Port of Hastings Land Use & Transport Strategy - August 2009

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Port of Hastings Land Use & Transport Strategy - August 2009
Port of Hastings
Land Use & Transport Strategy

August 2009
Port of Hastings Land Use & Transport Strategy - August 2009
Port of Hastings Land Use & Transport Strategy - August 2009
The Port of Hastings services Melbourne’s increasing south-
east freight task by handling around four million tonnes of
oil and gas through the State-owned jetties at Crib Point
and Long Island Point. A further one million tonnes of steel
product is handled through the BlueScope Steel wharves.
This is a comprehensive port land use strategy, which
will prepare the Port of Hastings to meet its future freight
demands in line with strategic development priorities
identified by this Government in 2004 with the release of
the Victorian Port Strategic Framework.
The Port of Hastings Land Use & Transport Strategy is
the result of an extensive process, largely managed and
delivered by the Port of Hastings Corporation. I commend
the efforts of the board and staff who have actively engaged    No other port location offers the same overall advantages
and worked with community and key stakeholders in               as Hastings and it holds major economic potential for the
shaping this final Strategy.                                    State of Victoria. Consequently there is a fundamental
As a result of keen community and stakeholder interest,         need to plan and prepare now for the future development
the Port of Hastings Corporation has sought community           to ensure that the opportunity is not built out or lost to
feedback on initial drafts of the strategy before submitting    alternative uses.
its proposal to Government in 2007. The Victorian               The Commonwealth Government has joined with us
Government has since developed a formal response to             in recognising the strategic national importance of
the proposed strategy, which supports the overall planning      development at Hastings. The port was one of only twenty-
approach to port expansion and provides the context for         eight Priority Infrastructure Pipeline projects nominated for
priority port development in light of recent national and       further detailed design and advancement by Infrastructure
state announcements.                                            Australia earlier this year.
The Government response is a companion document to              I am particularly excited by the proposition to develop
this final Port of Hastings Land Use & Transport Strategy and   the Port of Hastings as a world leader in ‘green port’
together with Port Futures provides further elaboration on      development and management. The Victorian Government
the Government’s thinking and plans for a competitive and       recognises the significant and sensitive environmental
sustainable commercial port at Hastings.                        values of the Western Port environment, the community
In planning for future economic growth, and consistent with     interest in and awareness of port activity and the importance
the Victorian Ports Strategic Framework, the government has     of sustainable port operations.
confirmed that Hastings is the preferred site for a second      The Government will ensure that environmental issues are
container port to supplement the Port of Melbourne when it      fully investigated and assessed, the community is consulted
reaches capacity in around 2030.                                and port development reflects the highest environmental
The Port of Hastings is well positioned to serve as             standards possible to deliver a sustainable port of the future.
Melbourne’s second container port. Located to the south-        I look forward to working with the Commonwealth, local
east of Melbourne, Hastings has the potential to efficiently    government and port managers to ensure this vision
meet the freight demands of this rapidly growing region         becomes a reality.
as well as accommodate a significant proportion of the
broader Melbourne freight task when the Port of Melbourne
reaches capacity.

                                                                Tim Pallas
                                                                Minister for Roads and Ports
Port of Hastings Land Use & Transport Strategy - August 2009
Port of Hastings Land Use & Transport Strategy - August 2009
Section A – Context                                   3
 Background                                            4
 New State and National Infrastructure Priorities      4
 The Western Port Environment                          6
 Port of Hastings Corporation                          6
 Development of the PLUTS                              6
 Objectives of the Strategy                            7
 Planning Principles                                   9
 Existing Land Uses                                    9

Section B – The Strategy                              13
 Port Land Use & Development Strategy                 14
 Overview                                             15
 Long Island Precinct                                 16
 Staging of Development in the Long Island Precinct   16
 Crib Point Precinct                                  21
 Stony Point Precinct                                 24

 Port Transport Strategy                              25
 Overview                                             26
 Road Access                                          27
 Rail Access                                          30
 Corridor Planning                                    34

Section C – Approach to Implementation 37
 Approach to Strategy Implementation                  38
 Overview                                             38
 Sustainable Port Concept                             38
 A Sustainable Port of Hastings                       39
 Environmental Management                             40
 Community Engagement                                 42
 Economic Impact                                      43
 Land Use Planning                                    43

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Port of Hastings Land Use & Transport Strategy - August 2009
Port of Hastings Land Use & Transport Strategy - August 2009

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Port of Hastings Land Use & Transport Strategy - August 2009
New State and
Background                                                        National Infrastructure Priorities

The Port of Hastings is located approximately 30km south          The Victorian Transport Plan and Freight Futures
east of the Melbourne suburb of Dandenong and is one of
4 major commercial trading ports operating in Victoria. Each      On 8 December 2008, the Victorian Government released
year around 4 million tonnes of petroleum product (oil and        The Victorian Transport Plan (VTP) and Freight Futures –
gas) is handled through the State-owned jetties at Crib Point     Victorian Freight Network Strategy.
and Long Island Point, with a further 1 million tonnes of steel   The VTP sets out the Government’s vision and plans for
product handled through the BlueScope Steel wharves.              developing an integrated, sustainable transport system
In November 2004, the Victorian Government released the           for Victoria over the next 20 years.
Victorian Ports Strategic Framework (VPSF) to provide high        The VTP has identified the Port of Hastings development
level strategic guidance for the long term development of         (Stage 1 – new multipurpose berths in the Long Island
Victoria’s ports system. The VPSF identified Hastings as a        precinct) as a state prioritised project and proposes
port suitable for expansion into international container trades   to conduct:
to complement the Port of Melbourne, once Melbourne
reaches capacity. Growth projections for international              “…preliminary environmental studies of the proposed
container trade suggest that Melbourne’s capacity could             port area, to inform a strategic environmental assessment
be exhausted by around 2030 and that there is a need                of the long term development of the port and also design
for additional capacity in Victoria to service the expected         works, to be completed by 2012.”
overflow from Melbourne.                                          Freight Futures is the Victorian Government’s long term
The VPSF has provided sound strategic and governance              strategy to ensure that the State’s freight networks, systems
arrangements and has enabled participants in the port             and infrastructure are planned and developed to continue
system to plan their operations and investments with              performing well to meet the existing and future freight tasks.
confidence. Many of its actions have been completed or            Freight Futures forms an important companion document
well progressed, including delivery of this Port of Hastings –    to the VTP and elaborates the Government’s thinking in
Port Land Use and Transport Strategy (PLUTS).                     relation to freight.
                                                                  Freight Futures identifies a Principal Freight Network (PFN)
                                                                  of key transport (road, rail, sea and air) corridors which
                                                                  link the Freight Activity Centres (FACs), particularly those
                                                                  of national, state and regional significance. Freight Futures
                                                                  recognises ports as particularly important FACs with special
                                                                  attributes and needs and sets out a range of actions to
                                                                  ensure their ongoing efficiency and sustainability.
                                                                  Freight Futures elaborates on the actions required to
                                                                  develop the Port of Hastings – Stage 1:
                                                                    “…continue to plan for the delivery of new port capacity
                                                                    at Hastings in the timeframes required and in a
                                                                    manner that is sustainable and meets the highest
                                                                    environmental standards…
                                                                    …commence detailed environmental benchmark
                                                                    studies and initial concept designs in preparation for
                                                                    formal environmental impact assessment processes
                                                                    for development of the Port of Hastings…
                                                                    …plan for the timely and sustainable delivery of new
                                                                    port capacity at Hastings, including commencement of
                                                                    detailed planning and design for a Stage 1 multi-purpose
                                                                    berth development…”

