Council Minutes - Section B: Reports (9-16) - 29 January 2013

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Reports 9-16, tabled at the Ordinary Meeting of Council on Tuesday 29 January 2013 held at City Hall, Little Malop Street in Geelong.

9. Strategic Alliance Opportunity with Places Victoria in Central Geelong (previously Agenda Item 7)

10. Bellarine Rail Trail Advisory Committee - Annual Report (previously Agenda Item 8)

11. Draft Geelong Road Safety Strategy 2012-2017

12. Prospect Road Laneways, Newtown - Proposed Construction - SRC 334 - Declaration of Charge (previously Agenda Item 11)

13. Belmont Street, Belmont - Proposed Carpark Construction - SRC 304 - Declaration of Charge (Previously Agenda Item 12)

14. Amendment C270 - Public Acquisition Overlay 4 (PA04) - North South Collector Road and Intersection, Jetty Road Urban Growth Area (Previously Agenda Item 13)

15. China Super Trade Mission September 2012 - Aviation and Aero Space Delegation

16. Road Renaming - Princes Highway, Waurn Ponds - Waurn Ponds Drive, Waurn Ponds

9. Strategic Alliance Opportunity with Places Victoria in Central Geelong (previously Agenda Item 7)

Summary

• Places Victoria (the Victorian Urban Renewal Authority trading as Places Victoria) moved to increase its presence in Geelong, opening a local office in March 2012.  The aim is to identify and manage the delivery of urban renewal project outcomes focussing on the three regional cities of Geelong, Ballarat and Bendigo.

• This growth in Places Victoria’s activities is seen as a great opportunity for Geelong to introduce new capital and target key urban renewal projects that will assist Central Geelong to develop into a city that is a more vibrant attractive place in which to live, work and recreate.

• Council Officers have been working with Places Victoria to determine the best way to target renewal projects that will assist Central Geelong in being more vibrant and successful as a city centre.

• Places Victoria is highly experienced in facilitating and delivering high quality, commercially focussed developments that provide good place making outcomes.

• A management structure including a Project Steering Group (PSG) and a Project Working Group (PWG) is to be formed to manage the projects for best results and ensure good governance.

• Key targets for shared projects in the Geelong CBD are shop top housing demonstration projects and the redevelopment of a Council owned car parks to facilitate residential mixed use development outcomes whilst maintaining adequate parking supply.

Cr Macdonald moved, Cr Harwood seconded -

That Council:

1. formalises a strategic alliance  with Places Victoria to explore urban renewal project  opportunities within Central Geelong;

2. adopts a Project Structure (Appendix 9-1) and Committee Terms of Reference for the Project Working Group & Project Steering Group (Appendices 9-2 &  9-3);

3. receives further reports on the progress of the working groups.

Carried.

Report

Background

It has become widely accepted that Central Geelong could operate as a more desirable and vibrant city centre through a substantial increase in residents living and working within the CBD.  The issue of creating an eighteen hour (not twenty four hour) city is a major strategy for progressing Central Geelong as a city and to do this people must not only work and recreate in the city but also live there.

This goal proves hard to attain because of a classic cycle of thinking. Typically people do not wish to live in the city centre because it is so quiet after hours and it is quiet at these times because people do not live there to create activity and demand.

The Victorian Urban Renewal Authority Victoria (trading as Places Victoria) was established in October 2011 by the State Government. It is headquartered in Melbourne Dockland and now has a branch in Geelong to implement key urban renewal projects in regional Victorian cities.  In Dandenong, Places Victoria is driving some long-term urban renewal and takes a variety of different roles in different areas.  In Geelong, their goal is around individual projects that will make positive contributions to Central Geelong. 

It is a unique opportunity to be able to partner with an organisation such as Places Victoria to help achieve the aims of the city.

Places Victoria is committed to the principles of community engagement and works closely with the private sector and Government to deliver appropriate land use outcomes and homes in metropolitan Melbourne and strategic regional locations.  Places Victoria is also self funding and development is generally not financed by the State budget.

Discussion

The intervention of an organisation such as Places Victoria can help Central Geelong by applying commercial principles and its capital resources to deliver urban renewal project outcomes, often in partnership with the private sector. .  Whilst Places Victoria must be self funding, and operate on a commercial basis it is prepared to consider lower returns than the private sector, particularly where strong policy outcomes can be delivered and there is an opportunity to lead the market in new directions.

Places Victoria’s Role:

Places Victoria facilitates urban renewal, with a view to enhancing the liveability and resilience of communities throughout Victoria by delivering great places to live, work and visit.

The key elements in achieving this vision are:

• Place making – delivering authentic places which nurture and inspire diverse groups of people.

• Private sector investment facilitation – overcoming market impediments and facilitating investment and partnership opportunities.

• Strategic future planning – establishing a framework for implementing a long-term vision for urban outcomes supported by aligned physical and social infrastructure programs.

• Finance – operating in a financially sustainable manner, applying rigorous commercial discipline and delivering best value for public funds.

• Sustainability and affordability – delivering social, economic and environmental outcomes and responding to the needs of diverse households.

• Social and community – actively engaging with communities and optimising social and economic opportunities.

