 8.4), the Addendum Report, and the key concerns raised in the submissions. The Planning and Environment Report details an assessment against the provisions of Clause 12.02-3 ‘Coastal Crown land’, to demonstrate that the project achieves a balance of environmental, social and economic matters. The assessment concludes that consistent with policy, the development: x Maintains safe, equitable public access and improves public benefit whilst protecting local environmental and social values. x Demonstrates need and coastal dependency. x Is located within a defined activity or recreation node.

The assessment also has regard to: x The Victorian Coastal Strategy (VCC, 2008). x The purpose for which land is reserved under the Crown Land (Reserves) Act 1978. x Boating Coastal Action Plan 2007 There is no doubt that the proposed harbour expansion will provide benefit to the boating community. Specific direct benefits to the boating community were noted in the Planning and Environment Report and Addendum Report as: x Once complete, the expansion will result in an increase from 170 wet berths at present, to 289 wet berths, and a total of 45 visitor berths and 2 disabled visitor berths available for any member(s) of the public, as a safe refuge in bad weather situations. x Redesign of the wave attenuator to a more robust structure. I understand that the existing wave attenuator has been severely damaged during storm events, and urgently requires replacement.

x Provision of an upgraded facility during all weather conditions – currently, a safe harbour cannot be guaranteed in strong wind conditions from the north or north west. The redeveloped facility will specifically provide for visiting boats as does the current safe harbour, however the key difference will be that visiting boats will be able to use the facility in all conditions. x Provision of additional permanent berths for the Southern Peninsula Rescue Service, a community based rescue service.

x Additional facilities for other emergency services as required. This includes an optional covered deck to the Marine Straddle Carrier Fingers to allow for emergency vehicle access along the jetty, unimpeded by pedestrians and fishers on the jetty.

x A new hardstand area is intended to provide for improved access by people with limited mobility and enhance the existing BYS ‘Sailability’ program, and provide for storage of boats used as part of the sail training and junior development programs.

11 Attachment 3

For the wider community, the Planning and Environment Report and Addendum Report notes the following key community benefits: x Maintained public access along the Blairgowrie foreshore, including along the beach and under the jetty, with the new facilities being raised above the beach on piers at the same level as the existing jetty. x Maintained access to the water underneath the existing jetty and proposed Marine Straddle Carrier Fingers for kayakers, swimmers, divers etc. The proposed new facilities are not anticipated to create any additional hazards for divers and the expanded harbour and improved diver/swimmer entry/exit platform will enhance access and the environment for divers.

x Disabled access will be improved via the new hardstand facility. x Maintained access across the remainder of the lease area – there are no proposals to fence off the club facilities.

x Sand bypassing is proposed to be maintained at the costs of the proponent, albeit within a modified improved regime to address shortfalls of the previous regime. It is noted that this would result in removal of much of the salient build up, which I understand is an area which is in fact valued by many within the community. However there appears to be agreement between the various stakeholders that removal of the salient and redistribution to other depleted areas would be of greater benefit to the community.

x Installation of pedestrian operated traffic signals at Point Nepean Road adjacent to the upper car park, to enhance access to the foreshore for the wider community. Once the Bay Trail is completed by Council, this will further enhance access.

x The BYS safe boat harbour is not a commercial facility. The land will remain in public ownership, and will remain zoned as public land. The expanded facility will be subject to a Crown land lease, which will enable the implementation of a range of conditions regarding land and environmental management. x An improved flora and fauna habitat in the marine environment protected by wave attenuation and hard infrastructure. There are conditions included on the draft planning permit which ensure that many of these specific community benefits are incorporated and maintained in the development. These include: x The requirement for (Condition 1):

o A pedestrian crossing of Point Nepean Road to the requirements of Vic Roads. o A safe pedestrian link from the pedestrian crossing of Point Nepean Road to the foot of the jetty that avoids, or otherwise minimises shared use of spaces with motor vehicles.

o Provision for emergency services. x Disabled access to be provided for (Conditions 1(d), 23(b), 26, 27) x The requirement that public access to be maintained to leased areas (Condition 23) including along the beach, for disabled persons to the lift in Scotts Shed and along the jetty. x Sand management and bypassing to be managed (Condition 7(g), (h) and 8(d))

12 Attachment 3

Submissions to the application regarding potential disbenefits for the community included: x Traffic congestion and parking issues x Erosion to the beach x Loss of swing moorings x Biodiversity protection x General amenity Having reviewed the Planning and Environment Report, associated specialist reports, and the draft conditions, I am of the opinion that potential disbenefits can be appropriately managed and mitigated, and that there is a net community benefit to the proposal.

13 Attachment 3

6. Declaration

I have made all the inquiries that I believe are desirable and appropriate and no matters of significance which I regard as relevant have to my knowledge been withheld from the Inquiry.

Christine Wyatt Global Market Leader – Environment 20 September 2013

14 Attachment 3

BlairgowrieSafeBoatHarbourCoastalProcesses

JointStatementbyExpertWitnesses

ThisreportrelatestotheBlairgowrieSafeBoatHarbourReconfigurationproposal,asdescribedin theproponent’ssubmissionreport,andthefollowingtechnicalmattersasdescribedinvarious supportingtechnicalreports.

Whilsttherearealternativeapproachesandsomedifferencesindetailedmethodology,theexperts agreedthattheoutcomesofthehydrodynamicandcoastalprocessesmodellingareadequatefor thepurposesofinformingthePanel.

Hydrodynamics

Themethodologyandunderlyingassumptionsusedtoassessthehydrodynamicsoftheareafollow generallyacceptedindustrypractices.Therearesomedifferencesofopinioninregardtothe detailedapplicationofthemodellingthatareaddressedintheindividualexpertswitness statements.Thesedifferenceswereconsideredunlikelytochangetheconclusions.

Theoutcomeofthehydrodynamicmodelling,intermsoftherelativeimpactoftheproposalon harbourflushing,isrealistic.Despitetheabsenceofsitedataforvalidation,thegeneralpatternof circulationthroughBlairgowrieHarbouridentifiedbythemodellingi.e.alongshoreandfromeastto west,isprobablycorrect.

Theexpertsagreedwiththeconclusionsdrawnfromthemodellingi.e.thattheproposalwillnot resultinanydegradationinwaterqualitywithintheharbourorsurrounds.

CoastalProcesses

ThemethodologyandassumptionsusedtomodelthecoastalprocessesatBlairgowriearesuitable andwithinthesuiteofgenerallyacceptedindustrymodellingtools.Thelittoraltransportrates derivedwithinthemodellingaregenerallyinlinewithexpectationsandthemodelledcoastal behaviourisconsistentwithobservations.

Therelativeimpactoftheproposalandtheconclusionsreachedareconsideredtobereasonable.

BeachMonitoringandSandManagement

Theexpertsagreedthatvolumetricbeachmonitoringandsandbypassingaretheappropriate managementtoolsthatshouldbedeployedtomanagethecoastalimpactsoftheproposal.

Whilethereweresomedifferencesofopinioninregardtothespecificsofthebeachmonitoringplan andthequantumofthevolumetricaccretiontrigger,theexpertsagreedonthemonitoring frequencyandextentandthatavolumetricaccretiontriggerof3,000m3beadoptedasperDEPI (Submission41:Consentforuseanddevelopmentofcoastalcrownland,19/7/2013).

Itissuggestedthatsomeflexibilityshouldberetainedtoadjustthesandmanagementplanonce sufficientdetailedvolumetricdatahasbeengatheredthatconfirmsthecoastalbehaviour.

Page1of2 Attachment 3

CoastalHazardVulnerabilityAssessment

DrProvisandDrRiedelagreedthatthereweresomeshortcomingsinthescopeandassessments madewithintheCHVA.Itwasfeltthatthe‘receptors’consideredpartoftheproposalshouldhave includedthesurroundingcoastlineandnotonlytheproposednewharbourinfrastructure.

Itwashoweveragreedthattheproposednewinfrastructurewasatlowriskfromcoastalhazards andthatwithimplementationofappropriatecoastalmanagementpracticestherisktotheexisting coastlinefromcoastalhazardsisnotexacerbatedbytheproposal.

MrChristopherCarboon

SinclairKnightMerz

DrPeterRiedel

CoastalEngineeringSolutions

DrDavidProvis

Cardno

19thSeptember2013.

Page2of2 Dr Eddyde Jong Attachment 3 VISION TheNCG’svisionisforpeopletounderstandandappreciatethenatural,culturalandbuilt heritage that contributes to the sense of place of the Nepean Peninsula, in order to protect andconservetheamenityandenhancethecharacteroftheNepeanPeninsula. MISSION To lead and inspire the community to appreciate, recognise, conserve, protect and celebratethenatural,culturalandbuiltheritageoftheNepeanPeninsula.

STRATEGICDIRECTIONS AND ACTIONS Advocate fortheconservationofournatural,culturalandbuiltheritagebyengagingwith thecommunityandgovernment Fosterconservationofthevegg,etation,wildlife, naturalattributesandhistoricfeaturesof thearea Conserve,protectandenhanceournatural,culturalandbuiltheritagebychampioningand supportingexemplaryconservationpolicyandpractice MaintainthecharacterandamenityoftheNepeanPeninsulabyensuringnew developmentsareinharmonywiththecharacterofourarea Attachment 3 Educate andengagethecommunityindiscourseaboutournatural,culturalandbuilt heritageanditscontributiontooursenseofplaceandbelonging VISION TheNCG’svisionisforpeopletounderstandandappreciatethenatural,culturalandbuilt heritage that contributes to thesenseof place of the Nepean Peninsula, in order to protect andconservetheamenityandenhancethecharacteroftheNepeanPeninsula. MISSION To lead and inspire the community to appreciate, recognise, conserve, protect and celebratethenatural,culturalandbuiltheritageoftheNepeanPeninsula.

©GHD2012 Attachment 3 Attachment 3 Attachment 3

©DrEddydeJong2013 Attachment 3

©DrEddydeJong2013 PlanningMinister’sAssessmentͲ MorningtonSafeBoatHarbourProjectDecember2011 Attachment 3 PlanningMinister’sAssessmentͲ MorningtonSafeBoatHarbourProjectDecember2011 Attachment 3 Attachment 3

©DrEddydeJong2013 Attachment 3

©DrEddydeJong2013 2Conclusion “Nonaturalorstatesignificantculturalheritage sites(Aboriginal or historical) were identified as partofthisassessment.” Attachment 3 FromreportpreparedforBlairgowrieYachtSquadronSeptember2012. Collin’sFirstSettlementSite1803 Attachment 3

©DrEddydeJong2013 Caring for environment since 1973

SomeNepeanConservationMembersCommentsoncurrentBYSmarina • thewaveattenuatorwassoundfhdstateoftheart;bifllibutitfelltopieces...... • therewouldneverbeanyneedfordredgingontheCameronBightside;but thathasbecomenecessary • therewould neverneedto beextensionsto the marina; but here wehave the proposalforonesomeyearslater • therewouldbenoalterationindepthsformooringsontheeastsideofthe marina; but there have been significant changes such that some moorings are inveryshallowwater • therewouldbepublicaccesstothesmallrampontheeastsideoftheBYS building; that access has been stopped so that the public is unable to launch

smallboatsthere Attachment 3 • facilitiesforpublicparkingandforboatuserswouldbeaddressed;parkingis totall yin adequate an d th e ex ten si on to th em arin awill cr eatef ur th er problems Caring for environment since 1973

TheBYSBlairggppowrieMarinaExpansionproposal

• doesnotrespectthesenseofplaceofthe NepeanPeninsula,norprotectandconserve theamenity

• isnotinharmonywiththecharacterofourarea Attachment 3 • demonstratesnonetcommunitybenefit Attachment 3

©DrEddydeJong2013 Attachment 3

Blairgowrie Safe Boat Harbour Extension Mornington Peninsula Planning Scheme Amendment C155 and proposed Planning Permit CP11/01

Expert Witness Statement of Scott Selwyn Chidgey, BSc, MSc

CEE Consultants Pty Ltd First Floor 90 Bridge Road PO Box 201 Richmond VIC 3121 03 9429 4644

Prepared for Blairgowrie Yacht Squadron Attachment 3 Scott S Chidgey Witness Statement 2 Blairgowrie Safe Harbour Extension

1 Introduction I, Scott Selwyn Chidgey, prepared the technical report titled: “Blairgowrie Yacht Squadron. Extension to Blairgowrie Safe Boat Harbour. Final Report on Existing Marine Environmental Conditions” dated August 2011. The August 2011 report was based on my observations at Blairgowrie Harbour on 15 June 2010, available information and my previous experience at the site during planning related studies prior to, during and after construction of the existing Safe Boat Harbour.

The August 2011 report was used to inform the referral of the Extension Project to the Minister for Planning under the Environment Effects Act 1978. The Minister determined that an Environment Effects Statement for the project was not required. The report was subsequently used to inform the application for a planning permit and a planning scheme amendment under the Planning and Environment Act 1987. A copy of the report is provided in Appendix A of this Witness Statement .

I was requested to prepare a Witness statement by Blairgowrie Yacht Squadron in July 2013 to present to the Panel Hearing for the permit and amendment application. Since it had been more than three years since I had visited the site, I refreshed my knowledge of the Harbour and adjacent marine ecosystem by SCUBA diving at the existing Harbour on 1 August 2013. I prepared a report of my observations, underwater photographs and assessment of the marine ecological implications of the proposal to extend the Harbour titled “Blairgowrie Yacht Squadron. Update to existing marine ecosystem conditions and implications for Blairgowrie Harbour extension” August 2013. A copy of the report is provided in Appendix B of this Witness Statement.

I formally adopt the information, analysis and conclusions contained in those two reports and this statement as my Expert Witness Statement for the purposes of the Panel of Inquiry.

2 Qualifications and Experience A copy of my curriculum vitae is provided in Appendix C.

3 Instructions and information I have been engaged by Blairgowrie Yacht Squadron to present a summary of my reports and conclusions with respect to the proposed Extension to Blairgowrie Safe Boat Harbour. The scope and terms of my instructions and the facts, matters, and assumptions upon which my evidence is based are as set out in my Technical Reports, which are appended to this Witness Statement.

4 Other contributors I was assisted in data collation and field investigations by my colleagues Dr Jacqui Pocklington (BSc (Hons), PhD and Mr Peter Crockett (BA, BSc, MPhil). Dr Pocklington assisted with the collation of existing information in the August 2011 report. Mr Crockett assisted me in the August 2013 SCUBA diving site inspection, took underwater photographs and assisted with the preparation of the species list. I was solely responsible for the interpretation of the collated information and preparation of the reports.

August 2013 Attachment 3 Scott S Chidgey Witness Statement 3 Blairgowrie Safe Harbour Extension

My August 2011 Technical Report integrated a range of information from existing literature which are referenced as appropriate throughout that report.

5 Summary of conclusions Background information on marine ecological conditions at Blairgowrie and my observations are contained within my two technical reports, which are appended to this witness statement. A summary of the conclusions of the most recent report (Appendix B) based on the August 2013 inspection follows. “The observations in August 2010 and August 2013 show that the installation of the existing Harbour has resulted in a permanent change to the local ecology by providing additional habitat, removal of the negative effects of swing moorings and creation of a calmer environment within the Harbour. This has resulted in re-establishment of seagrasses in the Harbour area and colonisation by a diverse range of invertebrate and fish species. x The increased biodiversity has resulted in benefits to anglers, snorkelers and divers as well as the mariners who use the facilities. x The formation of a salient on the shoreline in the wave shadow of the breakwater resulted in the progressive covering of a relatively small patch of nearshore transitory seagrass. Seagrass re-established in the area following removal of the salient by dredging. x The ecological effects appear to be localised within a boundary of approximately 100 m from the harbour facilities footprint.

Based on the observations of the current condition of the Harbour and surrounding area, it is likely that the relatively bare seabed in the area of the proposed Harbour extension will develop ecosystem conditions similar to those of seabed in the existing Harbour. These ecological developments will include: x re-establishment of seagrass in some areas of the Harbour extension; x colonisation of soft seabed by a range of invertebrates and macroalgae common to the existing harbour and the seabed offshore from the breakwater; x colonisation of harbour infrastructure by a range of invertebrates and macroalgae common to the existing Harbour, other harbours and jetties and shaded reefs elsewhere in Port Phillip Bay, and; x covering of presently bare nearshore habitat with sand as a salient forms on the wave shadow of the proposed extended breakwater and wave screen. The potential effects of construction on marine ecosystems are likely to be localized and temporary compared to the permanent changes resulting from the proposed Harbour extension. In-water observations during and shortly after construction of the existing Harbour by CEE scientists in 2001 and 2003 showed that construction effects due to seabed disturbance, suspended solids and underwater noise were localised and temporary. There will be no dredging associated with construction of the extended Harbour.