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Port of Hastings Land Use & Transport Strategy - August 2009
Port Futures                                                      Infrastructure Australia
Port Futures advances new directions outlined in the VTP and      In 2008, Infrastructure Australia (IA) identified the following
Freight Futures and updates aspects of the existing settings      key challenges facing Australia, which are relevant to ports:
in the VPSF, including the sequence of port development
                                                                  • Supporting our cities – Improving the liveability,
and improvements to port governance arrangements.
                                                                    sustainability and productivity of Australia’s major cities.
The goal of Port Futures is to introduce improved policy and
                                                                  • Boosting exports – Increasing the productivity of
strategy settings to ensure that the contribution of Victoria’s
                                                                    Australia’s international gateways, making sure that
ports to the State’s economic prosperity and sustainability is
                                                                    they can meet the rapidly growing freight task without
maintained and maximised.
                                                                    adverse impacts on community amenity.
Port Futures addresses the following key issues of particular
                                                                  • Supporting rural communities – Improving the
relevance to the Port of Hastings:
                                                                    quality of life and economic prosperity in rural and
• Port Governance arrangements – Freight Futures                    regional communities.
  flagged the Government’s intention to integrate the
                                                                  In May 2009, the Australian Government and IA announced
  ports of Hastings and Melbourne. Port Futures develops
                                                                  nine Priority Projects to commence immediately and a
  the policy rationale for this port governance change and
                                                                  further twenty-eight Priority Infrastructure Pipeline projects
  sets out the next steps in implementation.
                                                                  which should proceed to more detailed design development
• Port Planning and Protection – Port Futures provides the        prior to investment. The development of the Port of Hastings
  context for the release of the port land use strategies for     is a priority pipeline project.
  all four commercial trading ports; the requirement that
                                                                  As Melbourne is Australia’s largest container port, planning
  they be updated regularly on a four yearly cycle; and the
                                                                  for long term growth in container trades is critically important
  proposal that they be appropriately recognised in the
                                                                  to Australia’s productivity.
  Victoria Planning Provisions. It also contains a range of
  proposed initiatives to streamline planning processes           From around 2020, it is expected that more room will be
  within and around ports.                                        needed for containers at Melbourne. Hastings will need
                                                                  to accommodate some cargo currently passing through
• Port Safety, Security and Environmental Performance –
                                                                  Melbourne. It is proposed that this displaced trade will be
  Port Futures builds on improvements in safety, security
                                                                  facilitated by Stage 1 of the Hastings development.
  and environmental risk management by giving effect
  to the recommendations of the Review of Pilotage
  Arrangements in Victoria; committing to a full response
  to issues identified in the Marine Emergency Framework
  Review; and undertaking a review of the implementation
  and operation of port Safety and Environment
  Management Plans (SEMPs). Port Futures also identifies
  the priorities for ports in adapting to the challenges
  presented by climate change and increasing community
  expectations on sustainability issues for ports.

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Port of Hastings Land Use & Transport Strategy - August 2009
The Western Port Environment                                     Port of Hastings Corporation

Western Port covers an area of approximately 680km2              The Port of Hastings Corporation (PoHC) is a Victorian
and includes two islands, French Island and Phillip              statutory corporation established in 2004 under the terms
Island, which lie at the centre and entrance of the bay          of the Port Services Act 1995. PoHC is responsible for
respectively. Approximately 40% of its total area is exposed     developing and managing the port in an economically,
mudflat at low tide. Net water flow in Western Port is           socially and environmentally sustainable manner, ensuring
primarily in a clockwise direction around French Island with     that essential port services are available and cost effective
the majority of water exchange with Bass Strait through          and, in cooperation with other relevant responsible bodies,
the western entrance, due to its greater width. Freshwater       ensuring the sustainable growth of trade through the Port
inflow to Western Port comes via 17 waterways which              of Hastings.
drain the catchment. The Bunyip, Bass and Lang Lang
Rivers are the major inflow points, together contributing
approximately 75% of the freshwater inflow.
Western Port is an area of ecological importance; it contains
a vast range of marine life and provides roosting and feeding
areas for waterbirds. The bay is listed under an international
                                                                 Development of the PLUTS
treaty – the Ramsar Convention on Wetlands – and is
included on the convention’s List of Wetlands of International   The Victorian Government released the VPSF in 2004,
Importance. Western Port contains three Marine National          identifying the Government’s plan for the role and
Parks and five Special Management Areas. Native vegetation       development of the Port of Hastings.
and habitat are widespread within the SUZ1 port related
                                                                 In cooperation with the then Victorian Department of
zone and vary from local to international significance.
                                                                 Infrastructure (now the Department of Transport – DoT),
The Western Port Ramsar wetland is a wetland of                  POHC prepared a draft Port of Hastings Land Use &
international significance, encompassing the whole of            Transport Strategy. The draft was exhibited between October
Western Port to the north and east of Phillip Island. The        2006 and March 2007 and community feedback informed
Western Port area was designated as a Ramsar site in 1983        the development of the Proposed Port of Hastings Land
and the area is also listed on the Register of the National      Use & Transport Strategy. PoHC submitted the proposed
Estate (2005).                                                   Strategy to the Victorian Government for its consideration
                                                                 in December 2007.
Western Port is also within the area defined as the
Mornington Peninsula and Western Port Biosphere Reserve.         The Victorian Government has since reviewed PoHC’s
The area (including the Port of Hastings) was designated         proposal and developed a formal response that broadly
under UNESCO’s Man and the Biosphere program in 2002,            supports the planning framework set out in the proposed
joining a network over 400 Biosphere Reserves in more            strategy and provides the context for port development in
than 100 countries. The reserve includes the whole of the        light of recent state and national priorities.
Mornington Peninsula Shire, parts of the City of Frankston,
                                                                 This final Port Land Use & Transport Strategy (“the PLUTS”)
and coastal areas of the municipalities of Casey, Cardinia
                                                                 document reflects these recent policy developments and
and Bass Coast including French and Phillip Islands.
                                                                 sets out the staged development of land and water based
                                                                 infrastructure required for the port of Hastings to meet its
                                                                 projected future trade demands.
                                                                 The Port of Hastings Land Use & Transport Strategy will
                                                                 be reviewed and updated every four years.