• Design leadership – delivering efficient forms of development and demonstrating world class urban outcomes.

• Best practice – demonstrating and promoting industry leadership.

The vision for central Geelong has similarities with the revitalisation initiative underway in central Dandenong,

In 2006, Places Victoria in partnership with the City of Greater Dandenong and the State Government commenced the Revitalising Central Dandenong (RCD) project to transform seven hectares of land in the heart of the city over 20 years. The RCD initiative seeks to restore central Dandenong as the capital of Melbourne’s south east and bring new energy, activity, amenity, and dynamism to the heart of this urban centre.  .The state government’s $290m commitment to rejuvenating the city centre aims to attract over $1.2b in private sector investment. To date this urban renewal initiative has delivered over $330m in private sector investment, 700 jobs and 400 new homes in central Dandenong. 

Government intervention in central Geelong would not be expected at the level of RCD initiative and the role of Places Victoria is more about targeted investment into strategic site specific or precintural renewal projects that will accelerate positive development of Central Geelong.

RCD initiative has been up and running for over five (5) years now and significant progress has already been made.

The shared vision for the 20 year revitalisation of central Dandenong includes:

• The creation of ‘inviting’ streets that provide easy and safer pedestrian connections around the city by day and by night.

• Less traffic congestion.

• A direct and attractive link connecting the station precinct with the city centre.

• Improved public transport.

• Compact and lively shopping hub with a variety of shops and places to visit.

• A vibrant market well connected to other parts of the city centre.

• More people living and working in the city centre.

• More opportunities for learning.

• Attractive public spaces for people to relax and meet.

• High quality building designs, including high standards of environmental sustainability.

• A character and identity that reflects the multicultural community.

• More life on the streets, colour and green across the city centre.

Some of the elements that are being delivered are:

• Redevelopment of Lonsdale Street.

• Redevelopment of the Station Precinct.

• Metro Village housing development.

• New office, residential and educational development.

• Palm Plaza redevelopment.

• Foster Street Redevelopment.

• City Square Redevelopment.

Planning and works in Dandenong started in 2006 and are projected to continue beyond 2025.

Other Places Victoria urban renewal projects include , Docklands, Fisherman’s Bend, Footscray, Heathmont Highett, Kilgour Place Geelong, Maribyrnong, Mildura, Officer, Richmond Train Station and Wodonga.

Places Victoria has been very keen and diligent about working with Council and its officers, to ensure project opportunities reflect a true partnership approach between the two organisations.

To facilitate good outcomes for the projects, as well as responsible governance, it is proposed to create a Project Steering Group (PSG) and a Project Working Group (PWG).

The PSG will manage the project at a high level as well as liaise with Council. 

The PWG will take a direct role in defining and managing the projects with their associated risk issues and financial complexities to ensure successful outcomes for both Places Victoria and the City of Greater Geelong.

The initial  projects of interest are shop “top living” demonstration projects in existing CBD building stock and the redevelopment of strategically located  Council owned car parks adjacent to the city core in  Little Ryrie and/or Little Malop Streets.

Environmental Implications

The aims of these projects are to increase city living opportunities and enhance the activation of Central Geelong. By  Increased CBD living   will assist to create a more sustainable city with more efficient energy and infrastructure use and less reliance on outwards expansion through “greenfields” urban growth.

Places Victoria has a well proven history of leading the industry in high performing environmentally sound developments.

Financial Implications

Council currently has no financial obligations to an alliance with Places Victoria.

A project on a Council owned car park site will most likely entail the surrendering of the land value in return for the retained parking.  Funding subsidies may be required to support the viability of redevelopment projects and/or provide additional parking above the existing supply to support residential/mixed redevelopment.  

Upon the site being developed, Council would then gain income from the rateable retail, commercial and residential properties that are created.

In the case of development of shop “top living” in existing buildings it is envisioned that there would be no cost to Council for development.  These properties should have a higher value and pay a higher proportion of rates.

Policy/Legal/Statutory Implications

Projects developed are to be designed to respond directly to Council’s Planning Scheme, relevant structure plans and guidelines as well as responding to the expressed requirements of the Council. Some planning control dispensations and concessions may need to be considered to assist project delivery.

It is planned the Council and Places Victoria enter into a Memorandum of Understanding agreement stipulating each parties responsibilities and requirements.

Officer Direct or Indirect Interest

There are no direct or direct conflicts of interest that relate to this report.

Risk Assessment

The assessment of project risks will be an integral element of both the PSG and PWG deliberations.

Social Considerations

Places Victoria as State Government owned business enterprise is required to provide developments that are commercially sound, environmentally responsible and deliver best practice place making outcomes.  A key driver for Council is to form an alliance with Places Victoria to facilitate urban renewal projects in central Geelong.

Communication

The working groups will be responsible for ensuring quality consultation with Council, Council Staff, key stakeholders and importantly with the wider community.  Good outcomes in these projects would be difficult without community ownership of the goals and outcomes.

10. Bellarine Rail Trail Advisory Committee - Annual Report (previously Agenda Item 8)

Summary

• The Bellarine Rail Trail Advisory Committee (BRTAC) was formed to assist Council with the management and development of the Bellarine Rail Trail.  There is a requirement in the BRTAC Terms of Reference to report to Council on an annual basis.