Mitigation and monitoring of the potential effects of construction activities on the marine ecosystem (noise, spills, litter, introduced pests, mooring damage) will be addressed in the Environmental Management Plan for the approved works.”

August 2013 Attachment 3 Scott S Chidgey Witness Statement 4 Blairgowrie Safe Harbour Extension

I have not materially changed my opinions since the writing of those reports.

I have made all the inquiries that I believe are desirable and appropriate and no matters of significance which I regard as relevant have to my knowledge been withheld from the Panel.

Scott S Chidgey Principal Marine Scientist CEE Consultants Pty Ltd

Appendix A

“Extension to Blairgowrie Safe Boat Harbour. Final Report on marine environmental conditions (seagrass). August 2011. Report by Scott Chidgey and Jacqui Pocklington to Blairgowrie Yacht Squadron

Appendix B

“Extension to Blairgowrie Safe Boat Harbour. Update to existing marine ecosystem conditions and implications for Blairgowrie Harbour extension. August 2013. Report by Scott Chidgey to Blairgowrie Yacht Squadron

Appendix C “Curriculum Vitae of Scott Chidgey”

August 2013 Attachment 3

APPENDICES TO SCOTT CHIDGEY WITNESS STATEMENT August 2013 Attachment 3

Blairgowrie Yacht Squadron Extension to Blairgowrie Safe Boat Harbour Final Report on Existing Marine Environmental Conditions

August 2011

CEE Consultants Attachment 3

“Extension to Blairgowrie Safe Boat Harbour - Final Report on Existing Marine Environmental Conditions” August 2011

Report to: Mr Gerard Clarke General Manager Blairgowrie Yacht Squadron

Report prepared by: Scott Chidgey and Jacqui Pocklington CEE Consultants Pty Ltd PO Box 201 Richmond VIC 3121 [email protected]

CEE Consultants Attachment 3

Blairgowrie Yacht Squadron Extension to Blairgowrie Safe Boat Harbour Existing Marine Environmental Conditions February 2011

1 Introduction 1 1.1 Scope of work 1 2 Marine Environmental conditions 2 3 Marine ecological conditions 4 3.1 Seagrass 4 3.1.1 Loss of seagrass at Blairgowrie 1997 to 2003 5 3.1.2 Seagrass in Cameron’s Bight 1998 to present 7 3.1.3 Seagrass in the harbour precinct 2010 11 3.1.4 Conclusion to seagrass 14 3.2 Unvegetated soft seabed 14 3.2.1 Conclusion to unvegetated soft seabed 16 3.3 Artificial hard habitat 17 3.3.1 Conclusion to artificial surfaces 18 3.4 Introduced species 18 4 Flora and Fauna Guarantee 20 Implications of works on Flora and Fauna Guarantee listed species and communities 23 5 Bacteriological water quality 24 5.1 Conclusion to bacteriological water quality 25 6 Conclusions 26 6.1 Marine ecosystem 26 6.2 Protected species 26 6.3 Water quality 27 7 Next Stage 27 8 References 27

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary - Marine Environmental Considerations ii

Figures Figure 1. Blairgowrie Safe Harbour 1 Figure 2. Proposed extension of Blairgowrie safe harbour 2 Figure 3. Locality of Blairgowrie Safe Boat Harbour 3 Figure 4. Seagrass at DPI Blairgowrie aerial assessment region, 2010 5 Figure 5. Seagrass in Blairgowrie aerial assessment region 1939 to 2009 6 Figure 6. Least seagrass in DPI Blairgowrie aerial assessment region, Feb 1966 6 Figure 7. Maximum seagrass in DPI Blairgowrie aerial assessment region, Feb 1996 7 Figure 8. 1998 baseline aerial photograph showing original jetty and slipway 8 Figure 9. Density of seagrass along monitoring transects 9 Figure 10. Aerial photograph taken July 2003 - after completion of present harbour 9 Figure 11. Google Earth images of Harbour area, June 2005 and July 2010 10 Figure 12. Marine habitats at Blairgowrie 11 Figure 13. Seagrass and brown algae within Blairgowrie Harbour, June 2010 12 Figure 14. Little weed whiting in Blairgowrie Harbour 13 Figure 15. Seagrass in shallows in front of Blairgowrie Yacht Squadron 13 Figure 16. Seagrass in area of harbour extension, June 2010 14 Figure 17. Areas of bare seabed in Cameron’s Bight outside the harbour 15 Figure 18. Cameron’s Bight soft seabed biota 15 Figure 19. Soft seabed habitat in 6 m water depth beyond existing harbour wall 15 Figure 20. Shell material in scour channel along outer breakwater 16 Figure 21. Unvegetated soft seabed habitat in sheltered harbour and harbor entrance 16 Figure 22. Invertebrate fauna under floating pen pontoons 17 Figure 23. Kelps growing on outer and inner side of breakwater 17 Figure 24. Encrusting biota on lower breakwater and floating wave screen 18 Figure 25. Distribution of FFG listed marine invertebrates in Port Phillip Bay 22 Figure 26. Levels of E.coli at harbour and beach sites 2003/2004 25

Tables Table 1. Marine biota observed on habitats at Blairgowrie, June 2010 4 Table 2. Flora and Fauna Guarantee listed marine species 20 Table 3. Flora and Fauna Guarantee Act 1988 - listed marine invertebrates 21 Table 4. EPA Bacteriological results at Blairgowrie beach for summer 2009/2010 24

CEE Consultants Attachment 3

Blairgowrie Yacht Squadron Extension to Blairgowrie Safe Boat Harbour Existing Marine Environmental Conditions

1 INTRODUCTION Blairgowrie Yacht Squadron (BYS) constructed and operates the Blairgowrie Safe Harbour. The existing Harbour was constructed in 2001 and is shown in Figure 1.

Figure 1. Blairgowrie Safe Harbour

BYS plans to expand the Harbour to the west to accommodate more vessels and provide more shelter for existing vessels from waves generated by northwesterly winds.

Planning permission for the extension is in the initial stage which involves lodging referrals to relevant state authorities and regulators. CEE Consultants were commissioned by Blairgowrie Yacht Squadron to provide background information that may be used to inform preparation of the planning scheme amendment/permit application for the extension.

1.1 Scope of work Under instruction from Lanserv , the scope of work for this report was to report on seagrass monitoring at Blairgowrie and subsequently to provide input to the Blairgowrie Yacht Squadron safe harbour EMP.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 2

PROPOSED EXTENSION

Figure 2. Proposed extension of Blairgowrie safe harbour (Source: Sinclair Knight Merz 2010, Aerial image November 2008)

2 MARINE ENVIRONMENTAL CONDITIONS The Blairgowrie Safe Boat Harbour is located on the southern shore of south Port Phillip Bay which is typical of approximately 20 km of Mornington Peninsula coastline from Cameron’s Bight at Blairgowrie to McCrae (Figure 3) and onto Dromana Bay at Safety Beach. The shoreline along this stretch of Port Phillip is characterised by north-facing, gently sloping sandy beaches that extend offshore through a series of sandbars before becoming steeper as the seabed extends offshore of 4 m depth.

The marine environment in the vicinity of the present and proposed extension to the Blairgowrie Safe Boat Harbour is characterised by: x Generally clear water with regular flushing by tidal currents; x Sandy and shelly seabed with complex nearshore sandbars that are strongly influenced by wind generated waves from the north; x Intertidal and subtidal seagrass beds that undergo substantial changes in abundance and distribution; and x Water depth gradually increasing ranging from the shore across a series of sandbars to depths of 4.5 m to 5 m below chart datum at the outer wave screen approximately 330 m offshore.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 3

Figure 3. Locality of Blairgowrie Safe Boat Harbour

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 4

3 MARINE ECOLOGICAL CONDITIONS Prior to installation of the existing Safe Harbour, the marine ecosystem offshore from the Blairgowrie Yacht Club was characterised by wave affected sandy seabed, some cunjevoi and intertidal and subtidal seagrass beds. The installation of the wave screen and other harbour infrastructure protected some of the soft seabed from wave action and provided artificial hard habitat for reef biota to colonise, grow and inhabit. Hence the present marine ecosystem can be described in terms of three predominant habitats: x Seagrass beds; x Soft sediment habitat; and x Artificial hard habitat These habitats and associated biota are discussed below on the basis of remote imagery, previous monitoring surveys and snorkeling observations in June 2010. A list of species observed during the June 2010 inspection is provided in Table 1 .

Table 1. Marine biota observed on habitats at Blairgowrie, June 2010 Sand seabed outside harbour Seagrass beds inside harbour Piles and pontoons in harbour Algae Seagrass Algae Halopteris sp. Heterozostera nigricaulis Ecklonia radiata Ectocarpales Zostera muelleri Sargassum sp. Ceramium spp. Algae Ulva sp. Red 1 Ceramium spp. Red 1 Red 2 Ulva spp. Red 2 Red 3 Ectocarpales Red 4 Red 1 Invertebrates Red 2 Various Sponges Invertebrates Various Hydroids Echiuran worm Fish Anthothoe albocinta Pyura stolonifera Neodax batteatus Botrylloides spp. Bugula dentata Fish Corynactis australis Platycephalus bassensis Cthalaums antennatus Didemnum spp. On Mussel Shells Galeolaria caespitosa Various sponges Patella peroni Tosia australis Plagusia chabras Pyura stolonifera

Fish Scorpis aequipinnis

3.1 Seagrass The areas of seagrass in southern Port Phillip Bay change substantially in abundance and distribution as a result of natural and human influences. There have been substantial changes in the abundance and distribution of seagrass in the south of the bay over the past 30 years.

Baseline and monitoring surveys for the original Safe Harbour development (CEE 2001 and 2003) as well as baywide studies (Blake and Ball 2007, Hirst et al 2010) showed substantial and widespread loss of seagrass along the Mornington Peninsula from 1998 to 2003. The cause of the decline was not known, but it did not coincide with any obvious human activity during that period as discussed below.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 5

3.1.1 Loss of seagrass at Blairgowrie 1997 to 2003 The extent of seagrass in representative areas of Port Phillip Bay was estimated from aerial photographs extending over a 70 year period from by marine scientists at the Department of Primary Industries, Queenscliff (DPI) as a baywide monitoring program and for the Channel Deepening Project (Ball et al 2009), and most recently in autumn 2010 (Hirst et al 2010). The seagrass monitoring program included a rectangular area (“aerial assessment region”) at Blairgowrie offshore from Canterbury Jetty Road approximately 1.5 km east of the Safe Harbour (Figure 4).

Figure 4. Seagrass at DPI Blairgowrie aerial assessment region, 2010 (Source: Hirst et al 2010)

The amount of seagrass in the Blairgowrie area was estimated from a series of photographs 1939 to 2010 (Figure 5). The DPI monitoring program found that: x seagrass at the Blairgowrie aerial assessment region varied substantially over the 70 year period (Figure 5); x the maximum amount of seagrass in the area occurred in 1996 (Figure 7); x the minimum amount of seagrass in the area occurred in 1966 (Figure 6), which was approximately 1 percent of the 1996 amount; x the amount of seagrass in the area declined steadily from the maximum amount in 1996 to approximately 12 percent of the 1996 amount in 2009 (Figure 5); the amount was marginally lower in 2010 (Figure 4).

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 6

Figure 5. Seagrass in Blairgowrie aerial assessment region 1939 to 2009 (Source: Ball et al 2009)

Figure 6. Least seagrass in DPI Blairgowrie aerial assessment region, Feb 1966 (Source: Ball et al 2009)

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 7

Figure 7. Maximum seagrass in DPI Blairgowrie aerial assessment region, Feb 1996 (Source: Ball et al 2009)

Dredging for the Port of Melbourne Corporation Channel Deepening Project occurred between February 2008 and 25 November 2009. Hence, it is not possible that the major decline in seagrass in the Blairgowrie aerial assessment region from 1997 to 2007 could have been due to the Channel Deepening Project.

3.1.2 Seagrass in Cameron’s Bight 1998 to present Seagrass in the proximity of the Blairgowrie Safe Boat Harbour was investigated prior to construction of the first phase of the Harbour in 2001, subsequent to construction of the Harbour in 2003, and again in 2010. A series of remote images were compiled, which combined with direct observations during the investigations, show substantial changes in the marine vegetation (seagrass and macroalgae) in Cameron’s Bight from 1998 to present: x Aerial photography of the Harbour area in 1998 (Figure 8) shows an extensive seagrass meadow on the sandy seabed in the vicinity of the Harbour. The time of this photograph is close to the period of maximum seagrass density at the Blairgowrie aerial assessment region between 1939 and 2010 (Figure 5 and Figure 7). The figure shows that a substantial proportion of the seagrass meadow was affected by the movement of vessels on chain swing moorings that resulted in removal of circular areas of seagrass within the meadow. The figure also shows that the density of seagrass in the west of the meadow was beginning to thin. x Baseline monitoring of seagrass in 2001 prior to Harbour construction (Figure 9) showed that seagrass density on a reference transect east of the Harbour was substantially higher than the reference transect west of the Harbour. This observation validated the interpretation of the 1998 aerial photograph that seagrass was thinning in Cameron’s Bight from west to east before the Harbour was constructed.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 8 x Seagrass monitoring a year after construction (Figure 9), showed similar levels of seagrass as the baseline within the Harbour , but substantially reduced levels of seagrass at both reference sites – with practically no seagrass remaining at the western reference site. The observations were supplemented by aerial photographs of the seagrass distribution in 2003 (Figure 10), which show the progression of seagrass reduction in Cameron’s Bight with almost total loss of seagrass in the west of the Bight and patches of seagrass and other vegetation remaining in the newly constructed Harbour. x More recent images indicate that marine vegetation within the Harbour appeared to increase relative to the adjacent coast (Figure 11 and Figure 12), with patches of dense seagrass also appearing along the shoreline. x The remote images in the figures also show considerable variation in vegetation cover within the harbour, which is likely to be a combination of seagrass and filamentous brown algae (Figure 13).

Figure 8. 1998 baseline aerial photograph showing original jetty and slipway

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 9

3 REF2B

REF2A 2B 1B 2A3A 1A 2.5 3B 5752100 REF1B

REF1A Baseline Survey1 2

5751600 1.5 305000 305500 306000

0.5

0 BLT1 BLT2 BLT3 REF1 REF2

Figure 9. Density of seagrass along monitoring transects Ref 1 east of Safe Harbour Ref 2 west of Safe Harbour BLT1, 2 and 3 within Harbour

The Sisters

CAMERONS BIGHT

Blairgowrie Harbour

Figure 10. Aerial photograph taken July 2003 - after completion of present harbour

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 10

Figure 11. Google Earth images of Harbour area, June 2005 and July 2010 June 2005 top, July 2010 bottom

Overall, it can be concluded that the cause of the reduction in seagrass density in Cameron’s Bight is not known, but was not due to construction of the harbour or channel deepening dredging because the seagrass loss in the west of the Bight commenced before the harbour was constructed and continued through most of Cameron’s Bight before Channel Deepening commenced.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 11

Unvegetated soft sediments

Figure 12. Marine habitats at Blairgowrie (Aerial image provided to project by SKM. Image taken November 2008)

3.1.3 Seagrass in the harbour precinct 2010 The marine communities and habitats in the Harbour and nearby seabed were inspected in June 2010 to provide information on environmental marine values for the assessment of the harbour extension.

The inspection revealed that the areas of vegetation visible from the remote images were found to comprise a mixture of sparse to moderately dense seagrass Heterozostera nigricaulis and sparse to dense filamentous brown algae (Ectocarpales) as shown in Figure 13. It is likely that the shelter from waves and associated sand movement and scour provided by the breakwater has provided an environment that is suitable for: x seagrass to recolonise and grow; and x filamentous brown algae to accumulate, colonise and grow.

These marine plants are very sparse on the seabed outside the harbour (particularly to the west) where: x Waves disturb the seabed during strong northerly wind events and x Boat mooring chains scour the seabed and remove these plants from the seabed in the swinging radius of the mooring chain.

Hence, the seabed in the harbour provides a protected environment for establishment and maintenance of seagrass communities compared to the unprotected coastal environment outside the harbour.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 12

Figure 13. Seagrass and brown algae within Blairgowrie Harbour, June 2010

3.1.3.1 Associated biota Seagrass beds provide habitat for a range of other invertebrates and fish. The harbour has become very popular with anglers fishing from the pier for whiting and squid that inhabit the seagrass. Numerous little weed whiting (Neoodax balteatus) were observed in the seagrass in the harbour in June 2010 (Figure 14).

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 13

Figure 14. Little weed whiting in Blairgowrie Harbour

3.1.3.2 Nearshore seagrass Seagrass is also dispersed in patches close to shore of Cameron’s Bight (Figure 12). A dense bed of seagrass is located at the foot of the beach in front of the Yacht Club facilities (Figure 15). This patch of dense seagrass was not present in the July 2003 aerial photograph of the area in after the Harbour was constructed (Figure 10), but was present in November 2008 (Figure 12). The development of this seagrass patch after construction of the Harbour indicates that seagrass establishment was not adversely affected by the presence of the Harbour infrastructure.