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Figure 1: PLUTS development process                                     Objectives of the Strategy

                                                                        The overall objective of the PLUTS is to establish a
                           November 2004
                 Victorian Ports Strategic Framework                    comprehensive framework and process for enabling the
              identifies Hastings for future development                timely and sustainable expansion of the Port of Hastings.
                                                                        The PLUTS framework aims to provide guidance for project
                                                                        development and implementation, including consultation
                           Dec 2005                                     with agencies and the local community; environmental
  PoHC develops Hastings land use and transport access options          appraisal; port interface management; the development
                                                                        approvals process; and, ultimately, infrastructure provision.
                                                                        Specific objectives of the PLUTS are to:
                       Dec 2005 – Mar 2006
  First phase of Community Consultation on land use and transport       • Establish a vision for land use planning in, and transport
              access options (90 submissions received)
                                                                          access to, the Port of Hastings over the next 30 years;
                                                                        • Establish a clear strategic land use plan and land
                             Sept 2006                                    management policy and communicate them
    Consultant prepares Port of Hastings Land Use and Transport
                                                                          effectively to port customers, stakeholders and the
                   Strategic Study (Final Report)
                                                                          neighbouring community;
                                                                        • Define and implement suitable land use designations
                             Sept 2006
                                                                          throughout the port area to provide certainty of land
            PoHC and the Victorian Government releases
 Port of Hastings Land Use and Transport Strategy: Consultation Draft     use in the future;
                                                                        • Identify suitable road and rail transport options to
                                                                          efficiently and cost effectively link the port to key
                      Oct 2006 – Mar 2007
   Second phase of community consultation and public exhibition           regional industrial hubs and the broader State and
                   (521 submissions received)                             national freight and logistic networks;
                                                                        • Ensure that appropriate areas of land and transport
                                                                          corridors are preserved to cater for the future
                         Sept 2007
                                                                          development of the port and associated uses;
      PoHC releases Community Consultation Feedback Report
                                                                        • Effectively integrate planning and development for
                                                                          the port with the social, economic and environmental
                            Dec 2007                                      influences on the surrounding areas; and
   PoHC submits Proposed Port of Hastings Land Use & Transport
              Strategy to the Victorian Government                      • Identify the necessary actions and appropriate
                                                                          staging approaches to achieve the strategic vision.

                              Dec 2008
    Victorian Government releases Victorian Transport Plan (VTP)
     and Freight Futures providing a coordinated and integrated
        approach to transport and freight planning in Victoria

                             August 2009
     Victorian Government releases Victoria’s new port strategy,
          Port Futures and the Government Response to the
                        proposed PLUTS 2007
            PoHC and the Victorian Government release
                 the final Port of Hastings PLUTS

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Planning Principles                                               Existing Land Uses

A set of planning principles for the PLUTS were developed         The Port of Hastings is located within an area that has been
and agreed on by the Project Steering Committee in                set aside under the Mornington Peninsula Planning Scheme
consultation with the Community Reference Group (CRG)             for port related uses, Special Use Zone 1 (SUZ1). Within this
and the Technical Working Group (TWG), formed to help             zone, BlueScope Steel and Esso have significant existing
formulate the PLUTS.                                              uses protected by legislation. (Western Port Development
                                                                  Act 1967 and the Western Port Steelworks Act 1970). Around
The agreed planning principles are:
                                                                  400 ha of the BlueScope area contains a parcel known as
• To protect the future potential for the Port of Hastings        the “Tyabb Reclamation Area” which is actually within the
  to accommodate port operations; container handling              waters of Western Port adjacent to the BlueScope plant.
  facilities; bulk, break bulk, liquid and automotive trades;     This area was identified for reclamation in the early 1970’s
  and related port development once development                   by then owners John Lysaght Pty Ltd who intended the area
  capacity at the Port of Melbourne is reached. (In line          for the development of a steel production plant. This project
  with the Government’s vision outlined in the VPSF 2004);        did not eventuate and the area has not been reclaimed.
• To plan and develop the Port of Hastings to become              The bulk of the area designated as SUZ1 is farm land with
  a model “sustainable” commercial port, integral with            some rural residential and a number of small to medium
  Victoria’s maritime, road and rail freight logistics network;   size commercial operations.
• To plan the port’s layout in accordance with sustainable
  and best practice principles (environmental, land use,
  freight efficiencies, transport access);
• To adopt an integrated system based approach to
  economic, social and environmental assessment
  and management for all aspects of port planning,
  development and operations;
• To develop the port showcasing “green” technologies
  and international best practice in marine and
  terrestrial environmental management and community
  involvement and to recognise the environmental and
  cultural heritage values of the port of Hastings, including
  the Western Port Ramsar Wetlands;
• To implement land use frameworks which can balance
  the port’s operational and efficiency needs with the
  need to protect the amenity and natural environment
  of the surrounding area and provide clear guidance to
  existing and potential port users, the community and
  regulators; and
• To provide transport access to the port via both road
  and rail links to regional and local freight and logistics
  hubs and networks across Victoria.

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Image 1: Aerial Photo of Port Facilities


                                             BlueScope Steel Wharf
                                             Long Island
                                             Crib Point
                                             Stony Point

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Map 1: Hastings Port Related Area


                                        Special Use Zone
                                        Residential 1 Zone
                                        Low Density Residential
                                        Rural Zone
                                        Green Wedge Zone
                                        Road Zone 1
                                        Road Zone 2
                                        Business 1 Zone
                                        Commonwealth Land
                                        Public Use Zone 4
                                        Public Park and Recreation Zone
                                        Public Conservation and Resource Zone
                                        Urban Growth Boundary

                                    Disclaimer This map is produced for illustrative
                                    purposes only and no liability is accepted for any
                                    errors or omissions. Please refer directly to the
                                    Mornington Peninsula Planning Scheme for definitive
                                    advice on the Urban Growth Boundary, zoning and
                                    other planning provisions.
                                    Produced by Strategic Planning Unit, Mornington
                                    Peninsula Shire, 7 March 2005.