• The BRTAC membership is made up of a Councillor, a Council Officer, representatives from relevant statutory authorities, special interest groups and community representatives.

• The major activities that the BRTAC has supported Council in delivering over the past 12 months include:

• The implementation of capital improvements in line with the Bellarine Rail Trail Development Plan Stages 1 & 2;

• The development of the Bellarine Rail Trail Development Plan Stage 3 & 4;

• The successful delivery, in partnership with the Rotary Club of Highton and Rotary Club of Kardinia, the Bellarine Rail Trail Fun Run and Thomas Family Fun Day events;

• Re-vegetation and conservation activities; and

• General trail maintenance and management.

• Over the next 12 months the BRTAC will focus on supporting the following activities:

• The ongoing implementation of the Bellarine Rail Trail Development Plan; and

• The continuation of re-vegetation and conservation activities.

Cr Ellis Moved, Cr Macdonald seconded -

That Council notes the annual report and activities of the Bellarine Rail Trail Advisory Committee.

Cr Heagney left the meeting room at 10:25pm

Cr Heagney re-entered the meeting room at 10:27pm

Cr Irvine left the meeting room at 10:28pm

Carried.

Report

Background

The Bellarine Rail Trail Advisory Committee (BRTAC) was formed in 2004 to assist Council with the management and development of the Bellarine Rail Trail.  The BRTAC currently has 10 members comprising of the following representatives:

• Cr Macdonald was appointed by Council as the Chairperson of the Advisory Committee;  

• A Council Officer appointed by Council to act as the Executive Officer of the Advisory Committee;

• A representative from the Department of Sustainability and Environment;

• A representative from the Geelong Steam Preservation Society;

• Two representatives from the Friends of Bellarine Rail Trail Inc; and

• Four community representatives including representation from the Swan Bay Integrated Catchment Management Committee, Bicycle Users Geelong, Bellarine Landcare and a local community member.

The BRTAC meets on a quarterly basis.  

The purpose of this report is to inform Council of this Committees major activities and discussions since its last Council report.

Discussion

The following outlines the major activities the Bellarine Rail Trail Advisory Committee (BRTAC) has provided guidance on since its last report to Council. 

The ongoing implementation of the Bellarine Rail Trail Development Plan Stages 1 & 2.

This plan was developed to identify priority capital improvements to the Rail Trail to guide decision-making by both advisory and operational staff in the development of associated work plans for the trail.

The following details capital improvement works that are identified within this development plan and have been completed within the past 12 months:

• The construction of a picnic shelter (including public toilets) at the historic site of the Suma Park Railway Station in Marcus Hill;

• The construction of a picnic shelter at the historic site of the Mannerim Railway Station in Mannerim;

• The construction and installation of distance/emergency location markers along the trail; and

• The sealing of the Trail path between Christies Road, Leopold and Curlewis Road, Curlewis.

These developments have contributed to a significant improvement in the usability of this facility and have been well received and utilised by traditional and new rail trail users.

The development of the Bellarine Rail Trail Development Plan Stages 3 & 4.

As most capital improvements identified in the Bellarine Rail Trail Development Plan Stages 1 & 2 have been completed the development of Stages 3 & 4 of this plan was undertaken to identify future facility improvement priorities.

The following outlines the major activities the Bellarine Rail Trail Advisory Committee (BRTAC) has provided guidance on since its last report to Council. 

The ongoing implementation of the Bellarine Rail Trail Development Plan Stages 1 & 2.

This plan was developed to identify priority capital improvements to the Rail Trail to guide decision-making by both advisory and operational staff in the development of associated work plans for the trail.

The following details capital improvement works that are identified within this development plan and have been completed within the past 12 months:

• The construction of a picnic shelter (including public toilets) at the historic site of the Suma Park Railway Station in Marcus Hill;

• The construction of a picnic shelter at the historic site of the Mannerim Railway Station in Mannerim;

• The construction and installation of distance/emergency location markers along the trail; and

• The sealing of the Trail path between Christies Road, Leopold and Curlewis Road, Curlewis.

These developments have contributed to a significant improvement in the usability of this facility and have been well received and utilised by traditional and new rail trail users.

The development of the Bellarine Rail Trail Development Plan Stages 3 & 4.

As most capital improvements identified in the Bellarine Rail Trail Development Plan Stages 1 & 2 have been completed the development of Stages 3 & 4 of this plan was undertaken to identify future facility improvement priorities.

Subject to funding becoming available the following works have been identified as priorities for consideration within the next 12 months:

• The development and installation of additional interpretive signage along the trail to provide details of the historical and environmental significance of the rail corridor;

• The sealing of the Trail path between Curlewis Road, Curlewis and the Drysdale Railway Station; and

• The improvement of drainage infrastructure and the path surface between Drysdale Railway Station and Fellows Road, Queenscliff.

Bellarine Rail Trail Fun Run with Thomas Family Fun Day

The Bellarine Rail Trail Fun Run with Thomas Family Fun Day is run on an annual basis with the most recent event occurring on Sunday 11 March 2012.   The purpose of the Family Fun Day is to promote the Bellarine Rail Trail and encourage greater utilisation of this community recreation facility. 