Figure 15. Seagrass in shallows in front of Blairgowrie Yacht Squadron

3.1.3.3 Area of extension The seabed in the area of the proposed extension is bare of significant amounts of seagrass. The only seagrass observed in June 2010 was an extremely small sparse patch shown in Figure 16.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 14

Figure 16. Seagrass in area of harbour extension, June 2010

3.1.4 Conclusion to seagrass x Seagrass in Cameron’s Bight reduced substantially between 1998 and 2003. x The remaining seagrass outside the harbour is sparse and patchy. x Dense patches of seagrass have established in the nearshore area adjacent to the existing facilities since the Harbour was constructed. x It is apparent that the existing harbour provides a more suitable environment for subtidal seagrass and algae than the surrounding unprotected seabed. x Subtidal seagrass and associated fish and invertebrates have become more common within the harbour than elsewhere in Cameron’s Bight. x It is concluded that the proposed extension to the harbour may result in further reestablishment of seagrass and associated biota within the new harbour area.

3.2 Unvegetated soft seabed The marine environment of Cameron’s Bight is characterised by soft seabed habitats including areas vegetated by seagrass and unvegetated areas. The characteristics of the seagrassed areas are discussed in the previous section. The characteristics of the unvegetated areas described below are based on inspection of the area by CEE marine ecologists in June 2010.

Most of the soft seabed habitat in Cameron’s Bight is unvegetated. The sediments comprise fine to medium sands with variable fractions of shell. The sediments outside the influence of the harbour wave screen are affected to some extent by wave action and are also affected by the scraping action of swing moorings in many areas resulting in areas of bare sediment with little evidence of associated biota.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 15

Figure 17. Areas of bare seabed in Cameron’s Bight outside the harbour

Some areas the soft seabed outside the harbour in depths between 2 m and 5 m provide habitat for sparsely distributed burrowing invertebrates (infauna) such as echiuran worms, cunjevoi and fish such as flathead (Figure 18).

Cunjevoi (Pyura stolonifera) sand flathead (Platycephalus bassensis) echiuran worm Figure 18. Cameron’s Bight soft seabed biota

Soft seabed areas in depths greater than 5 m appear to be less affected by waves and were characterised by broken shell and associated attached plants and animals (Figure 19).

Figure 19. Soft seabed habitat in 6 m water depth beyond existing harbour wall

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 16

The harbour breakwater and wave screen shelter the soft seabed from wave action. Reflection of waves by the breakwater has resulted in a scoured gutter of seabed along the outer edge of the breakwater. The gutter is filled with shell material (mostly Ostrea angasi shells) as a result of the winnowing action of the reflected wave turbulence (Figure 20).

Figure 20. Shell material in scour channel along outer breakwater

The exclusion of swing moorings in the harbour and its entrance also protect the soft seabed habitat from artificial disturbance. The burrow mounds of a variety of burrowing invertebrates infauna are apparent in the harbour and its entrance.

Figure 21. Unvegetated soft seabed habitat in sheltered harbour and harbor entrance

3.2.1 Conclusion to unvegetated soft seabed x Most of the soft seabed habitat in Cameron’s Bight is unvegetated. x The sediments comprise fine to medium sands with variable fractions of shell. x The sediments outside the influence of the harbour wave screen are affected by wave action and scraping of swing moorings. x Biota on seabed outside the harbour are very sparse. x Unvegetated seabed inside the harbour is characterised by the mounds of burrowing invertebrates

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 17

3.3 Artificial hard habitat Artificial structures are plentiful along the Port Phillip coastline and channels. Jetties and navigational markers provide hard substrata for colonisation by marine plants and animals that would otherwise be restricted to natural reefs and small objects on the seabed such as the shells of dead molluscs.

The construction of the Blairgowrie Harbour added considerable artificial structures to the Cameron’s Bight region. The harbour structures have been colonised by a wide variety of invertebrate and algal species in the eight years since construction. The relatively strong tidal current that runs parallel to shore through the harbour is likely to contribute to the richness of the invertebrate fauna growing on the piles, pontoons and breakwater. The harbour structure have resulted in a localised increase in biodiversity within the Cameron’s Bight area.

Figure 22. Invertebrate fauna under floating pen pontoons

A dense and diverse range of invertebrates cover the underneath of the floating pontoons (Figure 22), while the outer breakwater and wave screen provide habitat for kelps, sponges (Figure 23), bryozoans, ascidians, molluscs and associated fish (Figure 24).

Figure 23. Kelps growing on outer and inner side of breakwater

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 18

Figure 24. Encrusting biota on lower breakwater and floating wave screen

The harbour breakwater is a popular dive site with numerous reports on dives available on web sites: “ breakwater.”

The harbour extension will be rapidly colonised by marine species that are already present on the existing structures and reefs in the region.

3.3.1 Conclusion to artificial surfaces x Blairgowrie harbour structures have been colonised by a wide variety of invertebrate and algal species. x The harbour structures have resulted in a localised increase in biodiversity within the Cameron’s Bight area. x The harbour extension will be rapidly colonised by marine species that are already present on the existing structures and reefs in the region.

3.4 Introduced species The artificial surfaces are likely to provide suitable sites of attachment and colonisation for a range of introduced species. Port Phillip contains a large number of introduced species including nominated pest species. These species are transported around the bay by recreational vessels, commercial vessels, aquaculture equipment, pontoons, barges and water currents.

The present structures at Blairgowrie are known to provide habitat for the introduced edible wakame kelp Undaria pinnatifida, which is common elsewhere in the Bay (Primo et al 2010). Undaria has spread along more than 200 km of the Bay coastline since it was first detected in the west of the Bay in 1996 (Campbell and Burridge 1998). Recreational vessels appear to be an important vector for the rapid spread of this species around the Bay. Studies of this introduced kelp at Sandringham and Blairgowrie harbours show that the biomass of Undaria is considerably lower at Blairgowrie than at Sandringham. This may be the results of more suitable water quality conditions for Undaria at Sandringham Bay (for example, higher nutrient concentrations at Sandringham), or may be due to the longer period of colonisation at the more northern location. Undaria is commonly found growing close to the water line on

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 19 floating structure such as floating harbour pontoons and on poorly maintained vessels. Undaria is absent from the Bass Strait open coastline and Western Port.

The introduced fan worm Sabella spallanzani spread rapidly around Port Phillip rapidly since its introduction in the late 1980s (Parry et al ) and was recorded at Rye in 1998 (Cohen et al 2000). Sabella attaches to a wide range of immersed objects including reef, shells, jetty structures, boats and on ships. Sabella may grow on parts of vessel hulls that have not been antifouled, such as anodes. The abundance of Sabella in the Bay fluctuates over time, with higher abundance in some years compared to others. Although Sabella was not seen at Blairgowrie during the 2010 inspection, it is likely to occur on the structures of the harbour from time to time.

The north Pacific seastar Asterias amurensis is widespread in northern Port Phillip. Asterias is known to have spread to the Blairgowrie area (K Millers pers comm), although this highly visible species was not observed in the area during the June 2010 inspection. Asterias abundance varies substantially from year to year and location to location. It is likely that Asterias will be abundant at Blairgowrie from time to time in the future.

It is inevitable that introduced species and some pest species will be recorded at the harbour as they are introduced to other parts of Port Phillip or are already distributed throughout Port Phillip Bay. The higher number of vessels moored at Blairgowrie and the increased vessel traffic to the harbour will increase the speed at which some new species introductions may occur at the harbour. However, it is unlikely that the presence or increased size of the harbour will be a primary cause of the introductions.

It may be appropriate to (1) inspect construction vessels, barges and equipment that are used for construction of the harbour extension to prevent early introduction or re-introduction of pests (2) inspect newly installed piles and pontoons for introduced species (particularly Undaria sporophytes) over the initial period of bio-colonisation to remove outbreaks of pest species and optimize colonisation of the new structures by non-pest marine communities.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 20

4 FLORA AND FAUNA GUARANTEE The latest version of the Flora and Fauna Guarantee Act listed species includes a total of 34 protected species and two communities associated with the marine environment (Table 2 and Table 3), including: x Three whales (also listed in EPBCA); x Eight albatrosses and petrels (also listed in EPBCA); x Four tern species; x Sea eagle; x Swift parrot (also listed in EPBCA); x Two sharks (also listed in EPBCA); x Three fish; x Thirteen marine invertebrates; and x Two marine communities.

Table 2. Flora and Fauna Guarantee listed marine species Cameron’s Species Common name Environment Bight Whales Balaenoptera musculus Blue Whale Oceanic Unlikely Eubalaena australis Southern Right Whale Oceanic Possible Megaptera novaeangliae Humpback Whale Oceanic Possible

Oceanic seabirds Diomedea cauta Shy Albatross Oceanic Unlikely Diomedea epomophora Southern Royal Albatross Oceanic Unlikely Diomedea exulans Wandering Albatross Oceanic Unlikely Macronectes giganteus Southern Giant-Petrel Oceanic Unlikely Macronectes halli Northern Giant-Petrel Oceanic Unlikely Thalassarche bulleri Buller’s Albatross Oceanic Unlikely Indic Yellow-nosed Thalassarche carteri Albatross Oceanic Unlikely Thalassarche chrysostoma Grey-headed Albatross Oceanic Unlikely

Coastal seabirds Sterna albifrons Little Tern Coastal Likely Sterna caspia Caspian Tern Coastal Possible Sterna nereis nereis Fairy Tern Coastal Possible Sterna nilotica Gull-billed Tern Coastal/inland Possible

Terrestrial birds Haliaeetus leucogaster White-bellied Sea-Eagle Terrestrial/coastal Unlikely Terrestrial/oceani Lathamus discolor Swift Parrot c Unlikely

Sharks Carcharias taurus Grey Nurse Shark Oceanic No Carcharodon carcharias Great White Shark Oceanic/bays Possible

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 21

Cameron’s Species Common name Environment Bight

Fish Prototroctes maraena Australian Grayling Fresh / saltwater Unlikely Thunnus maccoyii Southern Bluefin Tuna Oceanic Unlikely Mugilogobius paludis Pale mangrove goby Mangrove forest Unlikely

Invertebrates Athanopsis australis Southern Hooded Shrimp Table 3 Unlikely Eucalliax tooradin ghost shrimp species Table 3 Unlikely Michelea microphylla ghost shrimp species Table 3 Unlikely Amphiura triscacantha brittle star species Table 3 Unlikely Apsolidium densum sea-cucumber species Table 3 Unlikely Apsolidium handrecki sea-cucumber species Table 3 Unlikely Ophiocomina australis brittle star species Table 3 Unlikely Pentocnus bursatus sea-cucumber species Table 3 Unlikely Thyone nigra sea-cucumber species Table 3 Unlikely Trochodota shepherdi sea-cucumber species Table 3 Unlikely Bassethullia glypta chiton species Table 3 Unlikely* Platydoris galbana marine opisthobranch Table 3 Unlikely Rhodope genus marine opisthobranch Table 3 Unlikely

Marine community Port Phillip Bay Entrance Deep Canyon Marine Community No San Remo Marine Community No *See discussion below Table 3. Flora and Fauna Guarantee Act 1988 - listed marine invertebrates Taxa Common Name Environment Habitat Location Crustaceans Athanopsis australis Southern Bay Sand, mud, reef (5- Port Phillip Bay and hooded shrimp Bridgewater Bay (Vic) 12 m) Eucalliax tooradin Ghost shrimp Bay Fine sand (2-5m) Swan Bay and Crib Point (Western Port) (Vic) Michelea microphylla Ghost shrimp Bay Sandy gravel (19m) Crib Point (Western Port) (Vic) Echinoderms Amphiura triscacantha Brittle star Bay and Posidonia and Nooramunga and possibly species Western Port (Vic) and Channel Heterozostera Spencer & St Vincent Gulfs seagrass beds (SA). (subtidal) Apsolidium densum Sea-cucumber Open Coast Rocky shallows (0-2 Apollo Bay and Flinders (Vic) species m) Apsolidium handrecki Sea-cucumber Bay Rocky shallows (on Merricks (Vic), Arno Bay (SA) species and Trigg Island (WA) rock platforms)

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 22

Taxa Common Name Environment Habitat Location Ophiocomina australis Brittle star Channel Posidonia and Nooramunga (Vic) and species Spencer & St Vincent Gulfs Heterozostera (SA) seagrass beds and on Pinna bivalves (subtidal) Pentocnus bursatus Sea-cucumber Open Coast Found living on Cape Paterson (Vic), species Beachport (SA) and Cockburn shallow water Sound (WA) macroalgae (subtidal) Thyone nigra Sea-cucumber Bay Bay habitats Corio Bay (Vic), St Vincent species Gulf (SA) and Bramble Pt, (subtidal) Princess Royal Harbour (WA)

Trochodota shepherdi Sea-cucumber Channel Posidonia seagrass Nooramunga (Vic) and species Spencer & St Vincent Gulfs beds (subtidal) (SA) Molluscs Bassethullia glypta Chiton Bay and Under rocks in sand Southern Port Phillip Bay, Bass Strait (Port Phillip Open Coast (intertidal to 10 m) Heads), Flinders (Vic) and Stanley (Tas) Platydoris galbana Opisthobranch Bay Reef flat San Remo (Vic) Rhodope genus Opisthobranch Bay Reef flat San Remo (Vic)

Figure 25. Distribution of FFG listed marine invertebrates in Port Phillip Bay

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 23

Table 2, Table 3 and Figure 25 show the species and the environments or locations that they are normally found.

The nature of the works associated with the extension of the Blairgowrie Harbour will not interact with freshwater or oceanic environments. The water is too shallow for whales or, to a lesser extent, great white sharks to occur.

Only one of the protected invertebrate species is likely to occur in the Blairgowrie region – the chiton Bassethulia glypta. This chiton has been recorded on rocks in sandy habitat in the Sorrento region. Chitons are a multiple plated limpet-like creature which require rock for attachment. There is no natural rock in the area of the proposed harbour extension. It is unknown whether Bassethulia glypta attaches to artificial surfaces.

A variety of seabeds including listed species may occur in the region and may roost on harbour structures from time to time. The effect of the development on listed seabirds is likely to be negligible.

Overall the potential for interaction between the harbour extension and FFG listed threatened marine species is likely to be negligible.

Implications of works on Flora and Fauna Guarantee listed species and communities The Ministerial Guidance Note for referral criteria includes the following considerations of potential effects on matters listed under the Flora and Fauna Guarantee Act: x potential loss of a significant area of a listed ecological community; x potential loss of a genetically important population of an endangered or threatened species (listed or nominated for listing), including as a result of loss or fragmentation of habitats; x potential loss of critical habitat; x potential significant effects on habitat values of a wetland supporting migratory bird species It is concluded that the effect of extending the existing harbour will have negligible effect on these Flora and Fauna Guarantee Act considerations.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 24

5 BACTERIOLOGICAL WATER QUALITY Blairgowrie beach is a popular, safe swimming beach. The Yacht Squadron provides facilities for beach launched vessels in addition to the harbour facilities for larger vessels offshore. The beaches inshore of the harbour are available to the public for swimming.

Water quality with respect to bacterial levels at Blairgowrie Beach is very good with acceptable water quality for bathing over the past six years (EPA Publication 1297 November 2009 and Beach Report for Blairgowrie 2010). The results of the most recent cycle of beach testing by EPA at Blairgowrie Beach are shown in Table 4.

Table 4. EPA Bacteriological results at Blairgowrie beach for summer 2009/2010 Date Bacterial level 1 Mar 2010 <10 22 Feb 2010 160 15 Feb 2010 30 8 Feb 2010 20 1 Feb 2010 10 25 Jan 2010 20 20 Jan 2010 52 11 Jan 2010 <10 4 Jan 2010 <10 28 Dec 2009 <10 21 Dec 2009 20 14 Dec 2009 110 7 Dec 2009 10 30 Nov 2009 <10 23 Nov 2009 160

Water quality in the harbour is managed by Squadron rules which forbid the use of toilets on vessels that discharge into the marine environment while in harbour. Water quality in the harbour is naturally influenced strong tidal currents that transport water, parallel to shore, through the harbour area. Hence, water quality is generally typical of the broader Cameron’s Bight region.

A bacterial water quality monitoring program was undertaken by the Blairgowrie Yacht Squadron from 2001 to 2004 to measure the concentration of E. coli in water samples from inside the harbour and at nearby beaches. E. coli is readily used as a bacterial indicator for monitoring recreational water quality. The SEPP and ANZECC ARMCANZ National Water Quality Guidelines state that the median E. coli concentration in waters during the bathing season should not exceed 150 organisms per 100mL when humans are in primary contact with the water.