                                    0.0 0.3 0.6 0.9 1.2 1.5km

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     The Strategy

                    I 13
Port Land Use
       & Development

14 I

This Port of Hastings Port Land Use & Transport Strategy           The Crib Point precinct, further to the south, is adjacent
(“the PLUTS”) utilises the concept of ‘port precincts’,            to the Crib Point Jetty and will continue to be used as a
which provide a geographical and functional focus for the          liquid berthing facility. However, there is capacity to reassess
areas earmarked for future port operations and staged              the current SUZ1 zoning in this precinct to consider the
development. Three precincts are identified – Long Island,         total area devoted to port uses. This PLUTS suggests
Crib Point and Stony Point – each with a particular role           that there may be scope for community, recreational and
within the Strategy.                                               environmental uses for some of this area. The areas of
                                                                   State owned land between Crib Point and Stony Point are
The PLUTS focuses future development of the Port of
                                                                   identified for environmental rehabilitation and management
Hastings on the Long Island precinct, an area to the
                                                                   in conjunction with local groups, Mornington Peninsula Shire
north east of Hastings township, around Long Island Point.
                                                                   and relevant government agencies.
This area contains existing facilities serving Esso and
BlueScope Steel and includes the largest contiguous parcel         The Stony Point precinct, located at the southern
of Special Use Zone land, providing adequate space for             extremity of the port and adjacent to the Stony Point
future development of container handling and other port            Jetty, is currently used as the port operations centre. It
infrastructure. Long Island will be the preferred location for a   is anticipated that this precinct will become available for
new port operations centre and will become the focal point         community, tourism and recreational uses, including a
for future port activity.                                          continuation of passenger ferry services and potentially,
                                                                   a car ferry service. Management of Stony Point may be
Long Island is some distance away from the residential areas
                                                                   devolved to the Mornington Peninsula Shire, Parks
of Tyabb and Hastings and the port-related SUZ1 provides
                                                                   Victoria or other appropriate entities subject to further
approximately 2000 hectares of land, which, once developed,
                                                                   planning considerations.
can be readily connected by road and rail infrastructure with
minimal impact to the residential population.                      This PLUTS recognises the economic, social and
                                                                   environmental issues surrounding a development of the
Road access to the precinct can be achieved by upgrading
                                                                   scale proposed and therefore provides for a comprehensive
the existing McKirdys Road corridor, without the need for
                                                                   process of assessment and approvals prior to commencement.
trucks to enter the Hastings township, linking directly to the
                                                                   The development approvals process will allow for public
Western Port Highway and the Monash Freeway beyond.
                                                                   inputs during assessments. It is anticipated that each
Rail access can be accommodated in the short term by               stage of port development will require the preparation of
extending existing spur lines and then connecting with the         an Environment Effects Statement (EES) addressing the
Stony Point to Frankston line. Ultimately the port can be          specific effects of that stage as well as the strategic issues
connected via a new corridor exiting parallel to McKirdys          relevant to future stages of port expansion.
Road to Dandenong and, if warranted, to Gippsland in the
long term.
To accommodate the expected growth in trades over
the next 30 years it is proposed that port infrastructure
in this precinct be developed progressively as freight
demands justify expansion. Three stages of development
are proposed, with Stage 1 providing for bulk, break bulk,
cars and general cargo (including the potential for some
Bass Strait trade); Stage 2 accommodating international
containers; and Stage 3 providing additional capacity by
physically integrating and expanding facilities constructed
at Stage 1 and Stage 2.

                                                                                                                                 I 15
Long Island Precinct

Long Island has been identified as the logical location         Stage 1 – 2010 to 2020
for major port expansion. The area is currently used by
BlueScope Steel and Esso-BHP Billiton, is adjacent to           Undertake detailed planning to prepare for the reclamation
existing berthing facilities (BlueScope Steel Wharves and       of land on the “Old Tyabb Reclamation Area” between the
Long Island Point Jetty) and is close to the deep water         existing shoreline and the channel. Dredge berth pockets
channel. The area zoned SUZ1 is more than 2000 ha in            and swing basins and use spoil for the adjacent land fill.
total with around 500 ha currently occupied. The bulk of the    Develop a multi purpose berthing facility comprising up to
precinct is some distance from the major residential centres    3 berths of approximately 300m each, capable of taking
of Hastings and Tyabb and there is potential to provide road    bulk, cars, general cargo and break bulk trades. Connect
and rail access without compromising the amenity of the         Stage 1 to existing rail spur lines to connect with the Stony
urban areas.                                                    Point rail line, enhance the local road connectivity and
                                                                provide premises for a Port Operations facility.
The precinct contains two areas of particular significance
for port development; the “Tyabb Reclamation Area” and the
“Old Tyabb Reclamation Area.” The former is approximately
400 ha in size, has previously been set aside for reclamation
and presents as the ideal space with appropriate
reclamation to establish international container handling       Image 2:
and berthing facilities. The latter is an area of reclaimed     Long Island Precinct Aerial Close Up
land within 50m of the channel and in close proximity to        (focussing on the Old Tyabb Reclamation Area, with the Tyabb
existing road and rail. With additional reclamation of the      Reclamation Area extending to the north of the BlueScope Jetty)
area between the existing shoreline and the channel, this
area is suitable for general purpose berth infrastructure to
accommodate bulk, break bulk, cars and general cargo.

Staging of Development
in the Long Island Precinct

As trade demand grows progressively over time, new
port infrastructure can be developed in stages to meet
the demand for new facilities. Each stage will be subject
to environmental approvals and business case analysis
before proceeding. Three stages of port development
are proposed along with indicative timing to meet the
expected demand forecasts:


                                                                      BlueScope Steel Wharf
                                                                      Long Island

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Stage 2 – 2020 to 2035                                      Stage 3 – Post 2035
Commence detailed planning for the reclamation of the       To cater for trade requirements post 2035, Stages 1
“Tyabb Reclamation Area” to the north of the BlueScope      and 2 would be expanded and integrated. Two possible
Jetty, developing a series of container berths and land     approaches have been identified: a linear continuous
side works to accommodate international container trade.    wharf face parallel to the shore line and main channel,
Dredging of berth pockets and swing basins will generate    or a partial dock berthing area comprising three distinct
fill for adjacent reclamation of land.                      berth faces to join Stages 1 and 2.
Prior to this time, a decision will need to be made about   These three stages would be implemented subject to
a preferred berthing configuration (eg. land-backed         funding considerations and satisfactory completion of
container terminal or offshore island).                     design and planning processes, including consents
                                                            and approvals required under the Commonwealth and
                                                            State legislation. (Environment Protection and Biodiversity
                                                            Conservation Act 1999 (Commonwealth), Planning &
                                                            Environment Act 1987, Coastal Management Act 1995,
                                                            and, Environment Effects Act 1978 (Victorian).
Map 2: Long Island Precinct – Staging of Development


    Key Strategy Elements
    Planning Elements
    Special Use Zone 1
    – port purposes (SUZ1)
    Stage 1 Infrastructure Development
    Stage 2 Infrastructure Development
    Stage 3 Infrastructure Development
0        500     1000 metres

