Melbourne Ferries Background Study: Discussion Paper

Transcription

Melbourne Ferries
Background Study
Discussion Paper
2013
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Melbourne Ferries Background Study
Discussion Paper
Foreword from the Minister
Since Melbourne’s earliest days, Port Phillip Bay and the Yarra River have played an integral role in the growth
and prosperity of the city.
With growing populations in coastal areas in Melbourne’s west such as Werribee, Geelong and the Bellarine Peninsula,
and the emergence of inner-city waterside precincts such as Docklands and Fishermans Bend, there is an opportunity
for ferries to form part of our transport network.
I have commissioned the ferry feasibility study to identify the preconditions that are necessary for viable commuter
services between Docklands, Williamstown, Point Cook, Werribee South, Geelong and Portarlington.
The study considers not just transport efficiency benefits but also the potential from increasing the liveability,
vibrancy and investment attraction of our waterfront districts, and the potential for a passenger ferry service
to offset the need for other rail and road transport infrastructure.
This Discussion Paper provides a preliminary review of the key operational facts, issues and challenges in operating
commuter ferry services for Melbourne’s west. It is informative and highlights some of the key challenges.
Further work is being undertaken to identify the conditions where ferry services would be viable, including
the service conditions to be an attractive alternative to the road or rail, forecasting commuter and recreational
passenger demands, and necessary infrastructure investments. A final report with a feasibility analysis
is expected to be completed by mid 2013.
The Hon Matthew Guy MLC
Minister for Planning
Discussion Paper
Discussion Paper
Contents
1
Introduction
1
2
Growth of Melbourne’s west and the Docklands
3
3
Water transport services in other places
10
4
Our shipping channels and waterways
14
5
Possible ferry service locations
22
6
Vessels and operations
30
7
Next steps
34
i
Discussion Paper
Figures
Figure 1: Relative change in journeys to the Melbourne local government area
4
Figure 2: Docklands development in progress
7
Figure 3: Sydney’s harbours and ferry network
10
Figure 4: Port Phillip Bay - port waters and navigation channels
14
Figure 5: Melbourne’s river docks
15
Figure 6: Port Phillip bathymetry
20
Figure 7: Potential ferry network
22
Figure 8: Point Cook coastline
23
Figure 9: Wyndham Harbour Marina
24
Figure 10: Sites identified in Altona
25
Figure 11: Waterside zones and management in Williamstown
26
Figure 12: Steampacket Quay and proposed Yarra Street Pier, Geelong
27
Figure 13: Potential Docklands ferry terminal locations
29
Tables
Table 1: Population change 2001-2011 for selected locations
3
Table 2: Patterns of journeys to work for selected locations
5
Table 3: Key tourism sites along the proposed ferry routes
8
Table 4: Demand factors at play in a pick of major ferry systems
12
Table 5: Port of Melbourne movements per week in a sample of weeks in 2011
16
Table 6: Speed restrictions in place on Parks Victoria waters
18
Table 7: Speed restrictions in place on PoM waters
18
Table 8: Journey times under different maximum speed scenarios
32
ii
Discussion Paper
1
Introduction
1.1
The most noticeable trend affecting the western
corridor is the rapid pace of population and housing
growth in areas like Wyndham and Greater Geelong.
With growth in local employment unable to keep pace
with record population growth, particularly in Wyndham,
many residents are required to work in and around
the CBD. As such, there is a pressing need to explore
all transport options to share the commuter load with
existing and planned arterials and public transport links.
Background to the study
The Victorian Government is preparing a metropolitan
planning strategy for Melbourne to build on its
liveability and ensure the future prosperity of the
State. The strategy and regional growth plans will
provide a long-term vision for Victoria – including
housing choice, transport accessibility, economic
growth, environmental protection, infrastructure,
and community services.
Apart from continued growth in the west of the
city, Melbourne Docklands is beginning to flourish
and take shape in line with the original plans for
the precinct. With recent major completions and
ongoing construction, Docklands is becoming a
major employment precinct, where there are great
opportunities for it to be further developed into a
vibrant and bustling waterfront commercial and
residential centre.
In the medium and longer terms, significant transport
infrastructure investment is required to counter
congestion in the western corridor. All options for
commuter transport services that connect the rapidly
growing west of Melbourne with the central business
district (CBD) are being examined.
This study of a potential ferry service is being
undertaken in the context of developing a
metropolitan planning strategy; however is overall
a separate and specific exercise. It considers
the possibility of passenger ferry services
to connect areas on the west of Port Phillip Bay
with Melbourne’s CBD.
The introduction of a ferry service in Melbourne’s west,
connected to the CBD at Melbourne Docklands, has
the potential to strengthen the transport system and
further enhance the vitality of the precinct. It also has
the potential to strengthen coastal communities along
western Port Phillip Bay and attract more tourists to
the region.
While the feasibility of passenger ferry services has
been examined by previous governments, there are a
number of factors that have changed in recent years
that support reconsidering the merits of water-based
passenger transport.
In undertaking this study, the Victorian Government
is interested in understanding the economic and
technical feasibility of introducing ferry services
in Melbourne’s west. Importantly, and in a break
with previous studies, the aim is to identify the
preconditions, possible pathways and mechanisms
to establish and maintain a sustainable service.
1
Discussion Paper
1.2 This Discussion Paper
The purpose of this Discussion Paper is to inform the
public about the study and to engage with interested
parties on key themes and issues.
It is important to again update people on the state
of play in Melbourne’s west and Docklands, and how
patterns of growth and demand could support a Port
Phillip ferry service. The study has also considered the
use of water transport services in other places in order
to identify lessons to take into this study.
A key part of this study is to clarify the importance of
our shipping channels and waterways, and how a ferry
service to Melbourne Docklands would be required
to share waterways with recreational users and
commercial vessels accessing the Port of Melbourne.
This Discussion Paper includes a preliminary review of
possible ferry berth locations in Melbourne Docklands,
Wyndham, Hobsons Bay and Greater Geelong,
and canvasses some of their pros and cons. It also
identifies possible vessel options, and what can be
achieved in terms of capacity and journey times.
Lastly, this paper also provides an overview of
ongoing technical work and consultation with key
stakeholders and the public.
2
Discussion Paper
2
Growth of Melbourne’s
West and the Docklands
2.1 Introduction
Between 2001 and 2011, Wyndham was the fastest
growing local government area (LGA) in Melbourne,
almost doubling in population during that time.
Significant growth is forecast to continue within
the western corridor and, by 2031, Wyndham’s
population will have again doubled to become
the second most populated LGA in Victoria.
The consideration of a ferry service for Melbourne
requires an in-depth understanding of the factors
that are shaping the city’s development. With respect
to transport, it is the trends in population growth
and employment patterns that create the greatest
demands for new investment and travel options.
Population growth in the western growth corridor
has not been sufficiently matched by growth in
employment opportunities. While employment is
forecast to develop around Werribee and Geelong,
such as in the planned East Werribee Employment
Precinct (see below), job growth is not expected to
keep pace with population growth in the short term,
and many residents in the west are expected to
work in and around the CBD.
2.2 Trends affecting
Melbourne’s west
Population and employment
In recent times, Melbourne’s west has experienced
rapid housing and population growth, with this
trend predicted to continue over coming decades.
By 2026, over one-fifth of Melbourne’s 900,000
expected additional residents are projected to reside
in Melbourne’s west, largely centred in Wyndham1.
Table 1: Population change 2001-2011 for selected locations
Region
2001
2006
2011
Altona, Williamstown
25,353
25,390
26,462
Point Cook, Werribee,
Werribee Sth.
37,871
51,137
72,483
Geelong City+
115,726
122,570
131,365
Bellarine Peninsula#
33,481
35,622
39,055
Source: ABS Census Data, Ernst & Young Analysis
+ Geelong, Geelong West-Hamlyn Heights, Highton, Belmont,Leopold, Newcomb-Moolap, Newtown, North Geelong- Bell Park, Grovedale,
#Portarlington, Queenscliff, Clifton Springs, Ocean Grove-Barwon Heads
1
Department of Planning and Community Development (2012),
‘Victoria in Future 2012’, Department of Planning and Community
Development, Melbourne.
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Discussion Paper
Frankston, which is a major bayside LGA in the city’s
south east, has strikingly different travel patterns,
with residents generally travelling to work in Frankston
or nearby LGAs, and only around 6% of residents
travelling to work in the City of Melbourne.
The need for those living in the west to commute to
Melbourne is already being seen. Census data since
1996 has consistently demonstrated large growth
in the number of journeys being made between
Wyndham and the City of Melbourne. This makes
Wyndham unique among our bay-side communities.
A large number of people also commute to
Melbourne from Greater Geelong, whether by car or
in taking advantage of fast regional rail connections.
While the most recent Census is showing a drop
in journeys to work in the City of Melbourne,
the absolute levels remain high and support
consideration of alternative travel options.
Furthermore, within Wyndham, those living south
of the M1 (Princes) Highway in Point Cook are more
likely to work in the City of Melbourne compared to
those living to the north of the city’s major south
western arterial. For example, recent Census data
shows that around 29% of journeys to work from
Point Cook are to the City of Melbourne, which
compares to the rest of Wyndham, which averages
17% of journeys.
The patterns of employment for residents of Altona
and Williamstown are much like other established
parts of Melbourne, with jobs dispersed evenly
between the City of Melbourne, Hobsons Bay
and neighbouring LGAs. As such, travel to
the CBD remains high in absolute terms.