The attendance of this event has grown significantly over recent years and was estimated to be approximately 1500 people at this years event of which 558 were young children who participated in the “fun run against Thomas” activities.   People in attendance consisted primarily of families from within the City of Greater Geelong and tourists visiting the Bellarine Peninsula.

Grant Development

The Friends of the Bellarine Rail Trail received the following grants from Council:

• $444 to fund the construction and installation of distance markers along the Bellarine Rail Trail;

• $500 to fund landscaping works at the sites of the newly constructed picnic shelters at historic sites of the Suma Park and Mannerim railway stations; and

• $2,500 for the purchase of plants and equipment for the enhancement of the environment under Council’s Park Stewardship program.  

The Friends of Bellarine Rail Trail also receive approximately $7000 of in-kind support from the CoGG on an annual basis.  The majority of CoGG’s in-kind support is for garden bed preparation, mulch supply and administrative support.

The focus for CoGG in conjunction with the BRTAC over the next 12 months will be to identify funding opportunities to fund the continued implementation of identified priorities of the Bellarine Rail Trail Development Plan. 

Re-vegetation and Conservation Activities

The following Groups have undertaken re-vegetation and conservation activities along the Rail trail:

• Bellarine Landcare;

• Swan Bay Integrated Catchment Management Committee; and

• The Friends of the Bellarine Rail Trail.  

The Bellarine Rail Trail Vegetation Management Plan is used as the reference document that guides these and other community plantings.

The re-vegetation work of the Friends of Bellarine Rail Trail requires special acknowledgement.  During the 2011/12 financial year this group planted approximately 6,500 plants and contributed more than 1400 volunteer hours to the improvement of the Rail Trail. The key activities of this group include the establishment of garden beds and the planting and maintaining of trees, shrubs and grasses along the length of the Trail between South Geelong and Drysdale. In addition to re-vegetation, the Friends of Bellarine Rail Trail have also constructed and installed a number of seats and picnic tables along the trail.

Environmental Implications

Public reserves such as old railway easements have been less impacted by direct land clearance typical of the public and private lands that they commonly intersect with.  The rail trail supports remnants indigenous vegetation and by virtue of its public land status has become the focus of community interest whether for conservation or recreational purposes.

Activities to enhance the Bellarine Rail Trails value as a community asset have traditionally centred on infrastructure improvements (picnic facilities, signage, pathway formation etc.) as well as weed control and re-vegetation works.  The establishment and continuing use of The Bellarine Rail Trail Vegetation Management Plan has promoted the greater focus on activities that consider the principles of conservation as well as re-vegetation.

The relationships between the BRTAC and environmental interest groups have continued to strengthen for the betterment of the Bellarine Rail Trail and the promotion of environmental considerations in the management of this facility.

Financial Implications

In the 2011/12 Council Budget a total of $23,000 was allocated for the development and promotion of the Trail.  Of this figure $17,000 was used to fund minor facility upgrade works and $6,000 was used to fund the delivery of the Bellarine Rail Trail Fun Run with Thomas Family Fun Day.

In the 2012/13 Council Budget a further $23,000 has been allocated to the development and promotion of the Trail. 

Significant capital projects requiring Council contribution are subject to consideration through Council’s Budget process and through application for grants and sponsorship.

Policy/Legal/Statutory Implications

There is a requirement in the BRTAC Terms of Reference to report to Council on an annual basis.

Officer Direct or Indirect Interest

No Council staff or persons engaged in the BRTAC have a direct or indirect interest in the matters considered within the report.

Risk Assessment

Activities of the Committee are carried out in accordance with the Committee’s Terms of Reference.

Social Considerations

The purpose of the BRTAC is to assist Council with the management and development of the Bellarine Rail Trail through the effective use of community skills, knowledge and resources.

The continuing development of the Rail Trail helps promote Geelong and the Bellarine Peninsula as a legitimate cycling destination for local residents and tourists alike as well as providing an essential link between rural residents and community infrastructure.

The annual Bellarine Rail Trail Fun Run with Thomas Family Fun Day acts to promote physical activity and to strengthen the profile of the Rail Trail.

Communication

The activities of the committee are communicated via distribution of minutes to all committee representatives.  Each committee representative is responsible for reporting committee activities to their respective organisations.

11. Draft Geelong Road Safety Strategy 2012-2017

Summary

• The purpose of this report is for Council to approve the release of Geelong’s Draft Road Safety Strategy 2012-2017 for public exhibition and comment before formal endorsement.

• The Strategy will guide the ongoing improvement of road safety in the City of Greater Geelong.

• The Strategy provides a number of Action Plans focusing on the areas of Organisation, Land Use Planning, Encouragement, Education, Engineering and Enforcement.

• The draft Strategy is submitted for approval.

Cr Richards moved, Cr Ellis seconded -

That:

1. Council approves the placement of the draft Geelong Road Safety Strategy 2012-2017 on public exhibition for a minimum four week period and invites submissions and;

2. a further report be presented to Council outlining the submissions and any recommended changes to the strategy.