                                                                                                                        I 17
Actions Required
The development of port infrastructure in the precinct will      Berth construction will require land fill and, where
provide for a range of trade types, with the majority of the     practicable, all dredge spoil from the construction of berth
area ultimately devoted to the overflow of international         pockets and swing basins is to be retained for adjacent
containers from the Port of Melbourne. The development           land reclamation. Reclamation areas are to be confirmed
will be adjacent to the existing facilities of Long Island       for structural capability prior to construction.
Point (liquid berth) and BlueScope Steel wharves (general
                                                                 Any development in Stage 1 needs to be cognisant of
purpose and Roll on – Roll off berths).
                                                                 the adjacent Esso Major Hazard Facility and the Esso
Zoning of the area is currently SUZ1 or Public Use Zone          hazard zone.
(PUZ7). It is proposed that this be retained or appropriately
                                                                 Areas of environmental, cultural and heritage significance
modified to accommodate the proposed development.
                                                                 will be identified and treated in accordance with existing
Alternatively a “Comprehensive Port Development Zone”
                                                                 policy provisions.
could be considered.
                                                                 The application of a revised or strengthened Special Use
Infrastructure proposed includes multi-purpose berths in the
                                                                 Zone or the creation of a Comprehensive Port Development
south and container terminal berths to the north with a final
                                                                 Zone at the Long Island precinct will ensure that approval
dock style or continuous berth to connect the two. Provision
                                                                 processes are straight forward and consistent with any
for road and rail access can be achieved in the first instance
                                                                 performance measures established for the zone.
by extending existing rail spur lines and ultimately providing
new road and rail services to the north, exiting the port        It is proposed that the Old Tyabb Reclamation Area
precinct via an upgraded corridor along the alignment of         be transferred from the Department of Sustainability
McKirdys Road.                                                   and Environment (DSE) to PoHC to provide for Stage
                                                                 1 development to take place. For Stage 2 and Stage
Landside infrastructure will include areas for hard stand,
                                                                 3 developments, land will need to be acquired from
storage and handling yards, associated logistics operations
                                                                 BlueScope Steel Pty Ltd.
and a new port operations facility.

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Table 1: Actions – Long Island

 Action                                                                                                         Development Stage
Transfer “Old Tyabb Reclamation Area” (CA76L) from DSE to PoHC.                                                       Stage 1
Negotiate sale and transfer of land from BlueScope Steel to PoHC following survey and confirmation
of long term needs of BlueScope Steel. (Including the “Tyabb Reclamation Area” and the Tyabb                          Stage 2
foreshore area.)
Progressively design and subsequently develop Long Island precinct facilities to accommodate
container related trade as well as provide a multi-purpose capacity (to accommodate bulk, break                   Stages 1, 2 & 3
bulk and motor vehicles).
Ensure adequate back up land is available beyond Long Island Point terminal areas for world class
cargo handling facilities, container support activities and efficient transport and logistics connections.
                                                                                                                      Stage 2

Provide additional swing basins and berth pockets adjacent to new berthing infrastructure, using spoil
to accommodate adjacent land fill.
                                                                                                                   Stages 1, 2 &3

Retain the existing Port Waters of the Port of Hastings, and ensure that any new access channels,
anchorages, swing basins and berthing pockets are clearly defined and identified.
                                                                                                                   Stages 1,2 & 3

Progress more detailed investigations to select the port layout options where marine and terrestrial
environmental impacts can be avoided, minimised or mitigated.
                                                                                                                  Stages 1, 2 & 3

Undertake environmental assessments to identify net gain opportunities for marine, coastal and
terrestrial environments.
                                                                                                                  Stages 1, 2 & 3

Identify and protect all rail and road access easements within the port precinct.                                     Stage 2
Protect areas of heritage significance.                                                                            Stages 1,2 & 3
Retain the existing Special Use Zone 1 (SUZ1) zoning buffer provisions to protect port operations,
infrastructure and future development potential, sustainability and the interface with surrounding land uses.
                                                                                                                  Stages 1, 2 & 3

Identify and incorporate the Esso Hazard Zone into planning for the “Old Tyabb Reclamation Area”
and parcels to the west of the Esso facilities.
                                                                                                                      Stage 1

Protect and enhance areas of marine coastal and terrestrial environmental significance, in particular
protect the marine National Parks within Western Port, the existing “Land for Wildlife” areas adjacent to         Stages 1, 2 & 3
BlueScope Steel
Redefine the SUZ1 specifications or establish a “Comprehensive Port Development Zone” (CDZ) around
the Long Island Precinct (as identified in Long Island Land Use Strategy for Stage 1, 2, 3 development)
to allow for long term certainty of port development. Develop criteria to support the SUZ1/CDZ decision
process allowing port development approvals within the Zone.
                                                                                                                  Stages 1, 2 & 3
Retain existing land zoned SUZ1 at Long Island Precinct outside of any redefined SUZ1/CDZ.
Ensure all other land not zoned SUZ1 within port precinct is appropriately zoned for port purpose,
e.g. CDZ, SUZ1, PUZ4 or PUZ7.
If necessary identify and protect any other land required for port precinct, berth infrastructure and
landside uses through an appropriate planning scheme development overlay.
                                                                                                                  Stages 1, 2 & 3

                                                                                                                                    I 19
The following map provides a conceptual layout of a possible ultimate development
       configuration within the Long Island precinct. It is recognised that further detailed assessment
       and design will required to confirm ultimate dimensions and layouts.
       Map 3: Layout concept for an ultimate Long Island Precinct (Post 2030)

                                               Multi Purpose Terminal       Seagrass
                                               Additional Port Use          Container Terminal Area
                                               Port Related Industry        Stage 3 Option 2
                                               Container Parks Depot        Potential Rail
                                               Bass Strait Trade            Potential Roads
                                               Potential Reclamation Area   Bathymetry
                                               Potential Dredging for       Shipping Channel
                                               Shipping Operations