Figure 1: Relative change in journeys to the Melbourne local government area
300
Hobsons Bay
250
1996 = 100 base units
Wyndham
Greater Geelong
200
150
100
50
0
1996
2001
2006
4
2011
Discussion Paper
Table 2: Patterns of journeys to work for selected locations
Own
LGA
Melbourne
LGA
Neighbouring
LGAs
Other
LGAs
Altona
1,218
(27%)
1,106
(25%)
867
(19%)
1,272
(29%)
Williamstown
1,870
(29%)
1,766
(27%)
1,019
(16%)
1,823
(28%)
Point Cook
3,589
(22%)
4,568
(29%)
2,463
(15%)
5,359
(34%)
Wyndham LGA
(ex Point Cook)
19,821
(33%)
10,236
(17%)
10,644
(18%)
19,561
(32%)
Geelong City*
31,606
(75%)
1,910
(5%)
2,088
(5%)
6,324
(15%)
Bellarine Peninsula^
8,963
(69%)
479
(4%)
1,326
(10%)
2,301
(18%)
Frankston LGA
18,954
(37%)
3,314
(6%)
19,082
(37%)
10,058
(20%)
Region
* Belmont, Geelong, Geelong West-Hamlyn Heights, Grovedale, Highton, Leopold, Newcomb-Moolap, Newtown, North Geelong- Bell Park,
^ Barwon Heads, Clifton Springs, Ocean Grove, Portarlington, Point Lonsdale, Queenscliff
East Werribee Employment Precinct
Infrastructure projects
The Victorian Government is aware of the need to
address the balance of employment in Melbourne’s
west and is undertaking initiatives that will see
increased business and employment activity in
the region over the longer term.
The Victorian Government is aware of the issues
facing Melbourne’s west and is investing in a number
of major transport projects to cater for planned
growth in population in the coming years.
Notable projects include the Regional Rail Link, which
is currently under construction, and the planned East
West Link and Melbourne Metro. There are also a
number of local transport initiatives underway.
All of these projects will deliver significant benefits
to residents of Melbourne’s west.
The recently announced vision for the East Werribee
Employment Precinct (EWEP) is, in combination
with the Werribee City Centre, to grow as a regional
centre for high skilled employment and services, with
an emphasis on research, technology, education,
health, business services and advanced clean
manufacturing, integrated with a diverse range
of high quality supporting dwellings. Served by a
proposed new train station at Derrimut Road, a new
freeway interchange at Sneydes Road, and highly
attractive tree lined boulevards, it will in time become
a Capital City for Melbourne’s New West: a focal point
of economic, cultural and environmental excellence.
Regional Rail Link
The Regional Rail Link is a major new rail line that
will increase the capacity and efficiency of railway
services coming into Melbourne from the west by
separating metropolitan trains from regional trains.
It will benefit the western growth corridor by
providing four extra services on the Werribee/
Williamstown lines and an extra three services on the
Geelong line during the 2-hour peak period. A new
station in Wyndham Vale will also be provided, which
is located approximately 2km north-west of Werribee
on the Urban Growth Boundary (UGB).
There is the potential for a ferry service in
Melbourne’s west to enhance the attractiveness
of nearby coastal areas. This could encourage
white collar executives to reside nearby, and attract
businesses to locate within the employment precinct.
5
Discussion Paper
The Snedyes Road Interchange is a Victorian
Government initiative that will better connect
Point Cook with the Werribee Town Centre and
regional facilities with a new bridge over the Maltby
Bypass. Freeway access ramps will provide a direct
connection for East Werribee and an additional
connection for the Point Cook community to the
M1 freeway from Melbourne to Geelong.
East West Link
The East West Link is a planned 18 kilometre road
connection that will provide a new link between
Melbourne’s eastern and western suburbs.
Once completed, the new link would be expected to
significantly reduce congestion on the current road
network, particularly through Footscray, cutting travel
times from the Wyndham area to the CBD.
The Sneydes Road project is funded by the City of
Wyndham and involves the reconstruction of the
existing pavement and the duplication of Sneydes
Road between Hacketts and Point Cook Roads. This
project recognised the significant increases in road
traffic on Sneydes Road in recent years, which from
2010 to 2011 saw traffic grow by 21%.2
Melbourne Metro
Melbourne Metro is a planned nine kilometre
long underground rail tunnel to link two of the
busiest rail lines in Melbourne: the Sydenham and
Dandenong lines. Melbourne Metro will provide
much needed additional rail capacity to the
metropolitan network.
Other transport options
The western growth corridor will benefit through
increased capacity for rail passengers travelling
on the Werribee Line through more frequent and
reliable services, and from the use of longer trains.
While the projects identified will deliver significant
benefits to the residents of Melbourne’s west,
the rapid growth in development will support the
Victorian Government in considering a range of
alternative transport investments.
Local transport initiatives
Unlike the other projects, a ferry service would have a
particular focus on supporting coastal communities,
and could provide the residents of Melbourne’s west
with a new travel option to support growth and enhance
the character of the region.
The Victorian Government and City of Wyndham
recognise the importance of investing in important
transport infrastructure that delivers benefits to local
communities such as Point Cook.
Three current projects include the Williams Landing,
Sneydes Road Interchange and Sneydes Road projects.
2.3 Development of
Melbourne Docklands
The Williams Landing project involves the construction
of a new premium railway station and an extension of
Palmers Road. The project will improve Melbourne’s
transport network and benefit the rapidly growing
communities of Point Cook and Williams Landing.
Over the past decade, the Docklands precinct has
been transformed from a declining industrial area
into an urban hub and focal point of Melbourne’s
harbour front. Its location between the CBD and
water has ensured its status as prime real estate,
attracting new residents, businesses and tourists
amid rapid residential and commercial development.
The new Williams Landing station will be a Zone 2
station on the Werribee Line between Aircraft and
Hoppers Crossing stations. Palmers Road will also
be extended across the rail line to link the station
and Williams Landing town centre with the Princes
Freeway and Point Cook.
To date, Docklands has received over $8.5 billion in
private investment, with key developments including
Docklands (Etihad) Stadium, Harbour Esplanade
Precinct and Harbour Town Shopping Centre. Today,
Melbourne Docklands supports 7,000 residents and
29,000 workers. Millions of tourists visit each year.
As such, the gravitational centre of employment in
Melbourne’s CBD and Docklands is edging further
west, with almost half of employment located to the
west of Queen Street.3
The project is being delivered as a partnership
between Public Transport Victoria, the Department
of Transport, VicRoads and Metro Trains Melbourne.
6
2
City of Wyndham media release
3
Ernst & Young analysis of City of Melbourne Census of Land Use
and Employment (CLUE) – Small Area Reports for CBD (2010)
and Docklands (2012)
Discussion Paper
2.4 Local tourism and sites
of interest
This trend is set to continue. As Docklands enters
its second decade of urban renewal, it is estimated
that upon its completion, the area will house 17,000
people, support 40,000 jobs and draw 20 million
tourists each year.
Melbourne’s west and the Greater Geelong area are
dotted with various tourist attractions and destinations
of interest. Major attractions include the RAAF Museum,
Werribee Open Range Zoo, Werribee Park Mansion and
National Equestrian Centre, while Geelong and the
Bellarine Peninsula is a popular short trip destination
from Melbourne. As such, the region is a major tourist
drawcard for domestic and international visitors,
with the industry forming an integral part of the local
economy that supports thousands of local jobs.
Development in Melbourne Docklands has catalysed
similar urban renewal projects within the vicinity
of the CBD. A key example of this is the proposed
Fisherman’s Bend development on the south bank of
the Yarra River. Plans for large-scale redevelopments
were released in 2012 and include housing for
60,000 people, commercial areas and education
precincts with connections to the CBD.
With the involvement tourism operators, a ferry
service would have the potential to support
Melbourne’s tourism industry and key sites at
Docklands and along western Port Phillip Bay,
Geelong and the Bellarine Peninsula.
While growth in Melbourne Docklands has been
impressive, the establishment of a regular ferry
service is considered to have the potential to
enhance the character of the precinct, and
encourage further use of Melbourne’s waterfront
and growth in the western edge of the CBD.
Figure 2: Docklands development in progress
Source: Department of Planning and Community Development
7
Discussion Paper
Key sites of interest
Werribee Open Range Zoo & Mansion
Because of the location of the proposed ferry terminals,
there is a handful of key tourist sites of interest that
could benefit from the creation of a ferry service, and
potentially enhance the feasibility of the service by
attracting visitors by ferry during off-peak times of
the day.
Werribee Open Range Zoo is an African themed zoo
of around 560 acres located along the Werribee River
in Werribee Park, only a few kilometres away from
potential ferry locations in Wyndham.
The Zoo is unique in its provision of safari tours
and major wildlife exhibits, including gorillas and
hippopotami. In 2011-12, around 416,000 people
visited the Zoo4.
The capacity of ferry services to attract tourism demand
during off-peak times is important for their overall
strength and viability, and a challenging part of this study
is in determining the potential for a Melbourne ferry
service to attract similar patterns of demand as ferry
services in other locations.
Werribee Mansion is located next to the Zoo in
Werribee Park, and is another major attraction for
domestic and international tourists. The mansion,
built in the Italianate architectural style, was
completed in 1877 and offers a mix of exhibitions
and retail services.