Cr Irvine re-entered the meeting room at 10:30pm

Carried.

The Mayor resumed the Chair at 8:28pm

Report

Background

The City of Greater Geelong’s Road Safety Strategy which was adopted in 2003 requires review and updating. An internal working group was formed earlier this year within the Asset and Traffic Management Unit of the Engineering Services Department to lead the review process

The purpose of the Safer Roads Strategy is to raise the profile of road safety issues at the community level and has as a specific goal to reduce the incidence and severity of road crashes in the municipality. The Strategy has been formulated following a detailed analysis of crashes in the City and feedback obtained through a workshop involving road safety stakeholders and City staff.

The road safety community workshop was held on 18 April 2012, where community based issues or concerns were discussed and noted. The issues identified from the workshop are included in the road safety action plans.

The workshop comprised representatives from the City, VicRoads, Roadsafe Barwon, Department of Education and Early Childhood Development (DEECD), Country Fire authority, Victoria Police, Global Health and Occupational Safety Technologies (GHOST), Geelong Local Safety Committee, Vision Australia, Bicycle User Geelong (BUG), Road Trauma Support Services (Geelong), Wilcare Services (Bike Ed trainers), SES (South Barwon), Surf Coast Shire, Activiti Consulting Pty Ltd and CoGG Councillors.

The Road Safety Strategy document outlines the City of Greater Geelong’s input to the Statewide Road Safety Strategy. 

Discussion

The purpose of this report is for Council to note the draft Road Safety Strategy and release the document for public exhibition, comment and refinement before formal endorsement by Council.

The aim of the Road Safety Strategy is to reduce the incidence and severity of road crashes within the municipality.

The following key issues have been highlighted in the draft Strategy:

• There were 35 fatal, 889 serious and 1295 other injuries during the 5 year period 2006-2010

• Fatal crashes reduced by 15, compared to the previous 5 year period

• Serious injury crashes have increased from 727 to 889, compared to the previous 5 year period

• The highest risk group is those aged 18 – 24 years  accounting for 23.6% of casualty crashes ,yet comprising only 9.1% of the total Geelong population

• For the period 2006 – 2010 most of the road trauma crashes took place in the 60km/hr speed zones for motor vehicles (38%), motor cycles (40%) and trucks(29%)

• During the same period the main user groups involved in serious and fatal crashes were drivers (55%), passengers (29%), pedestrians (6%) and motorcyclists (5.3%) bicyclists (3%)

• The total number of crashes have reduced from 2774 (2000 – 2005) to 2219 (2006 -2010)

• There are a significant number of accidents involving vehicles:

• Off path straight (481)

• Rear End (396)

• Cross Traffic (247)

• Over 56 percent of crashes occur on Geelong’s arterial road network.

• Most of the accidents (87%) occurred during day time.

The recommended components of the Road Safety Strategy are listed as Action Plans that clearly identify:

• the objectives and actions;

• the desired outcomes;

• the nominated priorities; and

• implementation responsibilities.

In order to prepare an Implementation Strategy for the Action Plans the first step as recommended in the Strategy is to prioritise the issues according to risk and severity.  In view of this, some initial planning for the first stage of implementation will occur within the first 6 months of adoption of the report.

It is recommended that the Draft Road Safety Strategy be placed on public display for four weeks to collect any submissions. All submissions will be assessed and a further report presented to Council outlining the submissions and any recommended changes to the strategy.

Environmental Implications

There are no environmental considerations associated with this report.

Financial Implications

Council currently has funds allocated in the recurrent budget for staffing, minor traffic treatments and education costs including a designated Road Safety Officer. Within the core capital works program a number of projects are identified each year which respond to road safety issues within the road network- totalling some $400,000. Ongoing priorities are assessed within these current resources.

This Council Road Safety Strategy advocates a number of projects that are currently unfunded. Business cases would need to be developed and submitted to the budget process for consideration.

The Strategy recommends initiatives that may require future funding. These are listed as high, medium and low priority and will be considered for inclusion in Council’s programs through the normal project evaluation processes. The Strategy will also be useful by providing guidance in the development of other adopted Council projects to maximise community safety.

Council’s ability to secure funding for road projects, particularly where safety issues are involved, will be significantly improved by the existence of this Strategy and given the wide application of the Strategy to the various road systems, it would be appropriate to seek additional funds from VicRoads, TAC and RoadSafe Barwon and other road safe groups.

Policy/Legal/Statutory Implications

This Road safety strategy will provide direction for the ongoing improvement of road safety within the Municipality. When adopted by Council, it will also demonstrate that the City is taking a responsible position on road safety issues.

As this Road Safety Strategy has been created within the legal requirements and there are no policy, legal or statutory implications.

The City of Greater Geelong as co-ordinating road authority for municipal roads has a statutory duty under the Road Management Act 2004 to provide a safe road environment.

Officer Direct and Indirect Interest

No Council staff involved in the preparation of this report have a direct or indirect interest in the draft Geelong Road Safety Strategy 2012-2017.

Risk Assessment

There are no immediate risks associated with this report.

Social Considerations

Appropriate planning of road safety within the City leads to a positive overall effect on social activities.