20 I
Crib Point Precinct

The Crib Point precinct is located south east of Hastings         While retention of the liquid berthing facilities is essential,
and is close to the residential areas of Crib Point township.     as already noted, the majority of port related development
The Crib Point Jetty liquid berth facilities and the former       will be located to the north at Long Island. One of the key
BP refinery site are strategically important assets for the       advantages of this approach is to secure appropriate buffers
State of Victoria.                                                and separate port industrial development and related
                                                                  transport activities from residential and other sensitive uses.
Crib Point has an existing pipeline connection to Long
                                                                  Future developments at Crib Point should aim to reinforce
Island and the Western Port Altona Geelong (WAG) pipeline.
                                                                  this approach. Exploring opportunities for alternative uses of
Current operations at Crib Point include the import of
                                                                  port zoned land which complement the efficient and effective
unleaded petrol for transport via pipeline to the United
                                                                  operation of the port provides some scope to review and
Terminals storage and distribution facility at Hastings and
                                                                  investigate the areas of port related zoning near Crib Point
‘ship to ship’ transfer operations for Roc Oil (transfer of
                                                                  and consider the potential to include conservation, recreation,
crude oil from one vessel to another at a safe berth).
                                                                  rural, and public uses.
Image 3: Crib Point Jetty Close Up                                In particular, while retaining the SUZ1 around the old BP
                                                                  Refinery site, there is an opportunity to review the SUZ1
                                                                  designated areas to allow for other uses that may be
                                                                  compatible with port operations. An exploration of alternative
                                                                  uses of port zoned land should be based on a thorough
                                                                  analysis of future potential uses, including port related use,
                                                                  and undertaken in conjunction with the Mornington Peninsula
                                                                  Shire Council (MPSC), the Department of Innovation Industry
                                                                  & Regional Development (DIIRD) and the Department
                                                                  of Planning and Community Development (DPCD). This
                                                                  exploration and consultation should form part of a coordinated
                                                                  approach to overall planning for the area between Crib Point
                                                                  township and the Crib Point Jetty.
                                                                  Areas to the north of Wooleys Road are considered to be
                                                                  surplus to port requirements and should be investigated for
                                                                  alternative zoning.

    Declared Port Land                                            There is also an opportunity to protect and rehabilitate
                                                                  environment and conservation values on State owned land
                                                                  between Crib Point and Stony Point. It is proposed that
This PLUTS proposes that the Crib Point precinct continue         management and ownership arrangements for this land,
to focus on servicing liquid bulk trades, recognising the         currently owned by DSE and Department of Treasury and
strategic importance of the natural deepwater access to           Finance, be reviewed.
berths at Crib Point Jetty.
                                                                  It is proposed that subject to this review occurring, PoHC
Operations at Crib Point should retain the current focus on       would, in conjunction with DSE and the Mornington
liquid product.                                                   Peninsula Shire Council (MPSC), undertake an environmental
Zoning of the Crib Point Jetty access area, within the            audit of the area prior to establishing a local environment
ownership of PoHC, is currently a mixture of PUZ7 (Public         management plan. The land could be transferred to PoHC,
Use Zone-other uses) and PCRZ (Public Conservation and            managed by PoHC or, alternatively, managed through
Resource Zone). As this parcel is the only foreshore access       a Committee of Management with local
point for port uses available at Crib Point it should be wholly   community involvement.
zoned for port uses as PUZ7. Some areas across the road
from the jetty, in particular the old BP Refinery site, should
be retained as SUZ1 due to the strategic importance of the
connections to the liquid berth, bulk liquid storage
facilities and the WAG pipeline.

                                                                                                                           I 21
Table 2: Actions – Crib Point

  Actions                                                                                                Stage

  Retain Crib Point Jetty and jetty access areas as a liquid bulk terminal and secure PUZ7 zoning
                                                                                                         Stage 1
  for the whole of the jetty access area.

  Progress the establishment of appropriate transport corridors in conjunction with relevant State
                                                                                                         Stage 1
  and local government agencies

  Protect and rehabilitate areas of marine and terrestrial environmental significance, in particular
                                                                                                         Stage 1
  protect the existing Crib Point-Stony Point foreshore.

  Retain the strategically important areas around the former BP Refinery site at Crib Point as Special
  Use Zone 1 (SUZ1) to provide potential capacity to accommodate liquid trades which require
  deep water access (15m+) and land backing.
                                                                                                         Stage 1
  Recognising that there is potential to review some of the SUZ1 zoning in this location to
  accommodate alternative land uses in the future, participate in an exploration of future
  potential uses with MPSC, DIIRD and DPCD.

  Retain SUZ1 buffers between sensitive uses and the Port and areas at Crib Point, and adjacent
                                                                                                         Stage 1
  industrial areas, particularly the buffers to local residential areas.

  Investigate rezoning of SUZ1 land north of Wooleys Road.                                               Stage 1
  Review management and ownership arrangements for land between Crib Point and Stony Point
  currently owned by the State.
                                                                                                         Stage 1
  Undertake an environmental audit and prepare an environment management plan (to include
  net gain evaluation) for this area.

22 I
Map 4: Crib Point Precinct


    Key Strategy Elements
    Planning Elements
    Special Use Zone 1
    – port purposes (SUZ1)

0         500    1000 metres

                               I 23
Stony Point Precinct                                                  Image 4: Stony Point Jetty Close Up

Located at the end of Stony Point Road adjacent to
the Stony Point–Crib Point foreshore and associated
recreational facilities, the PLUTS recognises Stony Point’s
potential to provide for development of tourism and
recreational uses.
The current PUZ7 (Public Use Zone 7) focuses on
the existing use of Stony Point as the location for
port operational activity with office and workshop
buildings and the jetty. PoHC owns the site and the jetty
infrastructure. The jetty is currently divided into public
access (providing passenger ferry services to French
& Phillip Islands) and port operations sections.
With the proposed relocation of port operations to the
Long Island precinct, there is scope to review the long
term use of Stony Point. Current public access is via
Stony Point Road and there is already significant public
use of the area.
The PLUTS proposes that future uses could retain the
current passenger ferry services but could also include a
car ferry between Stony Point and Cowes, additional boat
launching facilities, tourism facilities (café, information
centre, etc).
It is proposed that in the medium to long term these
assets could be transferred to DSE/Parks Victoria or the
Mornington Peninsula Shire. Alternatively, should a car
                                                                           Declared Port Land
ferry operation proceed, PoHC could retain ownership
and lease the facilities for that purpose, ensuring that
there are publicly accessible facilities developed as part
of a car ferry operation.

Table 3: Actions – Stony Point

  Action                                                                                                Stage

  In the short term, retain port administration uses in the Stony Point precinct, and then relocate
  to the main port precinct as part of Stage 1 development at Long Island precinct.
                                                                                                       Stage 1

  Retain and enhance public access to the coastal area where safely possible.                          Stage 1
  Promote recreation and tourism uses in the Stony Point precinct.                                     Stage 1
  Support the development of the proposed Stony Point to Cowes car ferry from Stony Point.             Stage 1
  In the long term, consider ownership and management arrangements for the precinct to
  encourage development of new community activities and uses.
                                                                                                       Stage 2