Because of its proximity to the bay, both the Werribee
Zoo and Mansion are considered to provide a good
opportunity as a destination for off-peak ferry demand
and could form part of an integrated tourist offering.
Table 3: Key tourism sites along the proposed ferry routes
Hobsons Bay
Wyndham
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Altona Homestead
Williamstown Historical Museum
HMAS Castlemaine and The Enterprize
Williamstown Historical Precinct
Werribee Open Range Zoo
Werribee Park Mansion
Werribee Park National Equestrian Centre
RAAF Museum
Wyndham Art Gallery
Point Cook Homestead
Point Cook Coastal Park
Ramsar Wetlands
Geelong City
Bellarine Peninsula
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
Ā
National Wool Museum
Geelong Gallery
Cunningham Pier and Geelong Waterfront
Geelong Retail Precinct
Geelong Botanic Garden
Geelong Heritage Centre
Carousel
Wineries and Restaurants
Bellarine Taste Trail
Point Lonsdale Lighthouse
Historic Queenscliff and Portarlington.
Adventure Park
The Potato Shed
Proximity to the Surf Coast and Great Ocean Road
4
8
Zoos Victoria, Annual Report 2011-12
Discussion Paper
tourist traffic would come from acting as a new gateway
to the other tourist sites along the ferry route.
Geelong-Otway region
The Geelong-Otway region contains some of
Victoria’s most popular destinations for domestic and
international tourists, and is the gateway to the Great
Ocean Road.
Avalon Airport & Point Wilson
Should a feasible ferry operation be established in
the west of Port Phillip Bay, there could be merit in
exploring alternative ferry locations.
In 2011-12, there were around 1.9 million domestic
overnight visitors to the Geelong-Otway region and
4.4 million domestic daytrip visitors, increases of 5.2
per cent and 0.5 per cent respectively on 2010-11.
The average visitor spent 2.9 nights in the region,
equating to 5.5 million total nights.
Once such location is Point Wilson, which is in the
vicinity of Avalon Airport.
Avalon Airport currently handles only modest aviation
traffic. However, future growth plans are currently under
development. A large increase in traffic through the
airport could provide demand for a ferry connection to
the CBD and the Bellarine Peninsula (and potentially
other parts of Port Phillip Bay).
Visitors generated significant economic activity for
local businesses, with tourists spending an estimated
$757 million eating at restaurants, staying at hotels
and purchasing local goods.
While such connections are not the focus of this
study, it is observed that a number of physical and
other environmental constraints would require careful
management. For example, this includes its proximity
to wetlands and sensitive marine environments, as well
as existing Department of Defence facilities.
Portarlington & the Bellarine Peninsula
Portarlington and the Bellarine Peninsular are
popular destinations in their own right. The region
contains many wineries and restaurants, historic
coastal towns such as Queenscliff and Pont Lonsdale,
and is in close proximity to the Surf Coast.
2.5 Opportunity for ferries
in Melbourne
Additionally, there are around 35,000 holiday homes
on the Bellarine Peninsula with a peak overnight
population of over 90,000 people. The option
of travelling between the CBD and Portarlington
or Geelong by ferry could be of great benefit to
holidaymakers over the summer months.
With continued growth in population in coastal areas
in Melbourne’s west, and on the strength of the
tourism market in places such as Werribee, Geelong
and the Bellarine Peninsula, there is an opportunity
for ferries to support these trends and form part of
our transport network.
A regular ferry service to and from Melbourne could
also encourage more people to live in Portarlington
and the Bellarine Peninsula throughout the year
instead of just during the holiday season. This would
have knock on benefits for the local economy.
To understand this opportunity, this study will explore
the things that make ferries work in other places, and
consider any natural and regulatory constraints that
could limit the scope for ferries to be successful in
Melbourne and the bay.
Melbourne Docklands
Melbourne Docklands is also a major tourist
destination. According to a survey conducted by
the City of Melbourne in 2007, most tourists visited
the area out of interest/sightseeing (46%) or to eat
out (28%). It is also a popular destination for major
sporting and entertainment events. The most common
mode of transport was car (41%), followed by tram
(24%), while the average spend per visitor was $52.
A ferry service connected to Docklands could support
local caterers and retailers through increased visitation by
residents of Melbourne’s west, Geelong and the Bellarine
Peninsula. It could also be expected that an increase in
9
Discussion Paper
3
Water transport services
in other places
Sydney has an excellent example of a prominent
harbour system that provides a series of obstacles to
a well functioning land-based transport network. With
a limited number of direct transport links and harbour
crossings, there is a natural potential for a successful
ferry service on a number of key routes. This is
confirmed with the existence of successful private ferry
operations for well known routes from Circular Quay to
Manly and the Taronga Zoo.
3.1 Introduction
Water-based transport services are used in many
places in Australia and around the world as integral
parts of the transport system for commuters and
leisure travellers. In fact, most major cities with
prominent waterway systems that have shaped their
unique city topographies have extensive passenger
ferry services. Cities such as New York, Sydney, San
Francisco and Istanbul are what typically come to
mind when thinking about examples of extensive,
well functioning ferry systems.
However, it is also interesting to note the existence
of less obvious routes such as the one along the
Parramatta River where well established road
and rail links to the CBD are in close proximity.
Figure 3: Sydney’s harbours and ferry network
Source: Sydney Ferries Annual Report 2010-11
10
Discussion Paper
Of the 14.5 million passengers that used Sydney
Ferries in 2010-11, around 6 million used the Manly
ferry service, with each of the other main routes
serving around 0.6 to 1.9 million passengers. This
highlights the extent to which ferries are able to
compete with other travel modes in a part of Sydney
that is less well connected to the CBD with landbased travel links such as roads and rail.
While Melbourne has its own prominent waterways in
Port Phillip Bay, the Yarra and Maribyrnong rivers, in
many ways the urban landscape has been developed
and shaped in such a way so that it has had less need
for significant water transport services to support its
day to day transport task.
However, the rapid growth in population and
households in areas close to western Port Phillip
Bay, and thriving tourism markets along the Bellarine
Peninsula and Surf Coast, provide renewed impetus
for exploring options for an expanded ferry network.
By catering to tourists and leisure users, demand
for ferry services in both Brisbane and Sydney can
be highly seasonal. This outcome accords with the
perception that ferries are more often enjoyed in
off-peak times during the warmer months and on
school holidays.
This section reviews the use of ferry services in other
places to learn how they are established to meet the
needs of their customers and what factors could be
driving their successes and failures.
An important feature of ferry services operating in
both Brisbane and Sydney is their level of service
reliability, where operations are able to achieve
measures as high as 98-99%. This provides
significantly better performance than most private
and public travel options, highlighting the benefits
of uninterrupted running on city waterways.
Important factors to consider include the level of
service provided and the ability of ferries to attract
users away from other modes. Also of interest are
factors that contribute to the unique customer
experience of ferries, such as terminal design and
consumer services, and the role of appropriate vessel
design in providing journey comfort and ambience
under variable weather and waterway conditions.
Another feature of ferry systems, particularly in
Australia, is the comparability of fares with those
on offer on the public transport system. The use
of electronic ticketing systems provides further
opportunities to better integrate ferries into the
overall transport system.
The Victorian Government and wider community
will want to know whether ferry services can shape
and enhance coastal communities, and whether the
provision of ferry services is best left to the private
sector or require some degree of public sector
involvement in line with other segments of the
transport market.
What sets ferries apart from regular public transport
services are the added features that can enhance the
journey experience for users. For example, in Australia
and overseas, free wireless internet is provided to
customers, and many services include on-board cafes
and bars, and other passenger facilities.
3.2 Ferries serving multiple markets
and customer needs
Like the current ferry service operating between
Sorrento and Queenscliff, the previous and shortlived use of ferries in Port Phillip Bay had a strong
focus on the leisure and tourism market.
The construction of new ferry terminals and berths
provides the opportunity for sheltered waiting areas
and further retail opportunities. They can also be
integrated with waterfront developments, enhancing
the flow of customers for local shops and cafes.
However, in other places, ferry services cater to and
are well served by strong commuter markets as well
as playing important leisure and tourism roles.
For example, on an average weekday, around 7,000
commuters arrive at either Circular Quay or King
Street Darling Harbour, with a further 400-500
disembarking at McMahon’s Point or Milson’s Point.
11
Discussion Paper
Table 4: Demand factors at play in a pick of major ferry systems
Location
Scope of services & demand
Fares and access
Amenity factors
Ā
Population: 4.6 million
Ā
Ā
Free wireless internet
Ā
Services cover the Harbour
and Parramatta River
MyFerry fare system for
franchise routes
Ā
Ā
Digital passenger information
displays
Sydney Ferries (now Harbour
City Ferries franchise):
Two fare zones, with fares
slightly higher than public
transport fares:
Ā
Ā 7 days / week
Ā 14.5 million passengers
Ā Zone 1: $5.60
Ā Zone 2: $7.00
On-board cafe/bar and
filtered water (Manly Fast
Ferries)
Ā
Free bicycle carriage
permitted
Ā
Some wheelchair access
Ā
Ā
Sydney
Ā
Private services also in
operation, with 9-32
weekday services depending
on route
Ā
Fares are higher on private
routes, such as Manly Fast
Ferries:
Ā Manly – Darling Harbour:
$14.50 ($10.00 with
Smartcard)
Reliability: over 98%
Ā Manly – Circular Quay: $9.00
($7.00 with Smartcard)
Ā Sydney Harbour Eco Hopper
for main tourist sites (e.g.