Communication

Council maintains ongoing communication with community through a number of committees and advisory group such as the Community Safety Committee, Street Access Committee, Disability Access Committee and Roadsafe Barwon.

The process for dissemination and deployment of this Road Safety Strategy has included a workshop attended by a large range of key stakeholders, Councillors and CoGG staff.

The working group met frequently on many occasions to discuss and review the Draft Strategy.  A workshop for stakeholders was held in April 2012 with thirty six attendees from a wide range of organisations. 

Many issues raised at this workshop have been addressed in the Strategy.  The next stage of consultation involved the wider community with public exhibition of the Draft Strategy for a four-week period.  Submissions received will be considered by the working group to make the required amendments to the Draft Safety Strategy.

12. Prospect Road Laneways, Newtown - Proposed Construction - SRC 334 - Declaration of Charge (previously Agenda Item 11)

Summary

• This report relates to the proposed construction of two laneways in Newtown bounded by Mercer Parade, Talbot Street and Prospect Road, Newtown (see plan – Appendix 12-3).

• There is one east-west laneway and 1 north-south laneway both are nominally 6m wide. The predominant laneway has a basalt pitcher open drain along its centre line.

• Council has received complaints over a period of time and a petition from property owners requesting construction.  Concern has been expressed regarding the condition of the laneways, particularly after rain.

• There are 28 properties involved in the scheme.  The total estimated cost is $162,041.50 and individual property costs vary between $2,174.33 and $8,969.93.

• Property owners receive benefit from the works by way of improved vehicular access, removal of nuisance, proper drainage and general amenity improvement.

• The scheme was advertised and 4 Submissions and 3 Objections received.  A Submissions Panel Hearing took place on 9 October 2012.

• The Submissions Panel agreed the scheme should proceed subject to further investigation regarding underground drainage and speed humps.

• A survey conducted indicated there was insufficient support for owners funding this additional infrastructure.

• The scheme has been prepared in accordance with the Special Rate and Charge provisions of the Act along with the Council’s Special Rates and Charges policy.

• The report seeks a resolution by Council to “Declare the Charges” for road construction for the laneways bounded by Mercer Parade, Talbot Street and Prospect Road, Newtown.

Cr Richards moved, Cr S Kontelj seconded -

That

1. The following declaration of a Special Charge be confirmed:

1. a special charge be declared for the period until the work has been completed and the scheme finalised.

2. the special charge be declared for the purpose of defraying any expenses incurred by Council in relation to construction of the laneways bounded by Mercer Parade, Talbot Street and Prospect Road, Newtown, which project:

1. will provide proper vehicular access, proper drainage, removal of nuisance and enhancement to the general amenity for each of the properties included in the scheme;

2. Council considers is or will be a special benefit to those persons required to pay the special charge (and who are described in succeeding parts of this Resolution); and

3. arises out of Council’s function of planning for and providing infrastructure for property owners.

3. The:

1. cost of performing the function described in Part 1 (b) of this Resolution based on estimated cost, be recorded as $162,041.50.

2. total amount of the special charge to be levied, as based on estimated cost, be recorded as $121,757.01.

4. It be recorded that, for the purposes of Section 163 (2A) of the Local Government Act 1989, the special charge proceeds will not exceed the amount calculated in accordance with the prescribed formula (R x C = S), the:

1. ‘benefit ratio’ (R) being calculated at 100%, and representing the total benefits of the special charge scheme that will accrue as special benefits to all persons liable to pay the special charge; and

2. ‘community benefit’ (C) being assessed as zero in the Prospect Road laneways, Newtown.

5. the following be specified as the area for which the special rate is so declared:

1. the area within municipal district of Council highlighted in the plan attached to this Resolution (“the area”).

6. the following be specified as the land in relation to which the special charge so declared:

1. land within the area shown on the plan.

7. the following be specified as the criteria which form the basis of the special charge so declared:
   

   1. ownership of any land described in Part 1(e) of this Resolution.

8. the following be specified as the manner in which the special charge so declared will be assessed and levied:

1. a unit of cost allocated to each property;

2. the special charge will be levied by sending a notice to the person who is liable to pay, pursuant to section 163(4) of the Local Government Act 1989.

3. having regard to the preceding parts of this Resolution but subject to Section 166 (1) of the Local Government Act 1989, it be recorded that, subject to any further Resolution of Council, the special charge will be due and payable on the date(s) fixed under Section 167 of the Local Government Act 1989 as the date or dates on or by which Council’s general rates are due.

9. there are no incentives declared as incentives to be given by Council for the payment of the special charge before the date(s) specified for its payment under Section 167 (3) of the Local Government Act 1989.

2. Council’s Chief Executive Officer be authorised to levy the Special Charge in accordance with Section 163 (4) of the Local Government Act 1989.

Carried.

Report

Background

This project relates to the construction of an east-west laneway between Prospect Road and Mercer Parade and a short north-south laneway which connects Prospect Road and Mercer Parade.  Generally, the only means of vehicular access to all the properties is via the laneways.

