Feasibility Study - Department of Transport

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• minor road upgrades would be required to meet safety requirements for the car-carrying truck fleet accessing the port • VRCA’s existing channel access and boating safety education program would adequately address marine safety issues • visual impacts would be evaluated in any required statutory approvals process • truck trips per day (one-way) in the port precinct would increase as shown below. Road congestion effects Relocation to Geelong would not perceptibly reduce congestion over the West Gate Bridge or on port access roads. The movement of motor vehicles represents only five per cent of the total port-related truck movements, which in turn represent approximately three per cent of traffic on the M1 and over the West Gate Bridge. Therefore, motor vehicle trades represent around 0.1 per cent of traffic on the West Gate Bridge. Truck numbers may reduce slightly if longer transport vehicles for the line-haul from Geelong to Altona/ Laverton are introduced. However, these vehicles are unlikely to be suitable for the distribution task to dealers on smaller local roads. Additional truck trips per day from car trade growth 5. Delivery issues A number of issues would need to be addressed to achieve the successful and timely relocation of motor vehicle imports and exports to the Port of Geelong. Timing Relocation of motor vehicle trades to Geelong would need to be coordinated with other port development proposals within the Port of Melbourne. It is understood that the earliest possible date that relocation of the motor vehicle trades could be required is around 2014/15. Planning, design, approvals, procurement and construction of a facility would need to be completed within three to four years. This timeframe is considered tight but achievable. 2020 2030 2050 Port to Compound 35 50 98 Compound to Dealer 42 63 128 Factory to Port 10 11 12 Total 87 124 238 Ownership, access, competition and pricing The Port of Geelong is privately owned. If the motor vehicle trades were relocated to the port, the State would need to enter into binding project agreements with the port owner, its agents and financiers to ensure that an adequate level of service is provided to the motor vehicle industry, including expansion of the facility over time to accommodate forecast growth. The Government would draw on similar experiences in reaching agreements, eg. Public-Private Partnerships, in structuring the project agreements. The automotive handling and logistics services industry is concentrated in the hands of a few related and integrated companies. This includes terminal operation, stevedoring and PDI. Most industry submitters to the discussion paper supported a model whereby an independent operator develops and manages the facility at Geelong and makes it available on an open access arrangement, reflecting arrangements at other motor vehicle port terminals around Australia. 18 Feasibility Study Relocating motor vehicle importing and exporting to the Port of Geelong
It is envisaged that similar to other Australian ports, an independent pricing monitor such as a competition authority would be the appropriate body to monitor prices and charges at the port. Further consideration of the most appropriate regulatory framework is required. The Victorian Essential Services Commission may have a role to play in this regard. Statutory approvals The development of the Port of Geelong to handle motor vehicle and related trades would require consents under a number of State and Commonwealth legislation, including: • Coastal Management Act 1995 (Vic) – approval for dredging, spoil disposal and land reclamation would be required • Planning and Environment Act 1987 (Vic) – planning scheme amendment for the area of land to be reclaimed would be required. The City of Greater Geelong is the relevant planning and responsible authority for the subject land at present • Environment Effects Act 1978 (Vic) – a referral under this Act would be required, to determine whether an Environment Effects Statement (EES) would be needed • Environmental Protection and Biodiversity Conservation Act 1999 (Cth) – referral of the proposal to the Commonwealth Minister for decision on whether a formal assessment and review process may be required. To date, no potentially significant environmental impacts have been identified on the marine or terrestrial environment. However, there is a risk that as new information comes to hand during future site and project investigations this could alter the initial assessment. 6. Geelong option – summary of key findings This section summarises the key findings of feasibility investigations into relocating motor vehicle imports and exports to the Port of Geelong. Feasibility assessment Corio Quay could be redeveloped to provide sufficient berth and quay capacity to meet long-term demand for motor vehicle imports and exports and related trades The Geelong channel has sufficient depth for the forecast largest ship and capacity for initial ship numbers. However, by 2030 the one-way nature of the channel would result in delays to 50 per cent of in-bound car-carrying vessels. These vessels would experience an average of four hours delay, with adverse wind conditions exacerbating delays. The 20 hectares of available and useable land at grade within the Port of Geelong at project commencement would be sufficient to handle all imports and current reduced export volumes (around 40,000) until around 2020, as well as providing five hectares of outdoor and undercover storage for related trades. An additional 15 hectares of useable land/floor space would be required to cater for demand to 2040. This could be achieved by: • acquisition of additional project land, most likely the land between the Melbourne-Geelong rail corridor and Princes Highway, and • construction of a multi-storey car park on the acquired land, or over Corio Quay South, or both, at an estimated cost of between $135-150 million. The multi-storey car park space would more likely be used for handling vehicles with longer dwell times at the port, such as exports and longer-term storage of imports. Feasibility Study Relocating motor vehicle importing and exporting to the Port of Geelong 19
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Feasibility Study - Department of Transport

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