The results of the 2003/2004 monitoring when the harbour was in full operation are shown in Levels of E.coli at harbour and beach sites 2003/2004. The trigger level of 150 organisms per 100mL is shown in the figure as a conservative indicator of safe bathing conditions.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 25

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Figure 26. Levels of E.coli at harbour and beach sites 2003/2004

The 2003/2004 results were similar to the previous period of monitoring and demonstrated that: x Water quality within the harbour pens was slightly better than adjacent beach bacteriological levels; x Elevated levels in the harbour corresponded to higher elevations along the shore; and x no bacteriological contamination of harbour waters or beaches was detected that could be attributed to vessels moored in the harbour.

The harbour will continue to be managed under the same rules as present – no discharge to the marine environment from vessels. The proposed extension will have negligible effect on the volume of water passing through the harbour with the prevailing alongshore tidal currents. Hence, it is not expected that the proposed extension of the harbour will affect water quality on the adjacent bathing beaches or within the harbour.

5.1 Conclusion to bacteriological water quality x EPA beach water quality monitoring confirms that water quality at Blairgowrie remains good and is suitable for swimming; x Previous water quality monitoring in the harbour and nearby beach confirmed that water quality within the existing harbour was very good with acceptable water quality for bathing; x Management measures to eliminate risks to bacteriological water quality risks in the harbour are effective; and x The operation of the existing Harbour had no adverse effect on bacteriological water quality in the harbour or adjacent beaches. x It is not expected that the proposed extension of the harbour will affect water quality on the adjacent bathing beaches or within the harbour.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 26

6 CONCLUSIONS 6.1 Marine ecosystem x The marine environment in the vicinity of the present and proposed extension to the harbour is characterised by: Generally clear water with regular flushing by tidal currents; Sandy and shelly seabed with complex nearshore sandbars that are strongly influenced by wind generated waves from the north; Intertidal and subtidal seagrass beds that undergo substantial changes in abundance and distribution; and Water depth ranging from the shore to 4.5 m to 5 m below chart datum at the outer wave screen approximately 330 m offshore. x Most of the marine habitat in Cameron’s Bight is unvegetated soft sediment. The sediments comprise fine to medium sands with variable fractions of shell. The sediments outside the influence of the harbour wave screen are affected by wave action and scraping of swing moorings. Biota on seabed outside the harbour are very sparse. Unvegetated seabed inside the harbour is characterised by the mounds of burrowing invertebrates x Seagrass in Cameron’s Bight is sparse and mostly distributed to the east of the harbour Seagrass density reduced substantially between 1998 and 2003. Seagrass remaining outside the harbour is sparse and patchy. It is apparent that the existing harbour provides a more suitable environment for subtidal seagrass than the surrounding unprotected seabed. Subtidal seagrass and associated fish and invertebrates have become more common within the harbour than in Cameron’s Bight west of the harbour. Seagrass may establish within the area of the proposed extension to the harbour as a result of the favourable conditions created by the proposed breakwater x The existing Blairgowrie harbour structures were colonised by a diversity of sponge, bryozoan, ascidian, mollusc and algal species. The harbour structures have resulted in a localised increase in biodiversity within the Cameron’s Bight area. The harbour extension will be rapidly colonised by marine species that are already present on the existing structures and reefs in the region. Introduced species and some pest species are distributed throughout Port Phillip Bay and are known to occur at Blairgowrie or in the area

6.2 Protected species x There are no Flora and Fauna Guarantee Act listed marine species that are limited to or known to occur within the area of the proposed extension to the Blairgowrie safe harbour. x The extension will not result in any loss of habitat of any listed marine FFG species that may occur in the region; x The potential for interaction between the harbour extension and FFG listed threatened marine species is likely to be negligible.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour Preliminary – Existing Marine Environmental Conditions 27

6.3 Water quality x EPA beach water quality monitoring confirms that water quality at Blairgowrie remains good and is suitable for swimming. x Previous water quality monitoring in the harbour and nearby beach confirmed that water quality within the existing harbour was very good with acceptable water quality for bathing. x Management measures to eliminate risks to bacteriological water quality risks in the harbour are effective. x The operation of the existing Harbour had no adverse effect on bacteriological water quality in the harbour or adjacent beaches. x It is not expected that the proposed extension of the harbour will affect water quality on the adjacent bathing beaches or within the harbour.

7 NEXT STAGE The next stage of marine ecosystem considerations for the extension to Blairgowrie Safe Boat Harbour will be to incorporate an assessment of the potential impacts of the extension, mitigation controls and marine ecological monitoring programs into an integrated Environmental Management Plan for construction and initial operation of the extension.

The marine environmental monitoring program will be determined in consultation with planning regulators and is likely to include: x Construction monitoring of key marine pest species on construction equipment and newly installed facilities x Monitoring and documentation of changes to seabed habitat in harbour extension area x Monitoring of bacteriological water quality in harbour extension.

8 REFERENCES x Ball, D., Soto-Berelov, M., Young, P. and Coots, A. (2009). Baywide Seagrass Monitoring Program - Historical Seagrass Mapping. Fisheries Victoria Technical Report Series No. 70. Department of Primary Industries, Queenscliff, Victoria, Australia. 24 pp. x Cohen B, Currie D, and M. McArthur (2000). Epibenthic community structure in Port Phillip Bay, Victoria, Australia. Marine and Freshwater Research 51, 689–702 x Currie D, McArthur M, and B Cohen (2000). Reproduction and distribution of the invasive European fanworm Sabella spallanzanii (Polychaeta: Sabellidae) in Port Phillip Bay, Victoria, Australia. Marine Biology 136: 645-656 x Hirst A, Ball, D, Heislers S, Young P, Coots A,Blake S (2010). Baywide Seagrass Monitoring Program, Milestone Report No. 10 (July–August 2010). Fisheries Victoria Technical Report Series No. 115, November 2010. Department of Primary Industries, Queenscliff, Victoria, Australia. 39 pp. x Parry, G. D., Lockett, M., Crookes, D. P., Coleman, N., and Sinclair, M. (1996). Mapping and distribution of Sabella spallanzanii in Port Phillip Bay. Final Report to Fisheries Research and Development Corporation, Project 94/164, 51 pp. x Primo C, Hewitt C and M. Campbell (2010). Reproductive phenology of the introduced kelp Undaria pinnatifida (Phaeophyceae, Laminariales) in Port Phillip Bay (Victoria, Australia). Biological Invasions 12:3081–3092

CEE Consultants Attachment 3

Blairgowrie Yacht Squadron Extension to Blairgowrie Safe Boat Harbour

Update to existing marine ecosystem conditions and implications for Blairgowrie Harbour extension

August 2013

Scott Chidgey BSc, MSc Principal Marine Environmental Scientist

CEE Consultants Attachment 3

“Update to existing marine ecosystem conditions and implications for Blairgowrie Harbour extension”. Scott Chidgey, CEE Consultants Pty Ltd August 2013.

Report to: Mr Brian Smith Commodore Blairgowrie Yacht Squadron 2900 Point Nepean Road Blairgowrie VIC 3942

Report prepared by: Scott Chidgey CEE Consultants Pty Ltd PO Box 201 Richmond VIC 3121 [email protected]

CEE Consultants Attachment 3

Blairgowrie Yacht Squadron Update to existing marine ecosystem conditions and implications for Blairgowrie Harbour extension August 2013

1 Introduction 1 1 Marine ecosystem August 2013 2 1.1 Existing jetty, breakwater and floating pens 5 1.2 Beyond the breakwater 6 1.3 Seabed in existing harbour 7 1.4 Existing Harbour entrance 8 1.5 Area of existing swing moorings 9 1.6 Nearshore seabed 10 2 Implications of observations for Harbour extension 12 2.1 Invertebrates and fish 12 2.2 Seagrass and soft seabed biota 12 2.3 Nearshore characteristics 12 3 Conclusion 13

Figures Figure 1. Existing and proposed safe boat harbor at Blairgowrie 1 Figure 2. Invertebrate and fish fauna associated with jetty, breakwater and floating pens 4 Figure 3. Introduced macroalga Undaria pinnatifida at Blairgrowrie Harbour 5 Figure 4. The marine ecosystem beyond the outer breakwater 6 Figure 5. Seabed in existing harbour 7 Figure 6. Seagrass and macroalgae in the existing harbour entrance 8 Figure 7. Seabed in area of swing moorings west of existing harbor 9 Figure 8. Seagrass and associated biota in area of dredged salient 11

Cover photograph: Australian salmon Arripis trutta at Blairgowrie Safe Harbour breakwater, August 2013

CEE Consultants Attachment 3

Blairgowrie Yacht Squadron

Update to existing marine ecosystem conditions and implications for harbour extension 1 INTRODUCTION The marine ecosystem conditions at Blairgowrie Yacht Harbour focussing on seagrass habitat were described in detail CEE report in “Extension to Blairgowrie Safe Boat Harbour. Final Report on Existing Marine Environmental Conditions (Seagrass)” August 2011.

The conditions described in the 2011 report were based on available information on marine ecosystems in the Blairgowrie area and direct observations of the area by CEE before completion of the Harbour in May 2001, after construction of the existing Harbour in September 2003 and ten years after completion in June 2010. The report also provided information on the likely occurrence of State listed species of significance under the Flora and Fauna Guarantee Act (1988) and bacteriological aspects of water quality measured in the Harbour following its original construction.

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Figure 1. Existing and proposed safe boat harbor at Blairgowrie (Source: Sinclair Knight Merz 2010, Aerial image November 2008) Existing facilities border Dive inspection path 1 August 2013

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 2 Updated marine ecosystem existing conditions and implications for Harbour extension

1 MARINE ECOSYSTEM AUGUST 2013 For the purposes of the forthcoming Planning hearing, the Harbour was revisited by CEE principal marine scientist Scott Chidgey and marine ecologist Peter Crockett on 1 August 2013. The inspection followed the approximate path of the previous August 2010 inspection that included the jetty, outer wave screen, floating pens, floating wave attenuator, swing mooring and nearshore area of salient as shown in Figure 1 above.

Observations on 1 August 2013 confirmed that the ecosystem characteristics on the jetty piles, wave screen, attenuator, floating pens and seabed to the west of the existing Harbour and within the footprint of the proposed extension were similar to those observed in 2010 (August 2011 report).

A significant change to the nearshore environment at Blairgowrie since the June 2010 inspection was the nearshore seabed that had been dredged in July and August of 2010, shortly after CEE’s 2010 observations.

A summary of observations on 1 August 2013 follows, together with a discussion of the implications of the observations on the likely marine ecological consequences of the proposed westward extension of the harbour. Species of plants and animals observed during the June 2010 and August 2013 inspections are listed in Table 1.

Table 1 Marine flora and fauna in and around the Blairgowrie Yacht Squadron harbour Sand seabed Seagrass beds Piles and pontoons Phylum Species outside harbour inside harbour in harbour Seagrasses Magnoliophyta Zostera muelleri 9 9 ?Zostera nigricaulis 9 Halophila australis 9 9 Algae Phaeophyta Ectocarpales sp 9 9 (Brown algae) Dictyopteris muelleri 9 9 Colpomenia sinuosa 9 9 Ecklonia radiata 9 9 Undaria pinnatifida 9 Sargassum lacerifolium 9 9 Caulocystis cephalornithos 9 9 Microphytobenthos 9 9 9 Rhodophyta Filamentous spp. 9 9 9 (Red algae) Griffithsia monilis 9 Gloiosaccion brownii 9 9 Botryocladia obovata 9 Chlorophyta Ulva sp 9 9 9 (Green algae) Cladophora Caulerpa simpliciuscula 9 Caulerpa longifolia 9

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 3 Updated marine ecosystem existing conditions and implications for Harbour extension

Sand seabed Seagrass beds Piles and pontoons Phylum Species outside harbour inside harbour in harbour Invertebrates Porifera Mycale sp. (orange) 9 9 (Sponges) Callyspongia sp. 9 Tethya bergquistae 9 Mycale (Carmia) sp. 9 Aplysilla rosea 9 Cnidaria Clavularia sp. 9 Erythropodium sp. 9 Anthothoe albocincta 9 Annelida Sabellastarte australis 9 Crustacea Plagusia chabrus 9 Mollusca Cabestana spengleri 9 Dicathais orbita 9 Acrosterigma cygnorum Pecten fumatus 9a Ostrea angasi 9 Mitylus galloprovinciallis 9 Aclophoropsis festiva 9 9 Bryozoa Bugula dentata 9 (Lace corals) Bugula serrata 9 Bugula robusta 9 Celleporaria sp. 9 Echinodermata Tosia australis 9 (Sea stars, Austrostichopus mollis 9 urchins, Coscinasterias muricata 9 cucumbers) Heliocidaris erythrogramma 9 Chordata Herdmania grandis 9 9 9 Botrylloides magnicoecum 9 9 Botrylloides leachii 9 Didemnidae spp. 9 Polycarpa sp. 9 Pyura dalbyi 9 9 9 Vertebrates Chordata Urolophus gigas 9 Arripis trutta 9a Neodax balteatus 9 9 Scorpis aequipinnis 9 Girella zebra 9 Kathetostoma laeve 9a Notolabrus tetricus 9 Hippocampus bleekeri 9 Diodon nichthimerus 9 9 9 Tetractenos glaber 9 9

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 4 Updated marine ecosystem existing conditions and implications for Harbour extension

Herdmania grandis Plagusia chabrus

Hippocampus bleekeri

Tethia ingalli

Botrylloides (magnicoecum) Sabellastarte sp

Ecklonia radiata

Diodon nichthemeris

Heliocidaris erythrogramma

Scorpis aequipinnis*

Figure 2. Invertebrate and fish fauna associated with piles, wave screen, floating attenuator and floating pens Photographs: Scott Chidgey, Blairgowrie Harbour, August 2013 *Sea sweep swimming vertically under floating wave attenuator

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 5 Updated marine ecosystem existing conditions and implications for Harbour extension

1.1 Existing jetty, wave screen and floating pens The jetty, wave screen and floating pens provide habitat for a rich and colourful community of marine invertebrates and fish (Figure 2). The breakwater and pens extended the original jetty structure that, prior to the construction of the Harbour, provided the only suitable substrate for this marine community in the area.

The invertebrate community on the structures included a wide range of sponge, ascidian (sea squirt) and bryozoan species, as well as echinoderms (such as sea urchins and sea stars), polychaete worms (fan worms), crustaceans (crabs and shrimps) and molluscs (mussels, nudibranchs and snails).

The introduced pest species Undaria pinnatifida was observed on various structures in the Harbour. This species is widespread throughout Port Phillip Bay, particularly on floating structures. The abundance observed at Blairgowrie Harbour was considered lower than similar Harbour environments in the north of the Bay (Figure 3).

Figure 3. Introduced macroalga Undaria pinnatifida at Blairgrowrie Harbour Photographs: Peter Crockett, Blairgowrie Harbour, August 2013

The community on the piles and wave screen has become a popular site for snorkelers and SCUBA divers. The invertebrate community is a well-known focus for underwater photographers. The readily accessible and protected conditions at Blairgowrie Harbour make the site popular with local dive schools and beginner and experienced divers. Night diving is particularly popular under the jetty and along the wave screen.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 6 Updated marine ecosystem existing conditions and implications for Harbour extension

1.2 Beyond the breakwater The outer breakwater extends from the surface to approximately 1.5 m above the seabed to allow water exchange under the breakwater (Figure 4 a). Outside the breakwater the action of reflected waves scours the seabed within 5 m of the breakwater. The scouring results in a trench where heavy ancient mud oyster shells Ostrea angasi accumulated as a result of the winnowing action of the waves (Figure 4 b).

The seabed beyond the scoured trench is unaffected by waves and comprises sand with seagrass (Zostera spp) and macroalgae (Figure 4 c). A variety of invertebrates and fish live among the seagrass including commercial scallops Pecten fumatus and stargazer fish Kathetostoma laeve (Figure 4 d and e). A large school of Eastern Australian Salmon Arripis trutta appears to be attracted to the waters immediately offshore from the wave screen (Figure 4 f).

a b

c d

e f

Figure 4. The marine ecosystem beyond the outer breakwater Photographs: Scott Chidgey, Blairgowrie Harbour, August 2013

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 7 Updated marine ecosystem existing conditions and implications for Harbour extension

1.3 Seabed in existing harbour The seabed in the existing harbour among the floating pens comprises fine to medium sands. Prior to construction of the harbour, this area was occupied by vessels on swing moorings. The seabed was frequently disturbed by the movement of the mooring chain and the area was relatively bare.

a b

c d

Figure 5. Seabed in existing harbour 4a Seagrass Zostera muelleri and various macroalgae including Sargassum sp. 4b Sea squirt Herdmania grandis with 11 armed star Coscinasterias muricata amongst seagrass 4c Stingaree Urolophus among seagrass and macroalgae 4d Sea cucumber Lipotrapeza vestiens, seagrass and sponges on seabed beneath floating pens 4e Seagrass Halophila australis

Photographs: Scott Chidgey and Peter Crockett, Blairgowrie Harbour, August 2013

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 8 Updated marine ecosystem existing conditions and implications for Harbour extension

The removal of the swing moorings and their replacement by the breakwater and floating pens allowed the re-establishment of seagrass, macroalgae and soft seabed invertebrates. The floating pens and moored vessels shade the seabed beneath them, and this area is characterised by burrowing, attached invertebrates and mobile invertebrates. The area is relatively sheltered from waves and is likely to allow a range of invertebrates to colonise the area that might otherwise be unsuited to a seabed that is frequently disturbed by waves.