The laneways are therefore extensively used.  The main, east-west laneway has a low point in the centre which had led to flooding problems and complaints from owners in the vicinity. The project has been designed to provide proper sealed access to the rear of the properties as well as resolve the flooding problem by the provision of a new, upsized pipe to Mercer Parade.  The drainage component of the works has been separated and is considered to be the responsibility of Council and is to be funded accordingly.

In mid 2011, Council corresponded with all owners and sent out a standard letter of support for owners to sign and return.  Over half the property owners returned the letter. 

Construction involves the addition of some pavement, the matching of road pavement with many and varied driveways, sealing and some drainage works.

Council considered an “Intention to Declare Charges” report at the 24 July 2012 meeting and resolved to proceed.  The scheme was subsequently advertised and submissions and objections invited.  Four submissions were received and broadly indicated the following:

• Laneway becomes potholed and is a driving risk.  Difficult in wet conditions;

• Difficult access to garages;

• Increased traffic in laneways and measures should be put in place to limit to local traffic only;

• Disagrees with the equal cost unit method of apportionment; and

• Do not use laneway.

Objectors raised issues relating to:

• Construction unwarranted;

• Laneway used by non-residents;

• Developers want laneway sealed;

• Cost is significant;

• Low traffic does not require a sealed surface; and

• Should be a Council/State Government responsibility.

A Submissions Panel Hearing took place on 9 October 2012.  Eight owners spoke at the Hearing.  Two matters were raised by owners which the Panel considered should be further investigated.  These were:

• Possible inclusion of an underground drain along the length of the laneway such that drainage from properties could be connected underground directly , in lieu of discharging to the surface on what would be the sealed surface.

• The inclusion of speed humps in the short north-south laneway to discourage through traffic.

As a follow up these matters were investigated.  The additional cost for both would add around 26% to the overall cost or $1,155 per property.

This information was sent to owners.  Sixteen property owners responded.  There was no response from 11.  The responses were as follows:

It was considered that the response was not sufficient to take the matter further.  A further complicating factor would have been the requirement to re-initiate the scheme, considering the proportion of additional cost involved.

Discussion

Property owners receive benefit by way of improved vehicular access, property drainage, removal of nuisance being dust and mud and general improvement to the amenity of the area.

The estimated cost of the scheme is as follows:

The method of apportionment adopted is the cost unit method.  Many of the blocks are of a similar size. Some have been subdivided into two, with a Unit built on each.  Essentially, the benefit owners gain is similar.  There is one large block at the corner of Talbot Street and Mercer Parade, which is clearly a double block, capable of being subdivided into two or more blocks, putting aside the existing building.  This property has been allocated 2 units of cost.  A property fronting Talbot Street has only a 3m wide driveway access to the laneway and has been allocated 0.5 cost units.

Environmental Implications

This project allows for the development of orderly, urban infrastructure.  During the course of construction and the manufacture and procurement of materials, there is expenditure of energy and green house emissions.  This does cease however, when construction is complete.

The project does not create waste with the exception of some excess spoil.

The proposal does not affect any natural habitats.

Construction of drainage and a sealed pavement will reduce the amount of silt washed into the drainage system and eventually, Corio Bay.

Financial Implications

The project has a one off capital cost and there will be minimal ongoing maintenance costs.  Given approval the scheme could proceed in the current financial year.

Policy/Legal/Statutory Implications

The scheme has been prepared in accordance with the Special Rate and Charge provisions of the Local Government Act along with Council’s Special Rates and Charges Policy.

Officer Direct or Indirect Interest

There are no Council Officers involved in the administration or subsequent construction of the works, who have a direct or indirect interest in the project

Risk Assessment

There are no risks associated with Council proceeding to adopt the recommendation and advertise the scheme.

Social Considerations

There are no social implications for Council proceeding to adopt the recommendation.

Communication

As a result of the special charge process, owners have had the opportunity to place submissions and objections before Council.  The Submissions Panel has considered these along with the verbal presentations given.  A further survey regarding the additional works was undertaken.

Appendix 12-1

Page 1

SCHEDULE ‘A’
OWNER FUNDED WORKS - COST ESTIMATE
PROSPECT ROAD LANEWAYS, NEWTOWN
The works for the construction of laneways in Newtown bounded by Mercer Parade, Talbot Street and Prospect Road, which consists of excavation, pavement works, concrete works,  drainage works, sealing, miscellaneous construction works, legal advice and professional services associated with survey, engineering design, drafting, supervision and administration of the project all as included in the cost estimate shown below.

Appendix 12-1

Page 2

SCHEDULE ‘A’
COUNCIL FUNDED WORKS - COST ESTIMATE
PROSPECT ROAD LANEWAYS, NEWTOWN
The works for the construction of laneways in Newtown bounded by Mercer Parade, Talbot Street and Prospect Road, which consists of excavation, pavement works, concrete works,  drainage works, sealing, miscellaneous construction works, legal advice and professional services associated with survey, engineering design, drafting, supervision and administration of the project all as included in the cost estimate shown below.