24 I
Port Transport

                 I 25

Providing effective transport access to and from the Port          All road corridor options considered for this Transport
of Hastings is an essential element of planning for port           Strategy utilise existing road corridors or existing road
development. In 2008, the Victorian Government released            corridor reservations. Key routes have been earmarked
The Victorian Transport Plan and Freight Futures, both of          for upgrading by VicRoads. As forward planning for these
which identified the Port of Hastings as key freight activity      upgrades has included reservations for any future widening
centre on the Principle Freight Network (PFN). The PFN is          or duplication of carriageways, no new road corridors are
part of a larger transport network over which the movement         required. In particular, the Western Port Highway is identified
of freight will be encouraged.                                     as the primary road freight corridor to connect the port to
                                                                   the Victorian road network.
Currently the port is connected to the broader transport
network by rail (Stony Point Line) and via local and regional      Rail connection to Hastings is currently via the Stony Point-
road networks. With increased activity at the port these           Frankston line. This line has limitations that will need to be
existing networks will need to be expanded and upgraded            addressed to accommodate increased freight movements
to ensure effective ongoing access to the Victorian                over the short to medium term. In the longer term, a new
freight and logistics network. The transport system                rail corridor will be needed to connect Hastings with the
needs to provide good linkages within the local port area          industrial and manufacturing areas around Dandenong
and between the port and key intrastate and interstate             and beyond to Melbourne. Ultimately, a connection with
destinations, including via the proposed Metropolitan              Gippsland may also be required to accommodate bulk and
Freight Terminal Network (MFTN) outlined in Freight Futures.       break bulk trades and this will need to be taken into account
                                                                   in selecting a preferred long term rail corridor.
Importantly and consistent with the PoHC desire to
effect a sustainable port which maximises the use of rail          Three major new rail corridor options for the long term
transportation, the Port Transport Strategy (“the Transport        link were identified in developing the Transport Strategy
Strategy”) has set a mode share ‘stretch’ target of 50% for        – the Port Phillip Corridor, the Western Port Corridor and
rail and 50% for road (excluding commodities transported           the Gippsland Corridor. However, further assessment is
by pipeline).                                                      required before a preferred option can be determined for
                                                                   detailed consideration. This would include consideration of
A key objective of the Transport Strategy is to identify
                                                                   environmental assessment, land ownership and acquisition
suitable road and rail transport options from the Port
                                                                   issues, impacts on existing urban and rural activities and
of Hastings to various industrial hubs around Victoria
                                                                   long term protection within relevant planning schemes.
and interstate destinations, in order to ensure adequate
                                                                   At this stage, providing it proves technically feasible to
integration of the port with the Victorian and national freight
                                                                   construct a potential eastward connection to Gippsland at
and logistics network.
                                                                   the northern end of the Port Phillip and/or the Western Port
The Port of Hastings is currently connected to the broader         Corridor, the Gippsland Corridor is not favoured to proceed
Victorian road network by a number of single-carriageway           as the preferred option. However, if significant bulk freight
roads that provide suitable capacity for existing traffic          demands emerge from Gippsland, further consideration
flows. These roads service a variety of land uses along their      will be given to identifying a more suitable alignment to
length, including residential, rural residential, industrial and   Gippsland from Melbourne.
commercial areas.

26 I
Road Access

Regional Access (see Map 5)
This Transport Strategy proposes that the primary road              to accommodate predicted traffic flows post 2030. Any
access route to the expanded port will be the Western Port          future planning work by VicRoads and DoT should include
Highway linking Hastings with Dandenong and Melbourne’s             allowance for future port related traffic.
south eastern suburbs. Development of the Peninsula Link,
                                                                    Expected volumes of port traffic suggest that elevating the
connecting EastLink and the Mornington Peninsula Freeway
                                                                    Western Port Highway to freeway standard may be required
will provide an alternative link from Hastings to the broader
                                                                    in the longer term. Further, associated grade separated
metropolitan road network.
                                                                    intersections may assist east west movements between
Port connectivity through to Gippsland along the existing           Hastings and Dandenong.
road corridors of Tyabb-Tooradin Road, Baxter-Tooradin
                                                                    While the Western Port Highway is not directly linked to the
Road, South Gippsland Highway and the Koo Wee Rup-
                                                                    port at present, the developments proposed in Stage 2
Pakenham Road will require some improvements.
                                                                    will provide a direct link along a redesigned and upgraded
The Western Port Highway will be upgraded to four lanes             McKirdys Road.
progressively to accommodate Melbourne 2030 population
                                                                    Any road access arrangements need to be developed in
growth. VicRoads already has a proposal for development
                                                                    collaboration with PoHC, the DoT, VicRoads and respective
Table 4: Actions – Regional Road Access                             local governments.

  Action                                                                                                       Stage
  VicRoads develop Western Port Highway to freeway standard from the north to the
                                                                                                          Stages 1, 2 & 3
  Tyabb-Tooradin Road.

  PoHC support the construction of Peninsula Link.                                                         Stages 1 & 2
  PoHC encourage improved port connections to Gippsland via the use of Tyabb-Tooradin Road,
  Baxter-Tooradin Road, South Gippsland Highway and the Koo Wee Rup-Pakenham Road with                     Stages 2 & 3
  a local bypass of Koo Wee Rup.

  VicRoads design and encourage use of appropriate regional east-west freight routes such as
                                                                                                           Stages 2 & 3
  Thompsons Road and Greens Road to connect to EastLink.

  PoHC/DoT/VicRoads to develop strategies which facilitate the establishment of specific
                                                                                                          Stages 1, 2 & 3
  port-related regional road freight routes (similar to Over Dimensional routes).

  PoHC/VicRoads upgrade McKirdys Road to provide direct access to Western Port Highway.                       Stage 2
  VicRoads and local government provide upgrades as required to all preferred transport routes.           Stages 1, 2 & 3

                                                                                                                              I 27
Map 5: Regional Road Access

                                                                                            Western Port Road Corridor
 Port Phillip Road Corridor                                                                 Preferred primary road access
 Potential medium term road access


                                                                Danden                                                                     Gippsland Road Corridor
                                                                Bypass ong P                                                               Potential long term alternative
                                                                           Din opo
                                                                          By gle sed                                                       road access
                                                                            pa y
                                                                                                                                                                               Gippsland Road Corridor
                                   Potential regional east-west                                                                                                                Potential long term alternative
                 Chelsea           road freight links                                                                                                                          road access
                                             East Link

                                                                          ons Rd


                                                                                                                                                          Potential access options

                                                                                                                                                          to Gippsland

                                                                                              Develop Western Port
                                                                                              Hwy to freeway standard
                                                                                                                           Ways R


                                                                                                                                                                                                Rup Rd


                                                                                                                     Clyde -


                                                                                                                                                                                             Koo W


                                                                                                                                                        Potential road bypass of


                                                                                                                                                        Koo Wee Rup township required

                                                                                                            din Rd
                                                                                              Baxter - Toora


                                                                                          Develop Western Port Hwy as a
                                                                                          4 lane divided road to Hastings                               Western Port

                                                                                           Long Island
  Potential bypass of Somerville
  and Tyabb through use of
  Coolart and Graydens Roads

                                                                                                                                    0                         5               10km

                                                                                          Stony Point and
                                                                                          Crib Point Precinct