There is sufficient light on the seabed in the access channels and Harbour entrance for the growth of seagrass (Zostera nigricaulis, Z muelleri and Halophila australis) and a variety macroalgae, which are common within the area of the Harbour or offshore from the breakwater and are absent in areas affected by swing moorings (Figure 5).

1.4 Existing Harbour entrance The existing Harbour entrance is characterised by sandy seabed with similar community characteristics to those in the area of the floating pens, although the seagrass appeared denser than the seabed within the area of the pens. Prior to construction of the Harbour this area also was occupied by vessels on swing moorings. The seabed was frequently disturbed by the movement of the mooring chain and the area was relatively bare of the seagrasses. Seagrasses have re-established in the area due to the absence of swing moorings and have become relatively dense.

Figure 6. Seagrass and macroalgae in the existing harbour entrance Photographs: Scott Chidgey, Blairgowrie Harbour, August 2013

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 9 Updated marine ecosystem existing conditions and implications for Harbour extension

1.5 Area of existing swing moorings The seabed in the area of existing swing moorings is located in the proposed area of the Harbour extension.

a b

c d

Figure 7. Seabed in area of swing moorings west of existing harbour within footprint of proposed harbour extension 7a Swinging mooring chain ground tackle on bare sand 7b Bare sand with chain sweep-marks 7c boundary of chain-swept sandy seabed with seagrass beyond the reach of riser chain 7d riser chain at boundary of chain-swept sandy seabed 7e bare circles caused by mooring chain-sweep 7f vegetation within Harbour, in entrance and inshore 2005

Underwater photographs: Scott Chidgey and Peter Crockett, Blairgowrie Harbour, August 2013 Air images: Sourced from Atkins and Mocke 20091

1 Atkins T R and R Mocke (2009) “Shoreline response to an offshore wave screen, Blairgowrie Safe Harbour, Victoria, Australia”. Reef Journal 2009 Volume 1 Issue 1: 208 - 211

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 10 Updated marine ecosystem existing conditions and implications for Harbour extension

The area is sandy seabed similar in sediment character to the area within the existing harbour. However, the seabed is constantly swept by the riser chains attaching the boats to the mooring tackle on the seabed (Figure 7).

The area in the radius of the riser chain is bare sand, where even the burrow entrances of burrowing invertebrates are absent (Figure 7a, b, c). The sweeping action within the radius of the riser chain prevents the establishment and growth of seagrasses, macroalgae and attached invertebrates such as those that have recolonised and grow on the seabed in the existing harbour and harbour entrance. The rotation of the boats on the swing moorings results in distinct bare circles within the seagrass beds, such as those visible from the aerial photograph in 1998 (Figure 7 e), taken prior to regional seagrass loss in 2001. The boundary of the swing mooring radius closest to the entrance to the existing Harbour entrance was marked by the seagrass growth beyond the sweep of the riser chains (Figure 7d). Figure 7e shows the seabed outside the Harbour in 2005 was relatively bare of vegetation compared to inside the Harbour, where the lack of chain effects and the reduced wave action on the seabed permitted the establishment of seagrasses and macroalgae.

1.6 Nearshore seabed The area of seabed inshore of the harbour pens is sheltered by the offshore wavescreen and breakwater. Consequently, the seabed is relatively undisturbed by waves that previously resuspended and redistributed the sediments prior to installation of the Harbour. Seagrasses, macroalgae and invertebrates have colonised the sheltered seabed just inshore of the pens with a similar community composition to that within the Harbour. However the seagrass and macroalgae appeared to be slightly denser here, probably due to the absence of shading from pens and boats resulting in greater light availability in the shallower water.

As predicted in the planning stages of the existing Harbour, a salient developed on the shoreline and extended seaward from between the time of construction of the Harbour and the June 2010 inspection (Figure 1). The area was dredged in July and August 2010. Dredging was supervised by DSE as part of a sand relocation exercise to renourish beaches at Rosebud, Rye and Blairgowrie. Accumulated sand immediately west of the Blairgowrie jetty was pumped to the Blairgowrie beach east of the jetty. DSE was assisted in the project by Mornington Peninsula Shire Council, Blairgowrie Yacht Squadron, and local foreshore committees of management and advisory groups.

The August 2013 inspection revealed that the dredging in the July/August 2010 has resulted in relatively deep water along the shore compared to the shoreline shown in the 2008 image and our observations in June 2010. Our August 2013 inspection revealed that the some of the dredged area had been colonised by seagrass Zostera muelleri. Other depressions had accumulated drifting seagrass and seaweed.

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 11 Updated marine ecosystem existing conditions and implications for Harbour extension

Figure 8. Seagrass and associated biota in area of dredged salient aSea cucumber Lipotrapeza vestiens Photographs: Scott Chidgey, Blairgowrie Harbour, August 2013

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 12 Updated marine ecosystem existing conditions and implications for Harbour extension

2 IMPLICATIONS OF OBSERVATIONS FOR HARBOUR EXTENSION The marine environmental character of the area of the proposed extension is similar to the area where the existing Harbour was constructed approximately 10 years earlier. Hence the ecological characteristics of the existing Harbour provide a model of conditions that can be expected to develop in the area of the proposed Harbour extension.

2.1 Invertebrates and fish The piles, breakwater and pens of the existing Harbour show that the artificial structures provides a habitat for natural and some introduced species that occur widely in Port Phillip Bay. The tidal currents flowing through the structure and the low light conditions directly beneath the structures enhance the suitability of the Harbour for a diversity of invertebrate and fish species. The presence of the Harbour structures has provided additional habitat at Blairgowrie that has locally increased biodiversity values. x The extension of the Harbour will provide further habitat suitable for colonisation by a similar ecological community to those present on the artificial structures in the existing Harbour. This will include a rich and diverse invertebrate fauna and a variety of fish.

2.2 Seagrass and soft seabed biota The area within the existing Harbour was inspected prior to construction of the Harbour facilities. The seabed had been relatively bare of seagrass due to the actions of swing mooring chains on the seabed. The removal of the swing moorings and their replacement by the breakwater and floating pens allowed the re-establishment of seagrass, macroalgae and soft seabed invertebrates.

There is sufficient light on the seabed in the access channels and Harbour entrance for the growth of seagrass and macroalgae, which are absent in areas affected by swing moorings. x The extension of the Harbour will create conditions suitable for colonisation of the presently bare seabed that is affected by swing moorings. Similar ecological assemblages to those present at the existing Harbour will colonise the seabed in the extended Harbour. This will include seagrasses, macroalgae and a variety of burrowing, attached and mobile invertebrates.

2.3 Nearshore characteristics The protection of the shoreline from waves within the Harbour has resulted in the accumulation of sand at the shoreline. The formation of the salient has replaced the natural sloping intertidal and shallow subtidal habitat and associated biota. The biota in this area included a small patch of seagrass, which was covered with sand during the early stages of the formation of the salient.

The salient was dredged in July to August 2010, resulting in deeper waters in the dredged area compared to the adjacent un-dredged seabed. Seagrass re-established in the area in the period between dredging and the August 2013 inspection. This is consistent with the understanding that the presence of these nearshore transitory seagrass patches are variable in time (2011 Report).

CEE Consultants Attachment 3 Blairgowrie Safe Boat Harbour 13 Updated marine ecosystem existing conditions and implications for Harbour extension

x The extension of the Harbour will provide further area for the formation of a salient along the shoreline. The formation of the salient will progressively cover any nearshore seagrass patches that have established in the area. x At present, the nearshore habitat in the area likely to be affected by the formation of a salient from the extended breakwater is bare of seagrasses. However, it is possible that seagrasses may (or may not) establish in the area between now and the time of proposed construction of the extended breakwater. The area likely to be affected is a small proportion of similar habitat and associated transitory ecological communities extending from Blairgowrie to Rosebud.

3 CONCLUSION The observations in August 2010 and August 2013 show that the installation of the existing Harbour has resulted in a permanent change to the local ecology by providing additional habitat, removal of the negative effects of swing moorings and creation of a calmer environment within the Harbour. This has resulted in re-establishment of seagrasses in the Harbour area and colonisation by a diverse range of invertebrate and fish species. x The increased biodiversity has resulted in benefits to anglers, snorkelers and divers as well as the mariners who use the facilities. x The formation of a salient on the shoreline in the wave shadow of the breakwater resulted in the progressive covering of a relatively small patch of nearshore transitory seagrass. Seagrass re-established in the area following removal of the salient by dredging. x The ecological effects appear to be localised within a boundary of approximately 100 m from the harbour facilities footprint.

CEE Consultants Attachment 3

Appendix C

Curriculum Vitae of Scott Chidgey

Blairgowrie Safe Harbour Extension

Principal marine environmental scientist, CEE Consultants B.Sc. (Marine zoology) University of Melbourne M.Sc. (Marine botany) University of Melbourne Commonwealth of Australia Commercial Air Diver and Superintendent (I and II) Coxswain (Unlimited) Scott is an environmental scientist with 30 years of consulting experience conducting environmental investigations of a wide range of engineering and development proposals in the marine environment around Australia and the South Pacific. He is an experienced scientific diver (more than 30 years), underwater videographer, mariner and open sea logistician. Based in Melbourne, he has worked on marine environmental projects in all states of Australia and the Northern Territory. Scott's main professional activities include: Marine environmental impact, values and risk assessments (state and commonwealth levels) z A wide range of marine environmental monitoring and mapping programs z Integration of marine science, environmental, engineering and planning issues z Marine environmental scientist representative at community consultation workshops

Over the period as an environmental consultant working with engineers, planners and other scientists, he has gained a thorough and practical understanding of environmental, planning, wastewater treatment and marine engineering practices. He has been responsible for design and interpretation of marine ecosystem monitoring programs involving documenting impacts of discharges on intertidal and subtidal epifauna and flora, installation and monitoring artificial substrata, infaunal sampling around wastewater outfalls, contaminant levels, nutrient, light attenuation, stratification, colour and plankton monitoring, habitat mapping of benthic macrophytes using aerial scanning and acoustic methods (seagrasses and macroalgae), and assisting engineers identify appropriate wastewater disposal concepts.

Scott has taken a key role on numerous projects involving consideration of seagrasses in Port Phillip and Western Port (including Channel Deepening and Port of Hastings development) and understands seagrass dynamics, environmental requirements and sensitivities. He recently was an expert member and contributor to seagrass and marine ecosystem risk workshops facilitated by CSIRO in Hastings, Victoria.

Scott has a thorough understanding of State and Commonwealth environmental regulations. Key tools include identification of environmental values, fisheries, aquaculture, environmental risk assessment and identification of practical impact mitigation measures in design or operation stages.

Curriculum Vitae of Scott Chidgey Page 1 of 3 Attachment 3

Appendix C

Curriculum Vitae of Scott Chidgey

Blairgowrie Safe Harbour Extension

Scott has extensive marine ecological experience in Port Philip Bay including projects such as the Port Phillip Bay Environmental Study, Channel Deepening SEES, Hampton Beach Renourishment Study and numerous other projects from Hobsons Bay to Corio Bay, Altona Bay, Swan Bay and Blairgowrie. Projects where Scott has played a lead role as marine scientist are: x Harbour, marina and dredging related developments: Port of Hastings Port Phillip Bay Devonport Rippleside Blairgowrie Brighton Sandringham Rippleside Warrnambool Hampton Beach Altona Patterson Lakes x EIS, EPBC Act assessments referrals and similar projects: Victorian Desalination Project Port Phillip channel deepening project Bass Gas Yolla gas field development (Bass Strait) Ichthys Darwin Harbour and Browse LNG Project Geographe Thylacine gas field development (Bass Strait) Sole gas field development (Bass Strait) Basker oil field development (Bass Strait) Golden Beach Gas development (Bass Strait) Port of Devonport dredging Channel Island Power Station (Darwin harbour) Darwin Harbour relocation Portland Aquaculture Pt Lilias Aquaculture zone Pinnace Channel Aquaculture zone Point Lonsdale Lakes development Toora, Foster and Venus Bay outfalls Audacious oil field development, Timor Sea Tassie shoal methane and LPG proposal, Timor Sea Portland Aquaculture Zone x Environmental risk assessment, receiving water monitoring programs, ecotoxicity studies, mixing zone evaluation and discharge licence advice Geelong (Black Rock) STP, Foster STP, Leongatha dairies, Wonthaggi STP, Toora STP, Altona STP, Anglesea STP, Lorne STP, Apollo Bay STP, Devonport STP, Kingston STP, Taroona STP, Smithton STP, Brighton (Tas) STP.

Curriculum Vitae of Scott Chidgey Page 2 of 3 Attachment 3

Appendix C

Curriculum Vitae of Scott Chidgey

Blairgowrie Safe Harbour Extension x Boags Rocks: marine habitat, subtidal and intertidal biological aspects of monitoring wastewater discharge to Bass Strait x Coffs Harbour: design and supervision of marine ecological monitoring program for wastewater outfall constructed in 2005 x Altona Bay: STP discharge licence options. Investigation, monitoring and assessment: biology, water quality, data assessment, ecotoxicity, ammonia status, nitrogen sources (N isotope studies), mixing zone assessment. x Wesley Vale, Devonport and Emu Bay: Marine biological monitoring, light attenuation, water quality assessment, contaminants assessment, mixing zone evaluation x Lake Colac trophic status: STP discharge effects. Environmental risk assessment Investigation, monitoring and assessment of: biology, water quality, ammonia assessment, ecotoxicity, modelling. x Corner Inlet: STP discharge licence options. Investigation, monitoring and assessment: biology, water quality, data assessment. Mixing zone assessment. x Marine biological monitoring Bass Link cable, Victoria, central Bass Strait and Tasmania

Further details of projects over the past 30 years can be provided as required.

Curriculum Vitae of Scott Chidgey Page 3 of 3 Attachment 3

Traffic and Transport Assessment

Mornington Peninsula Planning Scheme – Amendment C155

CG110889

Prepared for Blairgowrie Yacht Club

19 September 2013 Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme – Amendment C155

Document Information

Prepared for Blairgowrie Yacht Club Project Name Mornington Peninsula Planning Scheme – Amendment C155 File Reference CG110889REP002F01_Panel.docx Job Reference CG110889 Date 19 September 2013

Contact Information

Cardno Victoria Pty Ltd Trading as Cardno ABN 47 106 610 913

150 Oxford Street, Collingwood Victoria 3066 Australia

Telephone: (03) 8415 7777 Facsimile: (03) 8415 7788 International: +61 3 8415 7777 [email protected] www.cardno.com

Document Control

Version Date Author Author Reviewer Reviewer Initials Initials F01 19/09/13 Stephen Hunt SH John-Paul Maina JPM

© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno. This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.