Taronga Zoo, Luna Park):
$35 for 24 hours
Ā
Ā
River services
Ā
Brisbane
Services and demand:
Ā 5.30am to 1am daily
Ā Frequency of 13 minutes,
increased during peaks
Ā 4.3 million passengers
Ā Seasonal demand
Ā
Limited car parking
Ā
Strong walk catchment
Ā
Integrated ferry and public
transport fares (Go Card)
Ā
Good wheelchair access
Ā
Limited wireless internet
Ā
Two fare zones, with Go Card
fares cheaper than paper
tickets
Ā
Bicycle carriage dependent
on capacity
Ā
Integrated with bus services
Ā
Ā
Limited car parking
Ā
Strong walk catchment
New high amenity terminals
under development, with:
Ā Sheltered, waiting areas
Ā Non-slip walkways
Ā Toilets
Ā Bicycle storage
Ā
Reliability: 99%
Ā
(metro area)
Ā
Wide range of fares depending Ā
on route ($5 to $26 USD)
Ā
River and bay services:
Ā
Limited car parking
Ā
Ā 6.00am to midnight,
24 hours (Staten Island)
Ā Frequency of
15-40 minutes
Ā
Strong walk catchments for
many services, which were
used to encourage dense
urban development
Bicycle carriage on many
vessels with bike racks
provided (some with
surcharge)
Ā
Cafes and eateries in larger
terminals
Ā
Seastreak vessels provide full
service bar and beverages
(including happy hour on
Fridays)
New York
Ā
Mostly privately operated,
except Staten Island Ferry
Source: public websites and reports, Ernst & Young analysis
12
Wireless internet widely
available
Discussion Paper
Case Study: San Francisco Bay
The Incat Crowther passenger catamarans are
operated by the Water Emergency Transportation
Authority (WETA) in San Francisco.
These vessels are designed to operate at 30 knots
and would experience the sea conditions likely in
Port Phillip.
The vessels can carry either around 150 or 200
passengers and use low wake, low wash hulls to
protect bay and marine life.
Other features include room for over 30 bikes,
free Wi-Fi internet, and on-board food
and beverage services. 5 6
Sydney ferries also play a role in strengthening the
liveability of neighbourhoods around ferry stops. New
riverside developments along Parramatta, such as at
Wentworth Point near Homebush Bay are advertising
proximity to ferry services as a key selling point.
3.3 Ferry vessels
Vessel selection is a balance of reliability, cost and
efficiency and is critical in the establishment of a
successful ferry operation. Key factors that must be
considered in the vessel selection, particularly for longer
routes such as this, is operating speed, wash generation
(particularly at lower speeds in the restricted waters of
the Yarra), manoeuvrability, ability to handle waves of up
to two metres and comfort. In addition, a review of other
ferry systems shows that vessel configuration, such as
the ability of the vessel to undergo dual loading, is a key
contributor to efficient turnaround times.
3.5 Public and private sector
delivery of ferry services
Historically, ferry systems have been provided using
a mix of public and private delivery models.
The nature of many ferry systems is such that they
provide a ‘mixed bag’ in terms of financial viability.
Significant capital and operating costs, such as vessel
purchase and ongoing maintenance and crew costs
increases the need for revenue generation for each
vessel in operation.
The larger ferry systems in operation generally
use a mix of monohull and multihull vessels, such
as catamarans. For example, the Brisbane fleet
includes six CityFerries, three CityHoppers and 19
CityCats, whereas Sydney Ferries (now the Harbour
City Ferries franchise) has a fleet of 28 vessels
across six classes and capacities (Freshwater, First
Fleet, Lady Class, RiverCat, SuperCat, HarbourCat).
Cities like Sydney and New York show that some
private ferry routes can be self-sufficient and
profitable, while other less used routes are run at
a loss. As such, it is common for ferry services to
be provided under contractual arrangements with
the government. A good example is the recent
franchising of Sydney Ferries.
3.4 Wider benefits of ferry services
When well used, ferries become an integral part of
waterfront developments and coastal communities,
and provide demand for nearby tourist destinations
such as zoos and islands.
There is also a role for government in the provision of
capital intensive waterside and landside infrastructure,
which can be leased by ferry operators.
For example, the New York Staten Island ferry
terminal has been renovated to include shops and
restaurants, with viewing areas and a parkway system
that connects to walking tracks on the island.
5
www.watertransit.org/files/FerryFactSheet1211.pdf
6
Image: www.incatcrowther.com/product.php?catid=1
13
Discussion Paper
4
Our shipping channels
and waterways
Planning for the introduction of water transport
services requires careful consideration of a range
of commercial, social and environmental issues, so
that it can be appropriately integrated with existing
uses and constraints.
4.1 Port Phillip Bay
and the Yarra River
The shipping channels and waterways of Melbourne
and Port Phillip Bay play a critical role in supporting a
range of commercial and recreational uses.
They also host important marine environments
and unique coastal communities.
Figure 4: Port Phillip Bay - port waters and navigation channels
Melbourne
N
Melbourne
Channels
Port Waters
of Geelong
Port Waters of Melbourne
ls
ne
Geelo
ng
an
Ch
Port
Phillip
Bay
Geelong
Point
Lonsdale
The Rip
Bass Strait
Point South Ch
annel
Nepean
Mornington
Peninsula
14
Discussion Paper
With around 3,400 commercial ship calls to the Port
each year, and the capacity to accommodate deeper
draught vessels due to the channel deepening project,
the Port continues to grow and employ thousands of
people directly and indirectly throughout metropolitan
Melbourne and regional Victoria.
4.2 Existing users of our waterways
An important factor in determining the feasibility of
a ferry service in Melbourne is the capacity of our
waterways to accommodate additional vessel traffic
on a frequent and scheduled basis without adversely
affecting existing commercial and recreational users.
With continued growth in international trade, and
planned investments of around $1.6 billion that
will include the development of a third container
terminal and automotive trade facility at Webb Dock,
throughput in container freight is expected to exceed
4 million TEU by 20257 and 8 million TEU by 20358.
Commercial users
Commercial users of our waterways include cargo
vessels using the ports of Melbourne and Geelong, and
charter vessels that operate from Docklands and other
berths in the city.
The Port of Melbourne covers an area on both sides
of the Yarra River, from just outside the entrance, up
to the Bolte Bridge. There are a number of significant
docks located along the stretch of the river it occupies
(see Figure 6).
The Port of Melbourne is Australia’s largest container
and general cargo port, handling around 37% of the
nation’s container trade. As such, the Port critically
relies on the use of Port Phillip Bay and the Yarra River.
In the recent financial year, the Port handled 87 million
revenue tonnes of freight, which is an increase of
around 9% on the previous year, and included 2.58
million twenty-foot equivalent units (TEU), reflecting
strong growth in containerised exports.
Inbound vessels to berths at Gellibrand, Holden,
Maribyrnong, Swanson, Appleton and Victoria docks,
and for berths at South Wharf, all use the turning basins
located adjacent to Gellibrand, Yarraville, Swanson
and Appleton docks. Consequently the movement
of other vessels is restricted during the swinging
(turning) manoeuvre, which is normally assisted by
tugs. Outbound vessels would generally leave the berth
without turning, provided they berth head out.
Figure 5: Melbourne’s river docks
15
7
Port Capacity Project, Port of Melbourne
(http://portcapacity.portofmelbourne.com/pages/home.asp]
8
Media Release by the Premier and Minister for Ports on
24 April 2012 – “$1.2 billion infrastructure project”
Discussion Paper
Factors that determine the flow of shipping
movements in the Port include the general movement
of international shipping lines, the timing of the tides,
the availability of berths, stevedore rostering, and
waterway management requirements such as safety
considerations.
When undertaking a swinging (turning) manoeuvre
in one of the swinging basins, the larger commercial
vessels may obstruct other vessels from passing,
depending on their respective size. Therefore, in
addition to any safety issues encountered with
operating a ferry service alongside commercial
vessels in the Yarra River, there could also be
occasions when the ferry is unable to pass a
commercial vessel while it is turning before being
before being manoeuvred into its berth.
A key consideration for this study, and the focus
of ongoing analysis, is the extent to which shipping
movements can be predicted and appropriately
managed around a ferry service without causing
significant disruptions to the operations and the
ferry service and, critically, the Port of Melbourne.
The study has sought to understand the patterns of
shipping movements in the Port of Melbourne. Analysis
completed so far is showing that movements to and
from the Port follow an irregular pattern throughout
the day, but that there is generally an increase in
the number of movements during the times that
correspond to the morning and afternoon peaks
on the transport network.
Similar issues are at play in the Port of Geelong.
However the configuration of the port and the
volumes of cargo traffic it handles are not expected
to pose as much of a challenge.
Other important commercial users of Melbourne’s
waterways include the commercial charter industry.
A recent Docklands Vessel Traffic Study highlighted
the concerns of the commercial charter industry in
relation to the management of Melbourne’s waterways
and the impact that can have on their businesses.
Their need for affordable access to berths and related
infrastructure, and the avoidance of river closures are
seen as key issues for the industry.