            Existing road corridor
            Potential road corridor option

28 I
Local Access (See Map 7)
In order to secure an access to and from the port that                 of the suggested link between this main intersection and a
avoids residential areas of Somerville and Tyabb, the                  new corridor to link at Watts Road will allow for a smooth
Transport Strategy proposes the upgrading of Graydens                  passage of commuter traffic from Hastings to the north.
Road and Coolart Road.
                                                                       There is currently a provision for ultimately upgrading Watts
Utilise the existing road reservation and develop the western          Road, Hastings to a four lane divided road through to Reid
end of Bayview Road to enable port-related road freight to             Parade in the south to provide improved local access.
connect with Western Port Highway.
Diverting freight traffic along this corridor will allow for further
upgrading of the connection of the Western Port Highway
and the Frankston Flinders Road intersection. Development

Table 5: Actions – Local Road Access

  Action                                                                                                          Stage

  PoHC/DoT/VicRoads/Mornington Peninsula Shire to develop strategies which facilitate the
                                                                                                             Stages 1, 2 & 3
  establishment of specific port-related local road freight routes.

  PoHC support the extension of Bayview Road to provide a direct connection with the Western
                                                                                                                 Stage 1
  Port Highway.

  PoHC support the proposed connection between the Western Port Highway and Watts Road
  (with a grade separation over the Frankston-Stony Point rail line) and initiative for widening                 Stage 2
  of Watts Road through to Reid Parade.

  PoHC/DoT/VicRoads/Mornington Peninsula Shire consider local improvements required
  to link Hastings with the Mornington Peninsula Freeway corridor and Frankston and to
                                                                                                              Stages 2 & 3
  avoid existing built-up residential areas (Graydens Road, Coolart Road and part of the
  Frankston-Flinders Road).

  PoHC support upgrades to all preferred transport routes.                                                   Stages 1, 2 & 3

                                                                                                                                 I 29
Rail Access

Rail access into the port areas requires upgrading to            The assessment methodology, findings and recommended
ensure long term connectivity and to allow for the proposed      rail access strategy are outlined in full in the Port of Hastings
50% rail mode share. Stage 1 development will require            Land Use and Transport Strategic Study – Final Report
an extension of the existing Stony Point spur line, serving      (September 2006) and summarised in the Report on the Port
BlueScope Steel and Esso, to the “Old Tyabb Reclamation          of Hastings Land Use and Transport Strategy, Consultation
Area” at the eastern end of Bayview Road. This connection        Draft. In summary, the recommended strategy was as follows:
would allow use of the Frankston – Stony Point line capacity
                                                                 • Preferred Short-term Option – Initial utilisation of available
until a new corridor could be developed. Some progressive
                                                                   capacity on the existing Frankston-Stony Point corridor
improvements to the Frankston – Stony Point line will be
                                                                   until such time that capacity is reached
required to improve its operational capacity. These can
be accommodated within the existing rail reserve.                • Then upgrading the signalling/safe working arrangements
                                                                   on the Hastings to Frankston section to allow off-peak
In the longer term, a new corridor will be required providing
                                                                   freight train operations (medium term)
direct connections to the Dandenong industrial area, the
metropolitan network and, potentially, to Gippsland, as trade    • Then, enhancing the capacity of the Frankston-Baxter
demands emerge in that region. The Port of Hastings Land           corridor by either providing crossing facilities or duplicating
Use and Transport Strategic Study – Final Report (Maunsell,        the Frankston-Hastings section (medium term)
September 2006) identified four possible rail access options     • For the long term and to connect the port with the
to the Port of Hastings:                                           Gippsland region, constructing a new rail line from the
1. Frankston-Stony Point Rail Line                                 Port of Hastings along the Gippsland corridor as far as
                                                                   Clyde, assuming the rail line between Cranbourne and
2. Port Phillip Corridor
                                                                   Dandenong has been duplicated for suburban capacity
3. Western Port Highway Corridor                                   reasons (post 2020).
4. Gippsland Corridor                                            Possible future expansion options included:
Each option was assessed against the following attributes:       • Constructing a new railway from Clyde to Officer
                                                                   to provide a connection to eastern Dandenong
• Ability to obtain access for required freight train volumes.
                                                                   and/or Gippsland.
• Access to key freight origins and destinations, as well
                                                                 • Provide a standard gauge link to the interstate network.
  as intermodal terminals. Key locations include
  Melbourne, Altona, Somerton, Dandenong, Gippsland              The PLUTS consultation from October 2006 – March 2007
  and interstate networks.                                       generated over 520 submissions. Feedback from both local
                                                                 communities and affected Councils pointed to the need
• Potential for a standard gauge link.
                                                                 for further assessment to be undertaken before a preferred
• Potential for double stack access.                             Gippsland rail corridor option was determined.
• Community impacts.
• Use of existing rail corridors.
• Expected cost ranges.

30 I
DoT subsequently carried out a structured assessment                DoT, as the responsible State agency for rail network
of the relative merits of the ‘Western Port Highway’, ‘Port         planning will undertake further targeted conceptual design
Phillip’ and ‘Gippsland’ corridor options. The assessment           and assessment to provide a more complete basis for
indicated that, while the total estimated cost of constructing      comparing the various corridor options in terms of likely
rail in each of the corridors was similar, the community            footprint, land purchase cost, construction cost and
impacts were significant on the ‘Gippsland’ corridor.               potential impacts.
As a result of this investigation, the Victorian Government
no longer favours the ‘Gippsland’ corridor option, leaving
the ‘Port Phillip’ and ‘Western Port’ corridor options (and
variations of these options) for further consideration.

Table 6: Actions – Rail Access

  Action                                                                                                      Stage

  Regional Rail Connections
  DoT to lead further detailed assessment of rail corridor capacities and options and requests
                                                                                                             Stage 1
  that DoT provide a recommendation to Government on a preferred rail corridor.

  For the long term, and to connect the port with the Dandenong & Gippsland regions,
  PoHC support planning for a new rail line from the Port of Hastings along a new route to be             Stages 2 & 3
  established by the Government.

  Local Rail Connections
  DoT consider provision of a rail line connection from the existing BlueScope Steel/Esso spur
                                                                                                             Stage 1
  to “Old Tyabb Reclamation Area”.

  PoHC support initial use of available capacity on the existing Melbourne-Frankston-Stony Point
                                                                                                             Stage 1
  Corridor until capacity is reached.

  DoT upgrade the signalling/safe working arrangements on the Hastings to Frankston section
                                                                                                           Stage 1, 2
  to allow off-peak freight train operations (medium term).

  DoT enhance the capacity of the Hastings-Frankston corridor by either providing crossing
                                                                                                          Stages 1 & 2
  facilities at selected locations or by duplicating the entire track length (medium term).

                                                                                                                            I 31
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