19 September 2013 Cardno ii Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme – Amendment C155

Table of Contents

1 Introduction 7 2 Amendment C155 8 2.1 The Proposed Amendment 8 3 History of the Proposal 9 3.1 Consideration by Council 9 3.2 Panel Directions 9 4Issues 10 5 Existing Conditions 11 5.1 Location and Land Use 11 5.2 Access Arrangements 12 5.3 Car Parking 12 5.4 Road Network 13 5.4.1 Point Nepean Road 13 5.4.2 Access Road - Blairgowrie Yacht Squadron 14 5.5 Public Transport 15 6 Proposed Development 16 6.1 General Description 16 6.2 Car Parking 16 6.3 Access Arrangements 16 6.3.1 Vehicular Access 16 6.3.2 Pedestrian Access 16 7 Car Parking Considerations 17 7.1 Statutory Requirements 17 7.1.1 Clause 52.06 17 7.2 Australian Standard Guidelines – AS3962-2001 17 7.3 Case Study Data 17 7.3.2 Rose Bay and Point Piper Marina 18 7.3.3 Double Bay Marina 19 7.3.4 Summary of Marina Boat Usage and Parking Demand 2000- 2007 20 7.3.5 Recommended Design Rates 20 7.4 Anticipated Typical Parking Demand 21 7.5 Parking Impact 22 7.5.2 Existing Blairgowrie Safe Boat Harbour Provision 24 7.5.3 Existing Demand 24 7.5.4 Duration of Stay 26 7.5.5 Adequacy of Parking Provision 27 8 Traffic Considerations 28 8.1 Existing Traffic Volumes 28 8.1.2 Intersection Operating Conditions 31 8.2 Traffic Generation 31 8.3 Traffic Impact 31 9 Other Considerations 32 9.1 Major Regattas 32 9.2 General Peak Activity Periods 32

19 September 2013 Cardno iii Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme – Amendment C155

10 Response to Issues Raised in Submissions 33 10.1 Parking and Traffic Impact on Nearby Residents 33 10.1.1 Existing Demand 33 10.1.2 Duration of Stay 33 10.1.3 Discussion 34 10.2 Pedestrian Crossing 34 11 Conclusions 35

Appendices

Appendix A Concept Plan – Site Access Modifications Appendix B Concept Plan – Pedestrian Operated Signals Appendix C Concept Car park Sketch Plan Appendix D Traffic Management PLan - Major Regattas Appendix E General peak Periods – Parking management Plan

Tables

Table 5-1 Public Transport Provision 15 Table 6-1 Development Schedule 16 Table 7-1 Case Study Sites 17 Table 7-2 Transport Mode Rose Bay and Point Piper Marina (October 2006 – January 2007) 18 Table 7-3 Effect of Boat Length – Berths : Winter 2006 18 Table 7-4 Effect of Boat Length – Moorings: Winter 2006 18 Table 7-5 Effects of Boat Length – Berths : Spring 2006 – Summer 2007 18 Table 7-6 Effects of Boat Length – Moorings: Spring 2006 – Summer 2007 19 Table 7-7 Parking Demand and Boat Usage Rates – Winter / Spring / Summer 19 Table 7-8 Parking Demand and Boat Usage Rates – Easter 2006 / December 2006 19 Table 7-9 Summary of Marina Boat Usage and Parking Demand (Saturdays and Sundays) 20 Table 7-10 Anticipated Typical Parking Demand: Existing vs. Proposed 21 Table 7-11 Car Parking Provision 24 Table 7-12 Observed Peak Parking Demand 24 Table 7-13 Summary of Peak Parking Demand 24 Table 7-14 Duration of Stay – 8am to 6pm 26 Table 8-1 Ratings of Degrees of Saturation 31 Table 8-2 SIDRA Intersection Analysis Summary 31 Table 10-1 Duration of Stay – 8am to 6pm 33

Figures

Figure 1-1 Land Affected by the Amendment 7 Figure 5-1 Site Location 11 Figure 5-2 Existing Safe Boat Harbour 11

19 September 2013 Cardno iv Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme – Amendment C155

Figure 5-3 Existing Access Arrangements 12 Figure 5-4 Point Nepean Road, looking west beyond the subject site 13 Figure 5-5 Point Nepean Road, looking east beyond the subject site 13 Figure 5-6 Access Road facing south towards its intersection with Point Nepean Road 14 Figure 5-7 Access Road facing west within the subject site 14 Figure 7-1 Survey Area 22 Figure 7-2 Friday 14th January 2011 – Parking Occupancy Profile: Hot but Overcast 25 Figure 7-3 Saturday 15th January 2011 – Parking Occupancy Profile: Hot and Sunny 25 Figure 7-4 Sunday 16th January 2011 – Parking Occupancy Profile: Hot and Sunny 26 Figure 8-1 Point Nepean Road Traffic Movement Profile - Weekday Average 28 Figure 8-2 Point Nepean Road Traffic Movement Profile – Weekend Average 29 Figure 8-3 Access Road Traffic Movement Profile – Weekday Average 29 Figure 8-4 Point Nepean Road Traffic Movement Profile – Weekend Average 30 Figure 8-5 Peak Hour Traffic Movements 30 Figure 10-1 Parking occupancy Profile – The Loop 33

19 September 2013 Cardno v Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme – Amendment C155

Name: Stephen John Hunt Address: Cardno 150 Oxford Street Collingwood Vic 3066 Professional Qualifications: > Bachelor of Engineering (Civil), 1975, Swinburne University of Technology > Graduate Diploma of Highway and Traffic Engineering, 1981, Chisholm Institute of Technology Professional Experience: > Consultant, Cardno Victoria: 2007 - present > Director, Grogan Richards Pty Ltd: 1988 – 2006 > Traffic Engineer with Cities of Doncaster and Templestowe, Caulfield and Prahran: 1975 - 1988 Areas of Expertise: > Car parking and traffic. > Traffic advice and assessment of land uses and development proposals to planning authorities, government agencies, corporations and developers (including major residential, retail, commercial, industrial, institutional and mixed use projects). > Preparation and presentation of evidence before Planning Panels and VCAT. Expertise to Prepare This Report: My training and experience including involvement with all forms of development over many years qualifies me to comment on the traffic and car parking implications of the proposal. Instructions which Defined the Scope of this Report: I have been requested by Blairgowrie Yacht Club to express my expert opinion as to the car parking and traffic implications of the proposed development. Facts, Matters And Assumptions Relied Upon: > Review of plans prepared in relation to the proposal. > Review of relevant correspondence and other application documents. > Mornington Peninsula Planning Scheme. > Australian Standards – AS3962-2001 Identity of Persons Undertaking the Work: Stephen Hunt of Cardno assisted by John-Paul Maina. I have made all the inquiries that I believe are desirable and appropriate, and no matters of significance, which I regard as relevant, have to my knowledge been withheld from the Panel.

Stephen Hunt Group Manager for Cardno

19 September 2013 Cardno 6 Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme – Amendment C155

1 Introduction

My name is Stephen Hunt and I am a consultant traffic engineer practicing with Cardno Victoria Pty Ltd, formally Cardno Grogan Richards Pty Ltd. I have been retained by Blairgowrie Yacht Club to undertake a traffic and transport assessment of the proposed Amendment C155 to the Mornington Peninsula Planning Scheme which seeks to rezones land from a Public Conservation and Resource Zone (PCRZ) to a Public Park and Recreation Zone (PPRZ) and permit the reconfiguration and extension of the Blairgowrie Safe Boat Harbour. The Amendment applies to land within Port Phillip Bay adjacent to the existing Blairgowrie Safe Boat Harbour as shown in Figure 1-1. Figure 1-1 Land Affected by the Amendment

A report entitled “Blairgowrie Safe Boat Harbour – Reconfiguration Project, Traffic and Transport Assessment” prepared by Cardno Grogan Richards Pty Ltd in June 2011, reported on the car parking and traffic implications of the proposed expansion of the safe boat harbour. The abovementioned report was supplemented by a further report entitled “Blairgowrie Safe Boat Harbour – Reconfiguration Project” prepared by Cardno Victoria Pty Ltd in September 2012 that reported on the car parking and traffic implications of a further extension of the safe boat harbour. These reports were submitted in conjunction with the application to Council and form the basis of the current amendment. In the course of preparing this assessment, I have inspected the subject site and reviewed the proposed plans to expand the safe boat harbour. My opinions with respect to the proposal are as follows.

19 September 2013 Cardno 7 Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme – Amendment C155

2 Amendment C155

2.1 The Proposed Amendment Amendment C155 to the Mornington Peninsula Planning Scheme has been prepared by GHD Pty Ltd on behalf of the Blairgowrie Yacht Club to facilitate the following works: > Expansion of the Safe Boat Harbour towards the west to provide an additional 119 wet berths, two disabled access visitor berths and upgrade of 45 previously existing visitor berths; > Extension of the existing wave wall; > Removal of the existing ineffective wave attenuator; > Replacement of the existing slipway; > Creation of a new hardstand and marine straddle carrier facility; > Removal of native vegetation associated with road works; > Alteration of access to Point Nepean Road including allowing a right hand turn from the access road to the Safe Boat Harbour onto Point Nepean Road; and > A pedestrian crossing along Point Nepean Road.

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3 History of the Proposal

3.1 Consideration by Council The request by Blairgowrie Yacht Club for the proposed amendment followed an initial application to Council in September 2012. Council considered the application and resolved to seek authorisation to prepare Amendment C155 from the Minister which was granted in April 2013 subject to the draft planning permit being amended in accordance with advice from the Department of Planning and Community Development (DPCD). The amendment was then prepared and exhibited for a four week period between 30th May and 1st July 2013. A total of 40 submissions were received in response to the exhibition, 20 in support, 6 with no objection and 14 objecting or raising issues of concern. Opposing submissions raised the following in relation to car parking and access: > The adequacy of car parking, the traffic and parking associated impacts upon nearby residents; > The need for a pedestrian crossing; Council at its meeting on 12th August 2013 considered the submissions received and resolved to request the Minister of Planning to appoint an Independent Panel to consider all submissions.

3.2 Panel Directions A panel was subsequently appointed to consider the amendment with directions issued following a Directions Hearing held on 6th September 2013. The directions, issued on 11th September 2013, required at paragraph 15 that amongst other items, Council and /or the Proponent should address as relevant the issues raised in submissions.

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4 Issues

The primary issues dealt with in this report are the traffic and parking implications of the proposed development, including consideration of the following: > The existing access and parking arrangements at the Blairgowrie Safe Boat Harbour; > The existing traffic and parking conditions in the vicinity of the site; > The traffic and parking generating characteristics of the proposed development; > A review of the adequacy of existing parking provision to meet the requirements of the reconfigured and expanded Safe Boat Harbour; and > The implications of the additional traffic generated by the proposed development to the operation of the existing access arrangements.

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5 Existing Conditions

5.1 Location and Land Use The subject site is addressed at 2900 Point Nepean Road, Blairgowrie along the Blairgowrie foreshore, as shown in Figure 5-1. Land use in the area is predominately residential. Figure 5-1 Site Location

SUBJECT SITE

The subject site is used for the purpose of a safe boat harbour, with the endorsed plans showing a total of 215 wet berths comprising 170 member berths and 45 temporary public / visitor berths. Refer Figure 5-2. Figure 5-2 Existing Safe Boat Harbour

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5.2 Access Arrangements Access to the Blairgowrie Safe Boat Harbour (BSBH) is afforded via an access road on the north side of Point Nepean Road. The access road is aligned in an east – west direction within the site but bends southwards to intersect with Point Nepean Road as illustrated in Figure 5-3. Figure 5-3 Existing Access Arrangements

5.3 Car Parking Condition 1 (B) of Permit No P981777 issued in November 2000, and amended in December 2001 requires car parking for the Safe Boat harbour to be provided generally in accordance with Drawing No. PP-01, titled “Blairgowrie Safe Boat Harbour, Point Nepean Road, Blairgowrie Site Plan” The car parking schedule contained within Drawing No. PP-01 is reproduced below and identifies a total of 213 spaces for use by the Blairgowrie Safe Boat Harbour.

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5.4 Road Network

5.4.1 Point Nepean Road Point Nepean Road is a state arterial road under the responsibility of VicRoads. Point Nepean Road runs generally east – west in the vicinity of the site and comprises an approximate 9 metre wide carriageway that provides a traffic and bicycle lane in each direction. Localised widening at its intersection with the access road to the Blairgowrie Safe Boat Harbour allows for the provision of an auxiliary right turn lane. Informal parallel parking is provided at its northern edge along the frontage of the subject site, consistent with the requirements of Permit No P981777. Figure 5-4 and Figure 5-5 show views of Point Nepean Road along the frontage of the subject site. Figure 5-4 Point Nepean Road, looking west beyond the subject site

Figure 5-5 Point Nepean Road, looking east beyond the subject site

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5.4.2 Access Road - Blairgowrie Yacht Squadron The Access Road to the Blairgowrie Safe Boat Harbour is classified as a local road under the management of Council. The Road comprises an approximate 7 metre wide carriageway, with angled parking provided at its northern and southern edges. At its intersection with Point Nepean Road, all movements save for the right turn out are allowed. Figure 5-6 and Figure 5-7 show views of the Access Road. Figure 5-6 Access Road facing south towards its intersection with Point Nepean Road

Figure 5-7 Access Road facing west within the subject site

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5.5 Public Transport Public transport within the vicinity of the site is limited to bus services. A summary of the public transport in the vicinity of the site is illustrated Table 5-1.

Table 5-1 Public Transport Provision Service Route Nearest Stop Bus 788 Frankston – Portsea Via Dromana, Rosebud, Sorrento 0m 787 Sorrento – Safety Beach 500m

Indented bus bays are provided at the northern and southern boundaries of Point Nepean Road along the frontage of the site.

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6 Proposed Development

6.1 General Description The proposal considers the reconfiguration of the existing safe boat harbour with 119 new member berths and 4 new visitor berths to be constructed in addition to a hardstand area accommodating 27 boats. A comparison between the existing and proposed safe boat harbour is presented as Table 6-1.

Table 6-1 Development Schedule Category Existing Proposed Difference Member Berths 170 289 + 119 Visitor Berths 45 47 + 2 Hard Stand 0 27 + 27 Total 215 363 + 148

I am advised that of the 119 new berths to be built, 81 have been pre-sold to current members. The remaining 38 berths are to be retained by the club for short term rental to existing members.

The 27 berths provided within the hardstand area are also proposed for use as short term rentals to existing members.

6.2 Car Parking No additional car parking areas are proposed as part of the reconfiguration project. However it is noted that the car parking spaces provided along the access road are not defined / formalised, therefore it is likely that the parking area is not being used to its full potential due to inefficient parking by visitors to the club. Defining the car park area would result in a total provision of 75 spaces which equates to a gain of 9 spaces. Refer accompanying sketch plan provided as Appendix C

6.3 Access Arrangements

6.3.1 Vehicular Access The access arrangements to and from the subject site will remain unchanged. However, following discussions with VicRoads, agreement has been reached to construct an auxiliary left turn lane along the western approach of Point Nepean Road at its intersection with the site access road and allow right turn movements out of the site. The agreed concept plan is provided an Appendix A.

6.3.2 Pedestrian Access In order to facilitate the safe movement of pedestrians across Point Nepean Road, agreement has been reached between the Blairgowrie Yacht Club, Mornington Peninsula Council and VicRoads to the installation of a pedestrian operated signal crossing along Point Nepean Road. The agreed concept plan is provided as Appendix B.

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7 Car Parking Considerations

7.1 Statutory Requirements

7.1.1 Clause 52.06 Clause 52.06 of the Mornington Peninsula Planning Scheme does not specifically refer to parking requirements for boat harbours. In this case, the planning scheme requires that an adequate number of car parking spaces must be provided to the satisfaction of the responsible authority.

7.2 Australian Standard Guidelines – AS3962-2001 Clause 8.2.1 of AS 3962-2001 provides guidance on the likely parking demand anticipated as a result of the proposal and suggests the following rates: > Wet berths: 0.3 - 0.6 spaces/berth > Dry berths: 0.2 - 0.4 spaces/berth > Swing moorings: 0.3 - 0.6 spaces/berth > Employees: 0.5 spaces / employee AS 3962 notes that for commercial facilities the lower rate should be considered whilst the higher rate should be considered for racing clubs.

7.3 Case Study Data I have made reference to a report prepared by Christopher Hallam & Associates Pty Ltd entitled “The Traffic and Parking Implications of Marina Development” dated November 2008. This report summarises the findings of comprehensive surveys at the following Marina’s in NSW as shown in Table 7-1.

Table 7-1 Case Study Sites Locations Study Period Double Bay Marina Easter 2006 and early December 2006 Rose Bay Marina 1st July – 31st January 2007 Point Piper Marina 1st July – 31st January 2007 Royal Motor Yacht Club (RMYC) 26th June – 27th August 2006 Rozelle Bay Marina Summer 2007 / 2008

A summary of all the case study data considered by Christopher Hallam at the above mentioned sites over the period between 2000 and 2007 is summarised in 7.3.4, whilst the key results collected at the Rose Bay, Point Piper and Double Bay Marina are presented in Section 7.3.2 and 7.3.3 of this report. > Rose Bay and Point Piper are neighbouring marinas and at the time of the case study they had a combined total of 224 boat storage facilities comprising 52 berths and 172 moorings. > Double Bay marina at the time of the case study had 40 berths and 20 moorings. .

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7.3.2 Rose Bay and Point Piper Marina

7.3.2.1 Transport Mode The data collected at the Rose Bay and Point Piper Marina included details on transport mode as summarised in Table 7-2.

Table 7-2 Transport Mode Rose Bay and Point Piper Marina (October 2006 – January 2007) Mode Percentage Car 84.7% Taxi 7.3% Bus 0.5% Bike / Scooter 0.8% Walk 6.7%

7.3.2.2 Implications of Boat Lengths The implications of boat lengths to car parking demand was also investigated with the report concluding that whilst there is a consistent trend showing that group size increases with boat length, the data shows that the number of cars per boat remains relatively consistent with increasing boat length. Table 7-3 to Table 7-6 provide a summary of the results.