The table below shows the numbers of movements
to and from the ports and berths along the Yarra River
for a selection of weeks in 2011. This shows that on
a given weekday, there could be one to six inward
(and possibly turning) movements during the morning
peak, and one to six inward movements during the
afternoon peak.
Table 5: Port of Melbourne movements per week in a sample of weeks in 2011
Week of
25 Nov
Week of
2 Dec
Week of
9 Dec
Week of
16 Dec
Total in
20
22
17
23
Total out
18
22
26
26
Total movements
38
44
43
49
Weekly AM peak movements
0700-0930
1 in 3 out
6 in 4 out
2 in 3 out
2 in 1 out
Weekly PM peak movements
1600-1830
1 in 3 out
6 in 0 out
2 in 4 out
3 in 1 out
Total weekly peak movements
8
16
11
7
Movements per week in 2011
Source: Port of Melbourne Corporation, Ernst & Young analysis
16
Discussion Paper
In 2011, a Waterways Working Group comprising
Parks Victoria, VicUrban (now Places Victoria) and
the City of Melbourne released its Docklands Vessel
Traffic Study9. This study focused on traffic in Victoria
Harbour and on the Yarra River between Charles
Grimes Bridge and the Bolte Bridge.
Sharing our waters with recreational users
Port Phillip Bay and the Yarra River is also enjoyed
by many and varied recreational users, from fishers
and swimmers, to rowers and dragon boat racers.
Our waterways also host a number of significant
private marinas, such as Pier 35, which is located on
the south-eastern shore of the bend in the Yarra near
Lorimer Street.
This study confirmed the importance of the study
area for recreational users, including motorised and
other users such as rowing, yachting and dragon
boating. it also found that while the Two Rivers Traffic
Management Plan may have overestimated the number
of berths at Docklands and recreational use, the high
levels of traffic predicted would likely be achieved with
only five years delay to the original projections.
The use of Melbourne’s waterways and waterside
infrastructure is carefully managed across a number
of key stakeholders, including Parks Victoria, Port
of Melbourne Corporation (PoMC), the Victorian
Regional Channels Authority (VRCA), relevant local
governments, Transport Safety Victoria (TSV)
and Places Victoria.
Both studies considered the level of river traffic that
would constitute a reasonable level for different vessel
types and user classifications. This analysis found that
boating clubs were very sensitive to traffic, whereas
commercial operators were more amenable to traffic
increases. Marina managers were found to be very
aware of safety issues (i.e. speed, volumes, boater
competency, etc.), and considered that Docklands
will reach safe capacity limits with planned marina
developments. Managers were also of the view that
recreational users create the greatest safety issues.
In 2006, Parks Victoria released the Two Rivers
Traffic Management Plan, which provided a strategy
for sharing Melbourne’s rivers and bays. This study
highlighted that users were of the view that for the
recreational and commercial zones of Yarra River,
traffic was at or nearing capacity during peak periods
of use.
Simulations undertaken at the time showed a dramatic
rise in conflicts over a five to 10 year period, with
motorised recreation emerging as a dominant use
in line with growth in the Docklands precinct and
Southgate. At the time, this form of river traffic was
expected to dwarf other uses of the waterway.
This supports the view that growing use of the river by
recreational users, particularly in and around Victoria
Harbour, could pose a significant challenge for a
passenger ferry service at Docklands.
9
17
Prepared by GeoDimensions
Discussion Paper
The table below outlines the speed restrictions in
place on Parks Victoria waters.
4.3 Waterway speed restrictions
Speed restrictions are in place on Port Phillip Bay and
the Yarra River to ensure the safety of our waterways
and to protect private property and shorelines from
waves generated by fast moving vessels.
Speed limits on PoM waters are set under the Harbour
Master Directions.
As with previous studies, it is considered that these
speed restrictions would limit the feasibility of ferry
services that use the Yarra River and PoM waters. This
study is therefore testing the impact of alternative
speed restriction on the expected viability of the service.
Waters in Port Phillip are typically governed by Parks
Victoria or PoMC, with the channels to Geelong
managed by VRCA. Port of Melbourne waters extend
along the Yarra River to the Bolte Bridge, at which point
the waters are controlled upstream by Parks Victoria.
When the route crosses into the port waters of
PoMC, the speed limits contained in Harbour Masters
Directions will apply. The final section from Bolte
Bridge to Docklands is again undertaken within Parks
Victoria waters.
Table 6: Speed restrictions in place on Parks Victoria waters
Port Phillip Bay
A maximum speed of 5 knots when operating a vessel:
Ā Within 50m of swimmers, other vessels and fixed or floating structures
Ā Within 100m of divers’ flags
Ā Within 200m of water’s edge in coastal and enclosed waters
Yarra River and Maribyrnong River
Ā
Ā
5 knots general speed limit
10 knots downstream of the West Gate Bridge
Source: Parks Victoria
Table 7: Speed restrictions in place on PoM waters
Speed limit
(knots)
Channel reach
River Yarra channel upstream of West Gate Bridge
6
River Yarra channel downstream of West Gate Bridge, in Williamstown channel north
of Breakwater Pier
8
Within port waters between Breakwater Pier and Port Melbourne Channel No.9 beacon
10
Within port waters south of Port Melbourne Channel No.9 beacon and north
of E1 and E2 beacons
14
Within port waters south of E1 and E2 beacons and Latitude 38o 00’ S
18
While transiting South Channel between No.1 beacon and 2 nautical miles north
from Hovel Pile
18
Source: Harbour Master Directions
18
Discussion Paper
For wind speeds greater than 30 km/h (16knots,
Beaufort wind force 5 – fresh breeze), the
predominant direction were from the north (10.2%),
followed by those from the west (4.3%), south (3.5%)
and south-west (3.5%). Wind speeds of greater than
40 km/h (22 knots, Beaufort wind force 6 –strong
breeze) occur 10% of the time. Winds of 40 km/h will
produce wave heights of between 1.25m and 2.5m
in open sea.
4.4 Water and weather conditions
Water and weather conditions could have a significant
bearing on the feasibility of a ferry service in Melbourne.
Weather and climate
Melbourne has a strong reputation for changeable
weather and rainfall, although actually experiences
less rain than both Sydney and Brisbane.
Melburnians enjoy a temperate climate with varied
weather conditions throughout the year, with warm to
hot summers, variable springs and autumns, and cool
winters. In summer, average temperatures are around
25 degrees, in spring and autumn around 20 degrees,
and in winter a cool 14 degrees.
From these observations the predominant direction of
wind and wave action will be from north, through west
to south. These winds typically vary seasonally (from
the north in winter and the south in summer), and are
generally below 15 m/s.
Currents and waves
Rainfall greater than one millimetre happens on
around 100 days a year on average. The months
that typically have the highest number of rainfall
days stretch from May through to October, with rainy
days averaging around 10 per month. Sydney also
experiences around 100 days of rainfall, although its
wettest month is typically March when temperatures
average around 25 degrees.10
Wind driven currents are generally classified as mild.
These currents are weak (typically under 0.2 m/s) and
aligned to the coast in the north of the bay and would
be anticipated to have a minimal effect on the transit
speed of the ferry.
Waves within the upper reaches of the bay are
generally locally generated wind waves which are
limited by fetch distance. Ocean swell does enter Port
Phillip heads however it is soon diminished by friction
with the shallow seabed, running in a little further
along deeper channels.
Tides
Tidal levels within the bay do not vary greatly and
exhibit a semi-diurnal pattern (that is, two high tide
and two low tides per day).
Generally, the frequency of wave heights within
Port Phillip Bay is not well documented. Information
provided in the Channel Deepening project documents
suggests that the frequency of waves above one metre
is small. However, it is expected that waves further out
in the bay will be larger.
Tide levels within the relevant study area typically
demonstrate a maximum tidal range of approximately
one metre.
Winds
The study has reviewed available information on winds
at the Fawkner Beacon and South Channel Fort, where
similar conditions were found at both locations. The
Fawkner Beacon readings, being those taken closest to
the ferry route can therefore be used as an indication
of wind speed and direction likely to be experienced.
On the western coast of Port Phillip Bay, wave action is
generally weaker than that on the east coast of the bay
due to the predominant wind directions. Wave action
is also generally greater in summer than it is in winter,
with waves in summer exhibiting south and southeasterly waves. Modelling undertaken in the vicinity of
Wyndham Harbour suggests that the largest one-year
design wave is 1.95 metres. 11
The most prominent direction for winds at the Fawkner
Beacon during the observed period is from the north,
which occurs 27% of the time, followed by the south
(19%) and then west (13%).
10
11
Bureau of Meteorology (www.bom.gov.au)
19
Hyder Consulting (2012)
Discussion Paper
The wave environment that will be encountered
by a future ferry service will be dependent on its
proposed route. Considering a route from Werribee
to Melbourne Docklands, it is likely that the service
will not ‘hug’ the coastline and therefore some larger
waves may be experienced.
Port Phillip Bay water depth
The water depths (bathymetry) of Port Phillip Bay are
also an important factor for ferry design and operations.
The majority of the waters between Werribee and
Docklands are less than 10m in depth. In particular,
more localised data obtained from navigational charts
suggests that depths within the proposed terminal
locations are limited to less than 5m for a significant
distance from shore.
In terms of Portarlington which is located to the south
of Port Phillip Bay, the north facing location provides
protection from the southerly generated waves
and therefore the wave environment is considered
relatively sheltered.
