f victoria’s commercial ports....melbourne vic 3000 australia ghd pty ltd level 8 180 lonsdale...

In May 2016 the Special Minister of State asked Infrastructure Victoria to provide advice on the future capacity of Victoria’s commercial ports. Specifically, the Minister has asked for advice on when the need for a second container port is likely to arise and which variables may alter this timeline. The Minister has also asked for advice on where a second container port would ideally be located and under what conditions, including the suitability of, and barriers to investing in, sites at the Port of Hastings and the Bay West location.

In undertaking this task, Infrastructure Victoria reviewed work that was completed as part of the Port of Hastings development project before it was cancelled in 2014. This document forms part of the initial work undertaken for the proposed port development at Hastings. Infrastructure Victoria considers that much of the previous Hastings work, although preliminary in nature, is relevant and suitable for informing a strategic assessment. Therefore, Infrastructure Victoria has made the reports previously commissioned for the development project part of the evidence base on which Infrastructure Victoria will use in providing the Minister with advice.

The opinions, conclusions and any recommendations in this document are based on conditions encountered and information reviewed at the date of preparation of the document and for the purposes of the Port of Hastings Development Project.

Infrastructure Victoria and its consultants have used the information contained in these reports as an input but have not wholly relied on all the information presented in these reports.

AECOM Australia Pty Ltd

Level 9

8 Exhibition Street Melbourne VIC 3000

Australia

www.aecom.com

GHD Pty Ltd

Level 8

180 Lonsdale Street Melbourne VIC 3000

Australia

www.ghd.com

AGH- CEP0-EG-MEM-0016 2-Dec-14 1

The purpose of this document is to define initial berth alignments to be considered for the development of the terminal layouts and wharf structural options. These berths alignments and variants of them will be refined and optimised as part of the ongoing studies to develop options for the Integrated Options Analysis. These ongoing studies include channel design, terminal system analysis, wharf and terminal design, hydrodynamic modelling, environmental studies and dredge material management studies.

1.1 Berth Alignment Between Long Island Point and BlueScope Jetties

A previous memo (AGH-CEP0-EG-MEM-0015 - Vessel Clearances and Safety Zones at LIP) outlined based on a preliminary assessment that the southern end of the new structure could be located no closer than 250m north of the centre point of the Long Island Point jetty. Discussions with Esso and a formal risk assessment under the procedures set out by WorkSafe Victoria are required to confirm these initial requirements. Additionally the memo recommended that at this stage the new wharf berth line should to be closely aligned with the existing Long Island Point Jetty and BlueScope RORO wharf berth line. Figure 1 outlines this arrangement.

Memorandum

To Lal Edirisinghe

CC Udhaya Arambawela, Matt Primmer, Venket Naidu, Richard Clarke, Richard Hill, Andrew McArthur & Peter Fountain

Subject Initial Berth Alignments and Terminal Footprint

From Ben Gray

File/Ref No. AGH- CEP0-EG-MEM-0016 Date 2-Dec-14

Draft for discussion purposes

Figure 1. Proposed Berth Alignment Between LIP and BlueScope Jetty

1.2 Terminal Area between Long Island Point and BlueScope Jetties

Along the southern boundary of the terminal a minimum separation distance of 100m is required around the approach to the Long Island Jetty. This results in the terminal boundary extending 220m perpendicular from the southernmost berth. From this point the boundary is angled at 30 degrees to maintain the 100m offset from the Long Island Jetty approach.

The Esso safety zones along the eastern boundary have not been confirmed. In the meantime a 30m wide buffer has been allowed in order to construct a 10m high bund along the boundary. This could possibly be a wall instead of a bund if more space is required.

As outlined in Figure 2, the southern 200m of berth length has a restricted depth of terminal. It is proposed that this berth would be available for container operations with the crane rail extending to the southern end of the berths, however any automated areas would be fenced off so that the southern 200m of terminal area length can also be used for manual operations that could include the following:

- Replacement quarter ramp RoRo area for occasional use by Bluescope. - Heavy lift area. - Parking area for Out of Gauge (OOG) cargo, spare spreaders and other equipment.

For the 430m of berth north of the southernmost 200m of berth the depth of the terminal will be limited to between 500-600m, mostly about 520m. However once past this there is sufficient room for a 600m deep terminal.

North

In total there is 1,450m of berth length up to the exiting general purpose BlueScope berth. This includes the demolition of the existing RORO BlueScope berth but includes the northern BlueScope berth remaining in operation.

Figure 2. Terminal Area between Long Island Point and BlueScope Jetties

1.3 Berth Alignment beyond the BlueScope Jetties

From the BlueScope Jetties the berth alignment extends by another 750m to provide a total berth length of 2,200m for the initial construction.

At this point the berth line changes to form the two different alignments that define two of the three options that are currently being considered:

- Along the Shore Option – berth line follows the general shape of the shoreline and bed contours - Basin Option – A basin is excavated in from the shore line with berths potentially located on both

sides

Additionally a Straight Line Option starting from the same southern point as the other options has been considered. This alignment is 5,200m long and approximately followings the -10m CD contour and the layout is shown in the attached Figure AGH-CEP0-EG-FIG-0096.

For the Along the Shore Option the berth alignment changes by 44 degrees to the east and approximately follows the -5m CD contour. The length of this facet is 3,000m which brings the total berth length to 5,200m. This layout is shown in the attached Figure AGH-CEP0-EG-FIG-0097.

For the Basin Option the berth alignment changes by 46 degrees to the west in order to maintain a 100m clearance between the back of a 600m deep terminal and the centreline of the existing road around the north of the BlueScope facility. The length of the basin is 2,500m with an additional 800m of berths on the northern side of the basin. The width of the basin is currently nominated as 450m. The total berth length of this alignment is currently 5,500m to account for potential inefficiencies in operations as a result of the detached 800m of quay. This layout is shown in the attached Figure AGH-CEP0-EG-FIG-0098.

These berth lengths will be confirmed as part of the ongoing terminal systems analysis.

820m

430m

200m

1,450m

500-600m

Min 600m

220m

North

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MetresMap Projection: Transverse Mercator

Horizontal Datum: GDA 1994Grid: GDA 1994 MGA Zone 55

© 2014. Whilst every care has been taken to prepare this map, Port of Hastings Development Authority, GHD (and DEPI) make no representations or warranties about its accuracy, reliability, completeness or suitability for any particular purpose and cannot accept liability and responsibility of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred by any party as a result of the map being inaccurate, incomplete or unsuitable in any way and for any reason.

Port of Hastings Development ProjectRevision A

26 Nov 2014

Straight Berth Alignment

Date

Data source: VicMap Background Layers(DEPI, 2014); Port Design (Aecom GHD Joint Venture, 2014) Created by: cillingworth

2/34 High Street Hastings VIC 3915 Australia T 1300 149 478 F 61 3 5979 5500 E [email protected] W www.portofhastings.com

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Full Port Development

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Along the Shore Berth Alignment

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