Table 7-3 Effect of Boat Length – Berths : Winter 2006 Length Sample Size Average Group Cars / Boat Berths: Winter 2006 0 to 9m 28 3.82 1.14 9m to 12m 29 3.79 1.24 12m to 15m 18 4.17 1.06 15m to 18m 2 8.5 3.5

Table 7-4 Effect of Boat Length – Moorings: Winter 2006 Length Sample Size Average Group Average Cars / Boat Moorings: Winter 2006 0 to 9m 111 2.47 1.03 9m to 12m 96 2.72 1.10 12m to 15m 25 1.80 0.72 15m to 18m 10 4.00 1.40

Table 7-5 Effects of Boat Length – Berths : Spring 2006 – Summer 2007 Length Sample Size Average Group Average Cars / Boat Berths: Spring 2006 – Summer 2007 0 to 7m 26 3.92 1.27 7m to 9m 58 3.16 0.98 9m to 11m 15 4.87 1.60 11m to 12m 42 4.74 1.45 12m to 14m 23 4.96 1.48 14m – 15m 14 6.93 2.14

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Table 7-6 Effects of Boat Length – Moorings: Spring 2006 – Summer 2007 Length Sample Size Average Group Average Cars / Boat Berths: Spring 2006 – Summer 2007 0 to 7m 151 2.68 0.88 7m to 9m 187 2.82 0.96 9m to 11m 154 3.17 1.08 11m to 12m 51 3.73 1.20 12m to 14m 50 3.4 1.24 14m – 15m 43 1.72 0.95 15m – 16m 0 0 0 16m – 18m 64 3.42 0.91 > 18m 1 2 1

7.3.2.3 Parking Demand and Boat Usage The parking demand for the critical weekend days were captured as follows for the winter and spring / summer periods.

Table 7-7 Parking Demand and Boat Usage Rates – Winter / Spring / Summer Type Boat Usage Rate Average Car Parking Average Car parking Rate / Boat Used Rate / Mooring or Berth Winter 2006 Mooring 6.8% 1.04 0.07 Berth 5.5% 1.22 0.07 Spring 2006 Mooring 7.2% 0.96 0.07 Berth 3.6% 1.47 0.05 Summer 2006 / 2007 Mooring 8.1% 1.10 0.09 Berth 7.0% 1.34 0.09

7.3.3 Double Bay Marina

7.3.3.1 Parking Demand and Boat Usage The parking demands recorded during the Easter and December periods are presented as Table 7-8.

Table 7-8 Parking Demand and Boat Usage Rates – Easter 2006 / December 2006 Type Mean Boat Usage Rate Mean Car Parking Rate Mean Car parking Rate / Boat Used / Mooring or Berth Easter 2006 Mooring 33% 1.14 0.37 Berth 11% 1.99 0.21 December 2006 Mooring 20% 1.20 0.24 Berth 15% 0.96 0.14

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7.3.4 Summary of Marina Boat Usage and Parking Demand 2000- 2007 All the case study results are summarised in Table 7-9

Table 7-9 Summary of Marina Boat Usage and Parking Demand (Saturdays and Sundays) Boat Usage Parking Demand Marina Season Per Berth Per Mooring Per Berth Per Mooring Autumn 2000 14% 19% 0.18 0.30 Rose Bay Summer 2000 / 2001 15% 23% 0.24 0.36 Point Piper Autumn 2000 11% 8% 0.11 0.12 Winter 2006 6% 7% 0.07 0.07 Spring / Summer 4% 7% 0.05 0.07 2006 Rose Bay & Point Piper December 06 – January 07 + 7% 8% 0.09 0.09 Holidays Mean Summer 11% 15% 0.17 0.22 Royal Motor Winter 2006 5% 0.05 Yacht Club Easter 2006 11% 33% 0.21 0.37 Double Bay December 2006 15% 20% 0.14 0.24

7.3.5 Recommended Design Rates Christopher Hallam concluded that following a review of the data collected between 2001 and 2008 at all marinas surveyed that the following rates are appropriate for design purposes i.e. 85th%ile demand, based on summer weekend boat usage and parking demand: > Boats on Swing Moorings: 0.224 cars / mooring; > Boats on Wet Berths, <20m: 0.166 cars / berth; and > Boats on Wet berths, >20m: 0.223 cars / berth.

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7.4 Anticipated Typical Parking Demand Based on the most recent research as articulated in Section 7.3, it is estimated that the Blairgowrie Safe Boat Harbour would generate its typical peak demand at the following rates: > 0.18 spaces per berth, <20m; and > 0.25 spaces per berth, >20m. Application of the above rates to both the existing and proposed safe boat harbour reveal that when compared to the exiting safe boat harbour, the proposal will be expected to generate an additional demand for 26 spaces as summarised in Table 7-10.

Table 7-10 Anticipated Typical Parking Demand: Existing vs. Proposed Existing Proposed Type of Berth No Berths Rate Demand No Berths Rate Demand Wet Berths < 20m 170 0.18 31 311 0.18 56 Wet Berths > 20m - - - 5 0.25 1 Total 31 Spaces 57 Spaces Increase + 26 Spaces

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7.5 Parking Impact The peak parking demand along the foreshore typically occurs during the period between 26th December (Boxing Day) and 26th January (Australia Day). In order to ascertain the level of peak parking demand during this period, my firm engaged Counters Plus Pty Ltd to conduct car parking surveys on Friday 14th, Saturday 15th and Sunday 16th January 2011 between 8am – 6pm at the Blairgowrie Safe Boat Harbour (BSBH) and its immediate environs as shown in Figure 7-1 Figure 7-1 Survey Area

Blairgowrie Safe Boat Harbour

C1 C2

Point Nepean Road

The Loop Rd

The car parking surveys comprised two components, namely: > Vehicle occupancy; and > Duration of stay. This data allowed an assessment of not only the peak activity period to be undertaken but also provided information on the duration of stay of each vehicle in the vicinity. I am advised that the survey period represented one of the harbour’s busiest times of the year, with the following events being conducted on each of the survey days. The weather on each of the 3 days is also noted.

Friday 14th January 2011: Hot but Overcast > 6:00pm: Keelboats - Sunset race > 6:00pm: Off-the-beach yachts - Sunset race > 7:00pm: Club Dinner & Rules night

Saturday 15th January 2011: Hot and Sunny > 9:30am: Adult Sail Training > 10:30am: Quarterly General Meeting (all members invited) > 2:30pm: Keelboats - Afternoon Race > 2:30pm: Off-the-beach yachts - Afternoon Race

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Sunday 1 th January 2011: Hot and Sunny > 8:00am: Sail Training Breakfast and Junior Skippers in Keel Boats race > 2:00pm: Off-the-beach yachts - Afternoon Race

I am also informed that only two other periods are considered comparable i.e.

> Tuesday/Wednesday/Thursday 28th, 29th & 30th December 2010; and > Saturday/Sunday 8th & 9th January 2011

Given the foregoing, the results of the survey are not representative of typical 85th%ile conditions, but instead capture the absolute peak activity at the foreshore by both the general public and the yacht club. It is therefore my opinion that parking demand along the foreshore during typical 85th%ile conditions would be less than that recorded in the surveys.

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7.5.2 Existing Blairgowrie Safe Boat Harbour Provision As noted in Section 5.3 of this report, there are approximately 240 spaces provided in the vicinity of BSBH. The distribution of these spaces is summarised in Table 7-11.

Table 7-11 Car Parking Provision Location Number Allocation Upper Car Park 65 Public BYS 72 Secure South of Clubrooms 7 Secure Access Road 69 Public Point Nepean Road* 27 Public Total 240 n or a ar ar n

7.5.3 Existing Demand The surveys of the abovementioned car park areas revealed the following peak car parking demands for the various days:

Table 7-12 Observed Peak Parking Demand Date Peak Occupancy Percentage Occupancy Time Friday 14th January 157 spaces 65% 6:00pm Saturday 15th January 234 spaces 97% 2:00pm & 4:00pm Sunday 16th January 180 spaces 74% 4:00pm

The occupancy surveys recorded all vehicles within the parking area generated by not only people attending the BYC but also members of the public visiting the foreshore not associated with the club. As noted above the peak car parking demand was observed to have occurred on Saturday 15th January at 2:00pm and 4:00pm when 234 of the available 240 spaces were occupied, which equates to 97% occupancy. Table 7-13 provides a breakdown of the peak parking demand (Saturday 15th January 2pm & 4pm), whilst Figure 7-2 to Figure 7-4 illustrate the occupancy profile for the three days.

Table 7-13 Summary of Peak Parking Demand Location Saturday 15th January 2011 Allocation Supply 2:00pm 4:00pm Point Nepean Road – North* 27 34 33 Public Point Nepean Road - North (West of C1)** 0 8 7 Public Upper Car Park – C1 65 63 65 Public B.Y.S Members Car Park – C2 79 69 67 Secure Access Road Car Park – C3 69 60 62 Public Total 240 234 234 a a r n

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Figure 7-2 Friday 14th January 2011 – Parking Occupancy Profile: Hot but Overcast

240

Figure 7-3 Saturday 15th January 2011 – Parking Occupancy Profile: Hot and Sunny

240

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Figure 7-4 Sunday 16th January 2011 – Parking Occupancy Profile: Hot and Sunny

240

As expected, the surveys show that parking is heavily utilised during the peak periods, with little available parking on Saturday 15th January 2011. Interestingly, the surveys show that the peak demand is not sustained for all three days, with the data showing that whilst both Friday and Sunday were relatively busy, there were at least 83 spaces available on Friday and at least 60 available spaces on Sunday, within the vicinity of the site.

7.5.4 Duration of Stay The duration of stay data indicates that a significant proportion of parking demand in the area represents short to medium term parking i.e. less than 4 hours. A summary of the findings are presented as Table 7-14. These results exclude parking opportunities along The Loop Road.

Table 7-14 Duration of Stay – 8am to 6pm Duration Friday Saturday Sunday < 1 Hour 37% 25% 24% Short Term 1 – 2 Hours 48% 34% 27% 3 – 4 Hours Medium Term 14% 20% 12% 4+ Hours Long term 1% 21% 37% Total 100%

The forgoing data shows that on the peak day, Saturday 15th, 59% of the occupied spaces, which equates to approximately 138 spaces, were occupied for no more than 2 hours, with only 49 spaces being occupied for more than 4 hours. This trend is generally consistent across all surveyed days suggesting that during the peak days there is reasonable turnover of car parking spaces and hence an equitable use of the parking facilities in the area.

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7.5.5 Adequacy of Parking Provision The Blairgowrie Yacht Club has access to 240 spaces which accommodate not only the demand attributable to the berths but also demand associated with other ancillary activities within the club. The existing berths are estimated to be generating a theoretical typical demand of 31 spaces and following the proposed reconfiguration and expansion will be expected to generate a theoretical typical demand of 57 spaces, an increase of 26 spaces. The demand attributable to other ancillary activities within the club will not change as a result of the proposed development. As demonstrated by the survey data, the absolute peak periods occurs infrequently. It is evident that during the height of the peak, parking will be at a premium along the foreshore and consequently there will be times when the general public and or members of the yacht club will have difficulties finding a space in the vicinity of the site. However, outside of these periods, there is sufficient available car parking in the vicinity of the site i.e. at least 60 spaces, to accommodate the additional parking demand of 26 spaces attributable to the proposed expansion. I am therefore satisfied that during typical operating periods the parking demand attributable to the reconfigured and expanded safe boat harbour will be comfortably accommodated by the level of parking provided for the Safe Boat Harbour.

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8 Traffic Considerations

8.1 Existing Traffic Volumes Traffic volume counts were undertaken by Counters Plus Pty Ltd on behalf of Cardno to ascertain existing traffic conditions. The surveys comprised: > Tube count surveys along Point Nepean Road and the Access Road to the Blairgowrie Safe Boat Harbour during the period between Tuesday 11th January – Monday 17th January 2011; and > Turning Movement Counts at the Point Nepean Road / Site Access intersection on Friday 14th & Saturday 15th January 2011: 8am – 12pm & 2pm – 6pm. The results of the survey revealed the following:

8.1.1.1 Point Nepean Road Point Nepean Road typically peaks between 11am – 3pm on weekdays and 11am – 5pm on weekends, when on average 1,200 and 1,500 vehicles per hour were recorded travelling along Point Nepean Road in the vicinity of the subject site. The weekday and weekend traffic movement profiles are presented as Figure 8-1 and Figure 8-2. Figure 8-1 Point Nepean Road Traffic Movement Profile - Weekday Average

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Figure 8-2 Point Nepean Road Traffic Movement Profile – Weekend Average

8.1.1.2 Access Road The surveys revealed that the traffic profile along the Access Road is varied, but on average the weekday peak occurs between 4pm – 5pm, whilst during the weekend the peak occurs between 1pm – 2pm, when on average approximately 60 and 120 vehicles per hour respectively were recorded travelling along the Access Road. The weekday and weekend traffic movement profiles are presented as Figure 8-3 and Figure 8-4. Figure 8-3 Access Road Traffic Movement Profile – Weekday Average

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Figure 8-4 Point Nepean Road Traffic Movement Profile – Weekend Average

8.1.1.3 Point Nepean Road / Access Road Intersection The turning movement survey revealed that the peak activity period at the Point Nepean Road / Access Road intersection occurred on Saturday 15th January between 11am – 12Noon. Figure 8-5 illustrates the peak traffic activity at the intersection of Point Nepean Road and the Access Road Figure 8-5 Peak Hour Traffic Movements

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8.1.2 Intersection Operating Conditions The operation of the Point Nepean Rd / Site Access Road intersection was analysed using SIDRA Intersection. This computer package, originally developed by the Australian Road Research Board, provides information about the capacity of an intersection in terms of a range of parameters, as described below: Degree of Saturation (D.O.S.) is the ratio of the volume of traffic observed making a particular movement compared to the maximum capacity for that movement. Various values of degree of saturation and their rating are shown in Table 8-1.

Table 8-1 Ratings of Degrees of Saturation D.O.S. Rating Up to 0.6 Excellent 0.6 to 0.7 Very Good 0.7 to 0.8 Good 0.8 to 0.9 Fair 0.9 to 1.0 Poor Above 1.0 Very Poor

It is considered acceptable for some critical movements in an intersection to operate in the range of 0.9 to 1.0 during the high peak periods, reflecting actual conditions in a significant proportion of suburban signalised intersections. The 95th Percentile (95%ile) Queue represents the maximum queue length, in metres, that can be expected in 95% of observed queue lengths in the peak hour; and Average Delay is the delay time, in seconds, which can be expected over all vehicles making a particular movement in the peak hour. The results of the SIDRA Intersection analysis, allowing for the illegal right turn movement are summarised in Table 8-2.

Table 8-2 SIDRA Intersection Analysis Summary Approach Degree of Saturation 95th%ile Queue Average Delay Point Nepean Rd (East) 0.408 2 m 1sec Site Access (North) 0.519 18 m 48sec Point Nepean Rd (West) 0.264 0m 0sec

The analysis shows that the intersection is operating satisfactorily with motorists experiencing minimal delays and queues.

8.2 Traffic Generation The proposed reconfiguration and expansion of the safe boat harbour is expected to result in an increase in parking demand of 26 spaces. To this end, it would be expected that at most an additional 52 vehicle movements would be generated by the proposal i.e. 26 movements in + 26 movements out.

8.3 Traffic Impact These movements are not expected to be concentrated during the recorded peak hour, but are instead expected to be spread throughout a typical day. Consequently the additional traffic will have no material impact on the surrounding road network or the operation of the Point Nepean Road / Site Access Road intersection, which despite operating satisfactorily will be the subject of mitigation works to increase capacity and improve safety.

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9 Other Considerations

9.1 Major Regattas I am advised that the Blairgowrie Safe Boat Harbour hosts a major international event on average every 2 – 3 years, with the last major event occurring in 2008. My firm assisted in the preparation of the Traffic Management Plan during the 2008 event with a copy of the plan provided as an enclosure to this report as Appendix D. Feedback received from the Club and Council reveals that this traffic management plan was a success. It is therefore expected that the plan will be used as a base for any future major events at the Safe Boat Harbour and modified as required to suit the various stakeholder needs and approval sought from the Responsible Authorities accordingly.

9.2 General Peak Activity Periods Blairgowrie Safe Boat Harbour experience their busiest times of the year during the period between Boxing Day and 26th January (Australia Day). Parking surveys undertaken in the vicinity of the site show that when the harbour’s peak parking demand is combined with the general parking demand experienced along the foreshore during the peak summer periods that the overall parking demand in the vicinity approaches capacity. To this end and in conjunction with Council, a parking / traffic management plan is proposed that will encourage the use of Stringers Reserve as an alternative location for parking during these busy summer periods. A copy of the proposed parking / traffic management plan is provided as an enclosure to this report as Appendix E.

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10 Response to Issues Raised in Submissions

10.1 Parking and Traffic Impact on Nearby Residents

10.1.1 Existing Demand The results of the parking surveys undertaken along The Loop during one of the harbour’s busiest times of the year are presented as Figure 10-1. Figure 10-1 Parking occupancy Profile – The Loop

The surveys revealed that there were approximately 107 on street parking opportunities of which up to 44 were occupied at any one time. This peak occurred on Saturday 15th January 2011, at a time when a majority of the parking opportunities available to the foreshore and the Safe Boat Harbour were heavily utilised.