Figure 6: Port Phillip bathymetry
Source: CSIRO, Melbourne Water, Port Phillip Bay Environmental Study (1996)
20
Discussion Paper
The Victorian Government also recently released its
action plan for the Yarra River and Port Phillip Bay.
The action plan focuses on four priorities, including
providing clearer, more responsive management,
preventing pollution and reducing litter, providing
accessible information to the public and supporting
community action to care for and protect the Yarra
and the bay.
4.5 Coastal development and
environmental protection
The Victorian Government is committed to ensuring
that development does not jeopardise our coastal
areas and waterways.
The Yarra River and Port Phillip Bay are home
to a many native plants and animals including
threatened species. The western coastline of the
bay and Bellarine Peninsular host internationally
recognised Ramsar wetlands, and marine national
parks and sanctuaries are provided for the benefit
of the wider community in enjoying our unique
coastal environment.
The development and protection of our coastal areas
is also guided by the Victorian Coastal Strategy and
Coastal Action Plans, which are developed by the
Victorian Coastal Council and Coastal Boards. The
most recent strategy in 2008 built on the principles
and actions of the previous strategies and identified
and responded to three significant issues affecting
Victoria’s coast that require specific attention:
climate change, population and growth, and marine
ecological integrity.
The Victorian Government through the Department
of Sustainability and Environment is currently
developing the Victorian Waterway Management
Strategy (VWMS). The Draft Strategy is currently
released for consultation and, when completed,
the Final VWMS will provide the framework for
Government, in partnership with the community,
to manage waterways so they can support
environmental, social and economic values
now and into the future.
These strategies and action plans provide important
boundaries on the consideration of any potential
ferry service, particularly given the sensitive nature
of the potential locations of ferry terminals
and access infrastructure.
21
Discussion Paper
5
Possible ferry service locations
Ā
Minimise the extent of infrastructure works
Ā
Minimise environmental impacts and pay particular
care around sensitive marine environments
Ā
Consider sites that can be readily integrated
with the transport system
In identifying possible locations, the study has given
consideration to a number of factors learned from
experience with other ferry operations and this
study’s review of services in other cities. Some key
factors are listed below:
Ā
Consider locations that have wider
development potential
Ā
Identify potential environmental and community
issues, such as the availability of parking and local
traffic congestion.
Ā
Identify sites that are in proximity to the key
commuter and tourism markets
Ā
Leverage opportunities to use existing
infrastructure, such as safe harbours
and marinas where possible
This study has so far considered a number of ferry
berth locations in Wyndham, Hobsons Bay, Greater
Geelong and Melbourne Docklands. The figure below
provides an overview of the potential routes and sites
considered to date.
5.1 Approach to identifying
possible ferry locations
The study has already started to consider
appropriate ferry routes and berth locations
along the western corridor.
Figure 7: Potential ferry network
Docklands
Williamstown
Altona
Point Cook
Werribee South
Port
Phillip
Bay
Geelong
Portarlington
Not to scale
22
Discussion Paper
Consideration is also given to the factors that
would contribute to the appropriate design of ferry
terminals. For example, a well designed ferry terminal
should provide:
Ā
Ā
The remainder of this section provides an overview of
the sites examined so far, and identifies some of their
pros and cons.
5.2 Point Cook and Werribee South
Dedicated berths for the ferries in order to ensure
a reliable commuter service
Possible sites in Point Cook and Werribee
South include:
Scope for dual boarding and disembarking in
order to minimise dwell times at terminals
Ā
Point Cook RAAF Base (existing pier)
Ā
At a minimum, passenger shelter and covered
waiting areas to enhance journey amenity
Ā
Point Cook Jetty
Ā
Werribee South Jetty
Ā
Ticketed waiting zones to ensure the prompt
turnaround of vessels
Ā
Wyndham Harbour Marina (under construction)
Ā
Adequate seating and lighting
Ā
Upstream or downstream of Werribee South
Jetty (new site)
Ā
Minimum access width of 1.2 metres,
and the appropriate slope of ramps, trip
hazards, rest areas, passing areas
Ā
On the coastline between Werribee South
and Wyndham Harbour (new site)
Ā
Accessibility for the elderly and for people
with disabilities
Figure 8: Point Cook coastline
23
Discussion Paper
Point Cook coastline
The key sites sit within two coastal communities –
the existing Werribee South township and Wyndham
Harbour, which is a new residential and marina
development. Both of these communities and
developments sit adjacent an intensive agricultural
precinct in the ‘Green Wedge’ zone outside the UGB.
Determining an appropriate location serving the
population of Wyndham presents a number of
challenges. While Point Cook is closer to existing
communities and planned logical inclusions to the
Urban Growth Boundary, it contains a number of
sensitive sites of environmental and heritage value.
Upgrading and sharing existing facilities or
constructing new facilities in and around Werribee
South Jetty (at the mouth of the Werribee River) has
some advantages such as potential space for car
parking and road access. However, a ferry service
would potentially face issues in sharing facilities with
existing users of the jetty. Parks Victoria surveys have
also shown problems with siltation near the entrance
of the channel, and a further channel constriction
projecting off the bank opposite the jetty.
For example, the majority of the coast forms part of
either the Point Cook Coastal Park or the Cheetham
Wetlands. These facilities, along with the Point Cook
Marine Sanctuary, are protected as Ramsar sites
under international agreements, requiring careful
management and conservation.
A further problem along this part of the coastline
is the prevalence of shallow waters, which would
require significant dredging and/or construction of
long jetties to cater for ferry berths.
Wyndham Harbour Marina is currently under
construction at the end of Duncans Road.
Another feature on this coastline is the Point Cook
RAAF base, which is situated on Commonwealth land.
This base was established in 1913 and remained
operational until 1992. It is understood that the base
is currently the subject of a heritage application and
was included in the National Heritage List in 2007.
Construction of the marina involves dredging, and
there is significant depth outside the entrance to
the marina. The width of the entrance is 50 metres,
which allows larger vessels to enter the marina. The
protection offered by the breakwaters may lend it to
be being a suitable overnight mooring location for
ferry vessels.
Werribee South
While structured parking facilities do not yet exist in this
location, there is potential to locate parking either on
the hardstand itself or 250 metres away to the north of
Duncans Road. However, the latter option may not be
feasible under current planning conditions.
Sites identified at Werribee South are significantly
further away from residential communities, which
would add to journey times from Point Cook to
the CBD.
Figure 9: Wyndham Harbour Marina
Source: Wyndham Harbour
24
Discussion Paper
In fact, the use of any of the sites at Werribee South
and Point Cook would represent a significant change
from current and planned uses. As none of the sites
have good walk catchments, there would likely be
significant park and ride activity, which can lead to
traffic problems on local streets that are currently
used relatively infrequently. However, should there
be a further intensification of land uses and a change
in the nature of these communities, there would be a
different interaction with any ferry service.
Altona
The study has identified two possible sites in Altona:
Ā
Ā
Altona Jetty
Altona Boat Ramp and Safe Harbour
Of the two sites, the Altona Jetty is better located
near the centre of the local passenger catchment.
However, the site would require significant upgrades
and the shallow waters would require a structure of
at least 235 metres in length (to eliminate the need
for dredging), which would represent a long and
exposed walk for customers.
5.3 Altona and Williamstown
Altona and Williamstown represent natural
intermediate stops for any ferry service between
the outer west of Melbourne and the CBD.
There is also limited scope for car parking at the
site, although this may be less of a concern if the
aim would be to encourage the use of sustainable
transport (walk, ride, bus) to access the ferry.
Unlike the locations identified in Wyndham, both Altona
and Williamstown have nearby residential areas and
potentially strong ferry catchments (notwithstanding
the availability of alternative public transport options
to the CBD).
While further away from the centre of Altona, the
Boat Ramp and Safe Harbour presents some positive
attributes. It is a sheltered and established, modern
facility, and has scope for some car parking.
However, the facility is well used by recreational users
so any conflict would need to be carefully managed
to minimise the impacts on the community. This
would likely include expanding the facility to cater
for ferry services.
Figure 10: Sites identified in Altona
25
Discussion Paper
Current ferry operators utilise Gem Pier and this
has been cited in previous ferry studies as the
most appropriate location for a Williamstown
ferry terminal. However, potential also exists to
accommodate a ferry terminal at the Seaworks site,
which is also discussed below.
Williamstown
Williamstown is a prominent boating centre with a
number of marinas, public jetties and boat building
facilities. To the south of the Williamstown Precinct,
PoMC operate a number of facilities for commercial
use. Further north, the waters are managed by Parks
Victoria with maritime assets managed by either
Parks Victoria, or private operators.
The sites identified in Williamstown include:
The incremental development of maritime facilities
within Williamstown Centre, in conjunction with its
natural shape, has led to widespread congestion
issues in and around Williamstown waters.
Ā
Gem Pier
Ā
Seaworks
Ā
Possible Parks Victoria sites to the north
of the main marinas
The most suitable location for a ferry terminal at
Gem Pier is the floating landing which is currently
being used for ferry operations. This is not only due
to its vicinity to the shoreline but its compliancy with
Disability Access criteria.
While a number of facilities in this zone are privately
owned and operated and unlikely to be available for a
ferry terminal, Parks Victoria manages Gem Pier and
Ferguson Street Pier along with the assets at the old
Seaworks Site (Workshop Jetty, Commissioners Jetty
and Boyd St Pier).