10.1.2 Duration of Stay The duration of stay data shows that the parking demand is typically short to medium term. Table 10-1 provides a summary of the results.

Table 10-1 Duration of Stay – 8am to 6pm Duration Friday Saturday Sunday < 1 Hour Short Term 52% 13% 26% 1 – 2 Hours 26% 43% 22% 3 – 4 Hours Medium Term 22% 30% 30% 4+ Hours Long term 0% 14% 22% Total 100%

The forgoing data shows that on the peak day, 56% of the occupied spaces, which equates to 25 spaces, were occupied for no more than 2 hours, with only 7 spaces being occupied for more than 4 hours.

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This trend is generally consistent across all surveyed days suggesting that visitors that elect to use these parking spaces do so for short periods.

10.1.3 Discussion The above surveys show that during the harbour’s busiest times and on days when people are attracted to the foreshore public parking is at a premium, and during these periods visitors to the foreshore may be utilising parking spaces within the nearby residential streets. This encroachment is however only observed during the absolute peak period which is typically anticipated at locations along the foreshore and will be expected to continue to occur during the infrequent absolute peak periods. Importantly, the data shows that these absolute peak periods occur infrequently, and that outside these periods there is limited, if any encroachment of parking on to the nearby residential streets. To this end and as discussed in Section 7, I am satisfied that there is a sufficient level of public car parking in the vicinity of the site outside the absolute peak periods to comfortably accommodate the anticipated increase in parking demand, without pushing this demand to the nearby residential streets. Therefore traffic and parking impacts on nearby residents will only continue to occur during the absolute peak periods, consistent with typical conditions at locations that are adjacent to the foreshore.

10.2 Pedestrian Crossing In order to facilitate the safe movement of pedestrians across Point Nepean Road, agreement has been reached between the Blairgowrie Yacht Club, Mornington Peninsula Council and VicRoads to the installation of a pedestrian operated signal crossing along Point Nepean Road. The agreed concept plan is provided as Appendix B.

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11 Conclusions

> The proposal considers the reconfiguration of the existing safe boat harbour with 119 new member berths and 2 new visitor berths being constructed in addition to a hardstand area accommodating 27 boats. > Whilst no additional car parking is proposed as part of the reconfiguration project, an opportunity exists to improve the efficiency of the car parking spaces provided along the access road. These spaces are not defined / formalised, therefore it is likely that the parking area is not being used to its full potential due to inefficient parking by visitors to the club. Defining the car park area would result in a total provision of 75 spaces which equates to a gain of 9 spaces. > Improvements to vehicular and pedestrian access are proposed as follows:

Agreement has been reached with VicRoads to construct an auxiliary left turn lane along the western approach of Point Nepean Road at its intersection with the site access road and allow right turn movements out of the site.

Agreement has been reached between the Blairgowrie Yacht Club, Mornington Peninsula Council and VicRoads to the installation of a pedestrian operated signal crossing along Point Nepean Road. > I am advised that of the 119 new berths to be built, 81 have been pre-sold to current members with the remaining 38 berths to be retained by the club for short term rental to existing members. The 27 berths provided within the hardstand area are also proposed for use as short term rentals to existing members. > The reconfigured Blairgowrie Safe Boat Harbour will generate a demand for an additional 26 spaces. > The Blairgowrie Yacht Club has access to 240 spaces which accommodate not only the demand attributable to the berths but also demand associated with other ancillary activities within the club. Survey data collected during the absolute peak period show that during the height of the peak, parking will be at a premium along the foreshore and consequently there will be times when the general public and or members of the yacht club will have difficulties finding a space in the vicinity of the site. However, outside of these periods, there is sufficient available car parking in the vicinity of the site with the available data showing that at least 60 spaces are available. This level of parking would accommodate the additional parking demand of 26 spaces. I am therefore satisfied that during typical operating periods the parking demand attributable to the reconfigured and expanded safe boat harbour will be comfortably accommodated by the level of parking provided for this use, without pushing this demand to the nearby residential streets. > The proposed reconfiguration and expansion of the safe boat harbour is expected to result in an increase in parking demand of 26 spaces. To this end, it would be expected that at most an additional 52 vehicle movements would be generated by the proposal i.e. 26 movements in + 26 movements out. > These movements are not expected to be concentrated during the recorded peak hour, but are instead expected to be spread throughout a typical day. Consequently the additional traffic will have no material impact on the surrounding road network or the operation of the Point Nepean Road / Site Access Road intersection, which despite operating satisfactorily will be the subject of mitigation works to increase capacity and improve safety

19 September 2013 Cardno 35 Traffic and TransportAttachment Assessment 3 Mornington Peninsula Planning Scheme Amendment C155

Mornington Peninsula Planning Scheme Amendment C155

APPENDIX A CONCEPT PLAN SITE ACCESS MODIFICATIONS

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Mornington Peninsula Planning Scheme Amendment C155

APPENDIX B CONCEPT PLAN PEDESTRIAN OPERATED SIGNALS

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Mornington Peninsula Planning Scheme Amendment C155

APPENDIX C CONCEPT CAR PARK SKETCH PLAN

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Mornington Peninsula Planning Scheme Amendment C155

APPENDIX D TRAFFIC MANAGEMENT PLAN - MAJOR REGATTAS

18 September 2013 Cardno 40 Attachment 3

Blairgowrie Yacht Squadron Victorian Laser Association Sail Melbourne

Australian Laser Championships 2008

Traffic Management Plan

Attachment 3 2008 Laser National Championships Traffic Management Plan

CONTENTS:

1. INTRODU CTION

2. E VE N T TIMES

3 ANTICIPATED TRAFFIC FLOWS & TIMING

4. DEP ARTURE

5. TEMPORARY SPEED LIMITS

6. OTHER WARNING AND DIRECTIONAL SIGNAGE

7. CO N TACTS

Attachment 3 2008 Laser National Championships Traffic Management Plan

1 INTRODU CTION

This Traffic Management Plan is to be read in conjunction with the Cardno Grogan Richards Preliminary Traffic Management Plan drawing Number CG107588/T/01/P2 and it responds to a request by the Mornington Peninsula Shire following the submission of an event approval form to the Shire earlier in 2007.

The event comprises seven yacht races for the single-person Laser sailing dinghy on the waters off Blairgowrie Yacht Squadron (BYS). The event is jointly hosted by BYS and Victorian Laser Association. Sail Melbourne is the organiser of the event and all three organisations are providing resources on a volunteer basis in the planning and management of the regatta.

It is anticipated that approximately 250 to 300 competitors, including juniors, will participate in the event. Many of these will travel to Blairgowrie from Melbourne, other parts of Victoria and interstate, with a number of international sailors also joining the event. In addition to the participants, another 100 – 150 visitors, friends and family might accompany those participants, some of them watching the racing from the beach or the club. It is therefore generally felt that the total increase in visitors to the yacht squadron and surrounding areas is likely to be in the order of 400 – 450 people for the duration of the event.

However, each season, the club and its neighbour Sorrento Sailing Couta Boat Club host a number of large sailing regattas and other events that attract many visitors to the Peninsula, and so it is felt that the increase in numbers solely associated with this event should be viewed in context. BYS is of the view that this increase in regular num bers of visitors to the area is not substantially greater than might be expected during other sporting and tourism events for which no formal traffic management plan appears to have been required. When viewed in the context of the volume of pedestrian and vehicular traffic during the peak holiday period on the Peninsula, this increase may be seen to be not all that significant.

However, the Squadron and Sail Melbourne recognise the need for diligent planning of the event during peak times when boats are being delivered to and removed from the area around BYS on trailers, and has therefore undertaken to prepare and comply with an appropriate Traffic Management Plan.

2 EVENT TIMES

The 2008 Laser National Championships are programmed as follows:

27 December 10am–5pm Measurement and Registration 28 December 10am–3pm Measurement and Registration 3pm Invitation Race 29 December 2pm – 6pm Races 1 and 2 30 December 2pm – 6pm Races 3 and 4 31 December 2pm – 6pm Races 5 and 6 1 January Lay Day 2 January 2pm – 6pm Races 7 and 8 3 January 2pm – 6pm Races 9 and 10 4 January 12noon–4pm Races 11 and 12 7.30pm Presentation Dinner (Portsea Golf Club)

N:\WINDOWS\2007\CG107588\correspondence\TMP Aust Laser Champ 2008 (7) (2).doc Attachment 3 2008 Laser National Championships Traffic Management Plan

3 ANTICIPATED TRAFFIC FLOWS & TIMING

3.1 Introduction

Several competitors are likely to arrive in the weeks leading up to Christmas to practice at Blairgowrie, and there is therefore likely to be no noticeable increase in traffic when compared with normal volumes in other years prior to the first day of registration.

On 27 December 2007, it is anticipated that most competitors will begin to arrive throughout the day, unload their boats at the Foreshore on Point Nepean Road opposite Stringer Road (refer subsequent sections of this plan and the attached drawing) and register their entries at a regatta office placed adjacent to the members’ car park in the grounds of the BYS.

Most international and many interstate competitors are chartering or being supplied with boats, and these boats will arrive on road transport well prior to the event, eliminating the need for their boats to be unloaded from individual cars at peak times. The total number of cars is therefore estimated at about 200-220, as not all competitors will drive and some boats will have already been dropped off in the days prior to Registration.

Registrations will be taken from 10am on 27 December 2007 and close at 5pm that day and re-open at 10am the following day (28 December) until 3pm, at which time a practice (or “invitation”) race will start.

3.1 Registration

The registration process involves competitors reporting to the regatta office, confirming that there on-line entry has already been processed, paying the appropriate fee (if that has not already been done), collecting a number of relevant documents and advertising material and having their boats measured on the beach.

It is anticipated that by 3pm on 28 December 95% of all competitors will have arrived at the club and be well prepared for the commencement of the formal races the following day 29 December 2007.

3.2 U nloading Boats and Moving Trolleys to Boat Storage Areas

The peak period for vehicular traffic is anticipated to be on the 27th and 28th of December when visitors will arrive with boats on their trailers and while the boats are located at the nominated beach storage location just to the west of the Blairgowrie Pier. It is expected that people will arrive fairly uniformly throughout the day from 10am to 5pm, and, that peak hour traffic may be in the order of 25-30 cars on these days.

Cars and trailers will be directed via appropriate roadside signage on existing posts to the camping ground off Point Nepean Road opposite Stringer Road via right hand turn-in, left hand turn-out (the camping ground entry providing a handy loop road configuration).

Cars (with trailers attached) will be directed via a qualified traffic controller at the entry road on Point Nepean Road into the foreshore area roadway, where they will stop while the beach trolleys are removed from the trailers by BYS volunteers.

N:\WINDOWS\2007\CG107588\correspondence\TMP Aust Laser Champ 2008 (7) (2).doc Attachment 3 2008 Laser National Championships Traffic Management Plan

The Laser typically sits on a beach trolley (shown below), which in turn sits on a road trailer. The beach trolley is easily slid off the trailer so that the boat (on its trolley) can be easily manoeuvred without the need to disconnect the trailer from the car.

Having dropped off the beach trolleys in this manner, cars (now towing empty trailers) will travel from the foreshore area across Point Nepean Road into Stringer Road and continue south along Stringer Road to Stringer Reserve, where trailers will be stored for the duration of the regatta as has been agreed with the Shire. Trailer storage is to be restricted to the hard-stand areas at Stringer Reserve, so as to avoid damage to grassed areas. Owners are responsible for their own trailer locks, but BYS is proposing to have available a stock of locks for sale if required.

While drivers are moving their trailers to Stringer Reserve, volunteers will take the trolleys from the unloading area in the foreshore roadway to the beach, where a 4WD and other volunteers will wheel the beach trolleys and boats in an easterly direction towards BYS and the nominated boat storage area.

The Foreshore Committee has been consulted in relation to the storage of the boats on the beach immediately to the west of the pier as has been done for similar sized regattas held at BYS over many years.

Once the trailers have been dropped off at Stringer Reserve, the cars will return to the vicinity of the club and park in publicly accessible places in the entry road to the club, the upper level public car park, along the north side of Point Nepean Road or in other public car parking spaces in the vicinity.

It is not anticipated that any special provisions need to be made for pedestrian traffic, given that the main traffic flows for these two days are vehicular and given that the total number of pedestrians in the area is not significantly more that that expected during normal summer peak periods. However, following a meeting at Council’s offices on 1/11/2007 Council agreed to provide funds for 1 professional traffic controller to be located at the entrance to the boat launching area and BYS has agreed to provide 2 qualified traffic controller volunteers at the same location to manage traffic and pedestrians in accordance with the attached plan CG107588/T/01

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P4. The Traffic Controllers will be in place on 27 and 28 December 2007 and on 4 and 5 of January 2008 during peak times.

4. DEP ARTURE

The last race of the event is to be held in the afternoon of Friday 4 January 2008, and there is a subsequent presentation dinner to be held at Portsea Golf Club at 7pm that evening.

It is anticipated that many competitors will prefer to pack up their boats either after the last race and before the dinner or on the following day (5 January 2008) and a similar process is therefore proposed for Friday 4 January and Saturday 5 January 2008 as follows: boats removed from the storage area on the beach to the west of the pier; beach trolleys wheeled in a westerly direction back to the foreshore roadway opposite Stringer Road; beach trolleys loaded on to waiting trailers (having been collected by their owners from Stringer Reserve); and cars, trailers and beach trolleys exit the foreshore roadway via left turn into Point Nepean Road and travel home.

Given that the event is being conducted over the main school holiday period, many visitors may choose to stay on after the event and it is therefore not anticipated that there will be a significant volume of traffic over an intensive period during departure on Friday 4 or Saturday 5 January.

It is expected that most of the 250-300 boats would be removed within 24 hours of the last race, with peak time occurring between 4-6pm on 4 January and in the morning of the 5 January. Peak departures from the beach are estimated at about 40- 50 cars per hour. Traffic restrictions and speed limits and the presence of traffic controllers will ensure that the removal of boats from the area is done in a planned and controlled manner.

5. TEMPORARY SPEED LIMITS

Pursuant to advice from Cardno Grogan Richards, and as shown in the attached traffic management plan drawing, the current speed limit of 70km/h along Point Nepean Road is proposed to be temporarily reduced (subject to relevant authority approval) during loading and unloading of boats to 40km/h from a point approximately 300m east of the BYS entrance to 300m west of Stringer Road (see attached plan).

It is felt that this restriction over the first 2 and last 2 days of the event will ensure that loading and unloading of boats into and from the foreshore roadway opposite Stringer Road is carried out safely, and that any pedestrians visiting the club and parking in nearby streets can cross Point Nepean Road in relative safety in the vicinity of the club. The temporary speed limit signs are to be removed at night on each of the four days (ie. 27 & 28 December 2007 and 4 & 5 January 2008). In addition, repeater speed limit signs are to be erected immediately adjacent to the upper car park reminding motorists of the restrictions.

6. OTHER WARNING AND DIRECTIONAL SIGNAGE

In addition to the speed limit signs, a number of warning and directional signs are proposed to be installed in the vicinity of the club, as are detailed on the attached Traffic Management Plan drawing, numbered CG107588/T/01.

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These signs are intended to provide advance warning and advise participants and visitors about boat launching and trailer parking areas and the status of off-street car parking in the vicinity of the club.

Signage Schedule.

The following signs will be required:

1. “Public Event Ahead: 27/ 12/ 07 – 04/ 01/ 08” 2no. required - 1 approximately 500m east of BYS and 1 approximately 1km west, between Hughes Road and Stringer Road

2. 40km per hour speed restriction signs: 8 no. required - 2 approximately 50m east of The Loop, 4 adjacent to the Yacht Squadron (ie. Both sides of the Road in both directions) and 2 approximately 100m west of Stringer Road for traffic travelling in an easterly direction.

3. 70km per hour signs 4 no. required - to indicate reversion to 70km per hour speed limit once outside the temporary speed limit areas.

4. “Boat Launching”: 4 no. required - with appropriate arrows to direct traffic into the foreshore area.

5. “Trailer Parking” 4 no. required - to direct traffic from the boat launching area to Stringer Reserve.

6. “Car Park Full” 2 no. required - for use in the publicly accessible car parks on the entry road to the Yacht Squadron and in the upper pubic car park.

7. “No Right-Turn” 1 no. required – drivers exiting the boat launching area will have to turn left into Point Nepean Road.

7. CO N TACTS

Peter Southwell BYS, Club Captain 0418 333 309

Rod Austin Sail Melbourne

James Mitchell Victorian Laser Association

Paulo Bacaltchuck Design Engineer Cardno Grogan Richards (03) 8415 7514

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Mornington Peninsula Planning Scheme Amendment C155

APPENDIX E GENERAL PEAK PERIODS PARKING MANAGEMENT PLAN

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