Figure 11: Waterside zones and management in Williamstown
26
Discussion Paper
5.4 Portarlington and Geelong
Should commuter ferry operations be provided at
Gem Pier, it is anticipated that the existing pontoon
may require extension in order to provide a dedicated
commuter ferry berth as well as continued access
to existing ferry operators. The HMAS Castlemaine
would also require relocation to the southern side of
Gem Pier.
There exists a small number of suitable sites at
Portarlington and Geelong, including:
One concern on the suitability of Gem Pier for ferry
operations is the increasing waterside congestion
being experienced in Williamstown.
Ā
Cunningham Pier (Geelong)
Ā
Steampacket Quay (Geelong)
Ā
Yarra Street Pier (Geelong, Council proposed
project)
Ā
Portarlington (proposed project)
For Geelong, each of the existing sites or the
planned pier development appear suitable for a
ferry terminal, with excellent proximity to the city’s
central trading areas.
While there are some all-day-street parking areas in
the local streets, as a well-developed suburb, there is
a clear issue in Williamstown regarding the provision
of ‘park and ride’ facilities. As such, it is expected that
commuter traffic will largely result from the ‘walkable’
catchment and connectivity to the Williamstown rail.
A limitation relates to the extent of available
parking for local residents using the ferry to travel
to Melbourne. In fact, it may be more feasible
for Geelong residents to park at Portarlington or
Werribee if using the service.
The existing Seaworks site contains three berthing
structures; Workshop Pier, Commissioners Jetty and
Boyd Street Pier. The condition of these structures
is relatively poor and the existing deck level a
prohibitive factor in their use without modification as
a ferry terminal. However the location itself, which is
slightly removed from the main waterside congestion
in Williamstown, could be advantageous for a ferry
terminal. The future direction of the Seaworks Site
and the consistency of a ferry terminal with the
current development vision remains unclear.
The best location in Portarlington is the existing pier.
However this would require significant upgrades.
An issue with the site at Portarlington relates to the
lack of available parking. Previous plans for a ferry
stop at Portarlington, such as those developed by
the Portarlington Ferry Group, have included the
possibility of a shuttle bus services to a car park at
the nearby sports ground.
Figure 12: Steampacket Quay, Geelong
Source: City of Greater Geelong (2011)
27
Discussion Paper
The two preferred sites for establishing a ferry
terminal at Docklands include:
5.5 Melbourne CBD (Docklands)
A number of marina facilities exist within the
Docklands precinct, including Waterfront City Marina,
d’Albora Marina and New Quay Marina.
While the accommodation of a ferry terminal in any
one of these areas is possible, these facilities are
currently used for private vessels and, in the vicinity
of New Quay marina in particular, areas available for
vessel manoeuvring would be limited.
Ā
On the north side of Yarra River near Collins
Landing (or similar)
Ā
Inside Victoria Harbour in the vicinity of Harbour
Esplanade South
Collins Landing is an existing floating pontoon
located on the Yarra River boundary of Docklands.
It currently is operated as a public commercial berth
by City of Melbourne.
General concerns have been cited with respect to
ferry wake in the vicinity of marinas, which further
suggests that these locations are not suitable. In light
of these issues, ferry terminals in these locations
have not been explored.
Collins Landing is well situated for a ferry terminal
due to its vicinity to the end of the Collins St tram
lines, which provides the potential to feed commuters
into the CBD. It is also well located with respect to the
commercial hub in the southern area of Melbourne
Docklands. It could also serve as a connecting point
for any ferry services that operate further along the
Yarra River.
28
Discussion Paper
A possibility under consideration is whether a ferry
service could serve both sites. For example, services
could berth at Harbour Esplanade in time for events
at Etihad Stadium, whereas commuter services could
ensure better connectivity at or near Collins Landing.
The existing loading limits for Collins Landing are
unclear and require confirmation, although the
facility is currently used for commercial vessels,
including ferries.
It is understood that the area has been subject
to some siltation due to Yarra River flows with
maintenance dredging required to maintain depths.
5.6 Port Melbourne/St Kilda
Port Melbourne or St Kilda represents another
possible ferry stop subject to assessments of
the impact on local traffic congestion.
Harbour Esplanade is currently under development
by Places Victoria as part of the rejuvenation of the
Docklands precinct. It is served by two trams; the City
Circle Tram and #70 which feeds into Melbourne’s
CBD via Flinders Street.
In St Kilda, a possible site is the St Kilda Pier, while
in Port Melbourne, Station Pier is one option.
Both locations have direct tram connections to the
CBD, although this would add to journey times to the
CBD and potentially increase tram crowding on those
popular commuter routes.
The waters to the north of Central Pier are reasonably
well developed both along the waterfront and within
the harbour itself. However, south of Central Pier
development marina there is a suitable area for a
ferry terminal.
Figure 13: Potential Docklands ferry terminal locations
29
Discussion Paper
6
6.1 Available vessels
Multihulls
Vessel selection is a balance of reliability, cost
and efficiency and is critical in the establishment
of a successful ferry operation.
Multihull vessels such as catamarans and trimarans
typically provide more stability and passenger
comfort due to their platform being supported on
multiple hulls. They also offer good manoeuvrability,
with propulsion from separate hulls and typically
consist of good wake and wash characteristics.
Key factors that must be considered in the vessel
selection, particularly for longer routes such as this,
is operating speed, wash generation (particularly at
lower speeds in the restricted waters of the Yarra),
and the ability to handle waves of up to 2m in
comfort. In addition, the national and international
review demonstrated that vessel configuration, such
as the ability of the vessel to undergo dual loading, is
a key contributor to efficient turnaround times.
Conventional catamarans, which are capable of
speeds of up to 30 to 35 knots per hour, are widely
used in commuter ferry operations such as Sydney,
Brisbane and Hong Kong.
Super-fast, wave piercing catamarans operate
at higher speeds, such as 40 knots per hour and
above. While they are technically suitable for
Port Phillip Bay operations, they are generally
not produced on a small scale and present
relatively higher capital and operating costs than
conventional catamarans.
Monohulls
Monohull vessels typically cost less to construct and
operate than other forms of vessels. However, they
are typically large, heavy and slow (displacement
monohulls) or fast but with a relatively low
passenger carrying capacity (planing monohulls).
Ride comfort can also be compromised on
monohulls at higher speeds.
SWATH (Small Waterplane Area Twin Hull)
SWATH vessels use lower hulls (positioned below
water surface) to reduce impact of wave motion.
However these vessels typically require deep draft
access and more power to drive at higher speeds,
compared with other designs available. They
therefore impose additional capital (dredging) costs
and operating costs and are not considered preferred
for Port Phillip operations.
30
Discussion Paper
Hovercraft
6.2 Choice of vessel
Hovercraft utilise an air cushion to ride above water.
They can be used in very shallow depth and reach
very high speeds (above 40 knots) in flat conditions.
However, they are typically more expensive than other
vessel alternatives and less comfortable in conditions
that are not flat.
The choice of an appropriate vessel to test in this
study is currently under consideration.
Early indications are that some form(s) of catamaran
are likely to be the most suitable.
Vessel selection is a trade-off between capital and
operational costs, speed and passenger comfort.
Environmental factors (e.g. low wake) are also
important considerations.
For these reasons, along with their relatively low
passenger capacities (the largest found on the market
is approximately 130 passengers) they are considered
unsuitable. It is noted that hovercraft have generally
been superseded with the introduction of catamarans
which can provide comparable operating speeds
and better handling and comfort in adverse weather
conditions. An example of a known remaining
hovercraft ferry service is the passenger service
between Portsmouth and the Isle of Wight.
A primary concern facing ferry operators is rising fuel
costs and the impact that this has on the viability and
profitability of ferry operations. For this reason, it is
particularly important to carefully size vessels. Too
small, and a vessel will deny waiting passengers a trip
and increase in-terminal wait times and/or provide an
uncomfortable journey. Too large, and the operator
faces unnecessary financial costs, particularly fuel
wastage and potentially larger than necessary crews.
Wing-in-ground vessels
6.3 Possible service operations
There have also been proposals received by the
Government for the consideration of wing-inground vessels.
The study is currently evaluating possible service
levels and stopping patterns for a ferry system
connecting Melbourne Docklands with Wyndham,
Altona and Williamstown, and with Geelong
and Portarlington.
Wing-in-ground vessels are a hybrid of boats and
planes that ‘skim’ across the water during operation.
Wing-in-ground vessels have some advantages
relative to other vessels that may warrant further
consideration. However, while wing-in-ground
vessels may operate at higher speeds than other
vessels, a key drawback is that they have lower
capacities relative to other types of marine vessels,
typically carrying around 10-24 passengers.
Demand and journey times
The choice of service levels is driven by the capacity
to attract demand away from other transport modes.
The assessment of potential demand involves
considering average journey times on the ferry
(including access and on-board travel times) and
comparing those times to average journey times
available to users of other modes. The faster the
journey time on the ferry, then the higher demand
could be.
The commercial viability of these vessels in Australia
is still largely untested. However there has been
recent interest in the provision of wing-in-ground
transport between Melbourne and Geelong and a
vessel is currently being built in Geelong.
There are a number of speed restrictions in place on
our waterways, particularly in PoM waters along the
Yarra River. This significantly increases journey times
and has been observed in previous studies as a major
constraint for the feasibility of ferries in Melbourne.
A key consideration for this study is whether
appropriate procedures and oversight could be
implemented that allow ferries to travel faster than
the current speed restrictions allow.
31
Discussion Paper
Further work is required with the relevant authorities to
understand the potential to develop suitable operating
procedures and supporting regulations and oversight to
facilitate higher travel speeds in the Yarra River.
Journey times from Wyndham to Docklands
The table below identifies the impacts of different speed
assumptions on travel times from Wyndham Harbour to
Melbourne Docklands (direct, without stopping).
Transparent risk assessment methods are available
to ensure the appropriate operating scenario is
selected. An example is the US Coastguard PAWSA
method (Ports and Waterways Safety Assessment),
which is in use around the world, including Australia.
PAWSA involves 30 high-level experts - representing
all relevant interests, meeting face-to-face to discuss
and rank all risks, before operating rules are decided.
This process is open to the public and media. A PAWSA
workshop would be an appropriate tool in this case to
determine the optimal en-route travel speed.
A minor increase of speeds in the Yarra River has a small
impact on journey times, reducing the ferry journey to
around 60 minutes. With the additional access time
to the ferry terminal and egress time from the ferry to
end-destinations in and around the CBD, average journey
times for users could be around 75 to 90 minutes.
At this level, it is unlikely that the ferry would be a
competitive travel option for many users. For example,
travel by car from Dunnings Road in Point Cook to the
CBD is estimated to take around an hour in the morning
peak, and over 70 minutes for journeys from Sneydes
Road. Combined car and rail journeys are slightly faster at
around 50 minutes.
This work will also need to consider the optimal
en route travel speed, where higher speeds can
greatly increase fuel consumption and create higher
operating and environmental costs.
Reducing average travel times by a further 10 to 15
minutes in order to make ferries a competitive travel
option would require significant changes to travel
speeds in the Yarra River, as well as the possibility of
higher running speeds en route.
A further complication relates to the potential
conflict with turning cargo vessels in PoM waters.
This has the potential to close the river for periods
of time that may pose an interruption to scheduled
ferry services.
Higher speeds on the Yarra River raises a number of
safety issues and could potentially jeopardise private
property (i.e. boats kept at marinas, such as Pier
35) and the integrity of river banks in some places.
However, there is a possibility that by achieving a
reasonable average travel speed and journey time, a
‘tipping point’ will be reached to attract a large number
of travellers away from other transport modes.
The study is therefore also exploring the implications
of managing commercial traffic in and out of the
PoM around scheduled ferry services. For example,
it may be possible for commuters to plan around
service interruptions that are known sometime in
advance. Alternatively, there could be scope to limit
interruptions during peak times.
Table 8: Journey times under different maximum speed scenarios
No change
Minor change
Signif. change
More
signif. change
30 kn
30 kn
30 kn
35 kn
6-10 kn
8-10 kn
15 kn
20 kn
Journey time: Wyndham
Harbour to Docklands (direct)
~ 65 mins
~ 60 mins
~ 50 mins
~ 45 mins
Journey time: Portarlington
to Docklands (direct)
~ 85 mins
~ 80 mins
~ 70 mins
~ 60 mins
Max speed en route
Max Speed in the Yarra River
Source: Hyder Consulting, Ernst & Young analysis
32
Discussion Paper
Journey times from Portarlington and Geelong
Fleet and crew requirements
Possible ferry routes from Geelong and Portarlington
have also been considered
Fleet requirements are directly affected by the level
of service provided.
When travelling at speeds of up to 30 knots, it takes
around 45 minutes to travel between Geelong and
the vicinity of Wyndham Harbour. Depending on ferry
speeds that are permitted in the Yarra River, a trip
from Geelong to Docklands would take anywhere
between 85 and 110 minutes for services that do
not stop at other locations. This is significantly slower
than current journey times by rail, which takes around
60 minutes. And with car journeys of around 85
minutes, the ferry is unlikely to be suitable for most
commuters. Although these travel speeds may be
feasible for some leisure and tourism-based services.
For example, the provision of frequent commuter
services from Wyndham to Docklands would involve
a return journey time in the vicinity of two hours under
current speed restrictions. Under those conditions,
providing three or four ferry service per hour during
the peak periods would require at least seven or eight
vessels to be in operation.
In providing that level of service, the overall fleet
size would need to be able to provide sufficient
redundancy to cover unexpected incidents such as
broken down vessels and potentially peak demand
in the high seasons of the year.
Portarlington, however, is significantly closer to
Wyndham and Melbourne Docklands, and it is
anticipated that a ferry would travel between
Portarlington and the vicinity of Wyndham Harbour
in a little over 15 minutes. This would result in travel
times between Portarlington and Docklands of
between 60 and 80 minutes for services that do not
stop at other locations. Given existing travel times
for car and public transport options to the CBD,
which includes around 30 minutes of travel between
Portarlington and Geelong and average journey times
of over 90 minutes for the whole journey, this could
provide a suitable service for both commuters and
recreational users.
Additional vessels would also require additional
effort in obtaining and maintaining experienced
and licensed teams or vessel crew. Maintaining
the highest safety standards would be critical given
the potential interactions with other commercial
and recreational users or our waterways.
Operating procedures
and other safety issues
It is envisaged that considerable investment would be
required to establish suitable licensing arrangements
and operating procedures for a safe and reliable ferry
service to operate in Port Phillip Bay and the Yarra River.
Careful coordination would also be required across a
number of important waterway managers and other
agencies, including Transport Safety Victoria, Port of
Melbourne, the Victorian Regional Channels Authority,
Parks Victoria and the relevant local councils.
Potential stopping patterns
The study is testing service options that include
frequent commuter services along the Wyndham
corridor during peak times and less frequent
tourist/leisure services during the middle of the
day and at evenings.
While this in some ways represents new territory
for the use of the bay and in particular the Yarra
River, there is scope to learn from ferry services in
operation in places such as Sydney and Brisbane,
as well as overseas, where busy ferry services are
operated in close proximity to other users.
It is expected that for a ferry service to compete with
other commuter options, reasonably frequent and
reliable service provision would be a key factor.
The study is also testing whether services could
be provided that run direct from Wyndham to
Docklands, along with other services that stop at
Altona and Williamstown.
Nevertheless, all of these factors increase the costs
of service provision, and require significant demand
across weekdays, weekends and holidays to enhance
cost recovery and increase the possibility of a
feasible ferry service. A key challenge for this study is
to test the possibility of such demand in Melbourne.
The possibility of a commuter service from Geelong
and Portarlington is also being considered.
33
Discussion Paper
7
Next steps
7.1
Ongoing technical work
To meet the objectives for the study, the project
team is currently undertaking a series of technical
investigations. This includes:
The study is required to identify the conditions
where water transport services would be viable
having regard to:
Ā The service conditions required to be an
attractive alternative to the road or rail (in terms
of trip length and frequency of service, customer
infrastructure at ferry terminals)
Ā
Ā
Passenger demand analysis using a detailed
multi-modal transport model, which allows the
consideration of integrated transport systems to be
provided as part of an overall integrated ferry service
Ā
Technical feasibility assessments, giving further
consideration to service locations, terminal
and vessel design, access infrastructure,
environmental issues, operational procedures
and impacts on existing users of our waterways
Ā
Economic and commercial feasibility analysis,
which will provide a triple-bottom-line assessment
of possible service options and support the
identification of conditions for a feasible ferry
service including possible delivery models.
The existing and future passenger trip generators
and demand of residential and employment
populations along the proposed route (current
and projected growth)
Ā Both commuter and recreational
passenger demands
Ā
The on-water and landside operational needs
to achieve the service conditions
Ā
Consideration of ferry services as an integrated
part of the public transport system servicing
coastal communities and neighbourhoods
Ā
Any current constraints to achieving the
conditions for a water transport service
An important part of this study is to assess the potential
for a ferry service to provide wider economic and urban
development benefits to the community, particularly in
coastal areas and Docklands.
34
Discussion Paper
Benefits could include enhancing the liveability of
coastal areas and strengthening the attractiveness of
key sites for tourists. There could also be opportunities
for ongoing job creation from both the provision of ferry
services and the urban and economic development of
waterside precincts at stops, in particular at Docklands,
Wyndham and the Bellarine Peninsula.
This study recognises that a ferry service has been
considered on a number of occasions by previous
governments, and that there are many challenges to
overcome for a ferry to work in our unique bay and
river system. This Discussion Paper has presented a
number of these issues and background information
according to the following areas of interest:
A final report is expected to be completed by
the middle of 2013.
Ā
Growth in Melbourne’s west and Docklands
Ā
Ferry service in other cities
7.2
Ā
Our shipping channels and waterways
Ā
Possible ferry locations
Ā
Have your say
Many Melburnians are interested in the development
of our city and this study has already generated a
significant level of interest. A number of people,
excited about the possibility of a ferry service
contributing to the use of Port Phillip Bay and the
Yarra River, have contacted the Department with
their ideas and comments.
Submissions with feedback on the discussion paper
and the issues it raises can be made online at
www.dpcd.vic.gov.au/planning
or by post to:
Stephen Gregory
Director
Urban Development and Business Services
Planning, Building and Heritage
Department of Planning
and Community Development
GPO Box 2392
MELBOURNE VIC 3001
35

Melbourne Ferries Background Study: Discussion Paper

Transcription

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