Appendix 12-2

SCHEDULE ‘B’           
PROPOSED SPECIAL CHARGE SCHEME FOR
PROSPECT ROAD LANEWAYS, NEWTOWN

Appendix 12-3

Plan

Attachment 12-1

PROCESS CHART

SPECIAL CHARGE PROJECTS –
(Section 163 – Local Government Act 1989)

PROSPECT ROAD LANEWAYS, NEWTOWN

13. Belmont Street, Belmont - Proposed Carpark Construction - SRC 304 - Declaration of Charge (Previously Agenda Item 12)

Summary

• This report relates to a proposed special charge scheme for the construction of a carpark in Belmont Street, Belmont to service the High Street business and retail precinct, refer to plan – Appendix 13-4.

• Council purchased the land for the carpark in 2007 which was the subject of a report to Council on 26 April 2006.  At this time Council agreed to the purchase of land and subsequent construction on the basis of the initiation of a special charge scheme to recover 50% of the cost of the land and carpark construction.

• The cost of the land was $665,205 and the cost of the carpark construction is estimated at $243,965.  The amount to be recovered from owners is $204,585.

• The State Government agreed to contribute $200,000 to the works and a further Council allocation of $100,000 has been committed.

• There are 179 properties in the scheme and charges vary from $67 to $18,107.  The capital improved value of the properties has been used as a basis for calculating the charge.

• All properties are zoned either business 1 or business 2, however, there are 15 properties in these zones used for residential purposes.  The recommendation is in two parts, firstly proposing to declare the charges and secondly, providing a concession to the owners using properties for residential purposes.  This is in the way of a deferred charge which becomes payable when the property reverts to commercial use.

• The area to be included in the scheme has been determined on the basis of proximity to the proposed carpark with some weighting reductions provided for the more remote properties on the north-west side of High Street.

• Council considered a report on 23 March 2010 and the scheme was advertised and submissions invited.  The Submission Panel considered all submissions and agreed to proceed with the scheme.

• The scheme has been prepared in accordance with the Special Rate and Charge provisions of the Local Government Act, along with Special Rates and Charges Policy.

• This report seeks a resolution by Council to “Declare the Charges” for carpark construction in Belmont Street, Belmont in accordance with the Special Charge Scheme Process

Cr Richards moved, Cr S Kontelj seconded -

Recommendation A – Declaration of Charges

Council resolves that in accordance with the provisions of the Local Government Act 1989, Section 163;

1. the following declaration of a Special Charge be confirmed:

1. A special charge be declared for the period until the work has been completed and the scheme finalized.

2. The special charge be declared for the purpose of defraying expenses incurred by Council in relation to purchase of land at 9 Belmont Street, Belmont and the construction of the carpark which project:

1. will provide a formal sealed carpark adjacent to High Street to provide a parking facility for customers, shoppers, clients, staff and general visitors to the area and will assist in attracting and retaining clients and customers and generally enhance the viability of the business and retail precinct;

2. Council considers is or will be a special benefit to those persons required to pay the special charge (and who are described in succeeding parts of this Resolution); and

3. arises out of Council’s function of planning for and providing infrastructure for property owners.

3. The:

1. cost of performing the function described in Part b of this Resolution based on estimated cost be recorded as $909,170; and

2. total amount of the special charge be levied be recorded as $204,585.

4. It be recorded that, for the purposes of section 163 (2A) of the Local Government Act 1989, the special charge proceeds will not exceed the amount calculated in accordance with the prescribed formula (R X C = S), the:

1. benefit ratio’ (R) being calculated as 1 for the High Street precinct and representing the total benefits of the Special Charge Scheme that will accrue as special benefits to all persons liable to pay the special charge; and

2. ‘community benefit’ (C) being assessed as zero.

5. The following be specified as the area for which the special charge is so declared:

1. The area within the municipal district of Council highlighted in the plan attached to this Resolution (“the area”).

6. The following be specified as the land in relation to which the special charge so declared:

1. All land within the area shown on the plan and includes the sub-areas numbered 1, 2, 3, 4, 5, 6, 7 & 11 contained within the area.

7. The following be specified as the criteria which form the basis of the special charge so declared:  

1. Ownership of any land described in Part e of this Resolution.

8. The following be specified as the manner in which the special charge so declared will be assessed and levied:

1. The capital improved value (CIV), in accordance with the 2008 year municipal valuations and in conjunction with weighting factors relating to the areas shown on the plan – Appendix 13-5, is the basis of the distribution of costs to property owners nominated in the scheme.  The table of areas and weightings is as follows;

   Area	Weighting Factor
   1	1
   2	0.5
   3	0.5
   4	1
   5	0.25
   6	0.5
   7	1
   11	0.5

   Weighting factors have as their basis, the distance of the sub-area from proposed carpark and the degree of difficulty in accessing the carpark.

   The cost for an individual property has been calculated by identifying the area in which the property is situated by means of the plan – Appendix 5, locating the weighting factor in the above table and applying the formula as follows;

   Cost to property = CIV of property x weighting factor divided by Sum of CIV of all properties in the scheme x by respective weighting factors multiplied by $204,585 (the amount to be recovered)

2. The special charge will be levied by sending a notice to the person who is liable to pay, pursuant to section 163(4) of the Local Government Act 1989.

9. regard to the preceding parts of the Resolution but subject to Section 166 (1) of the Local Government Act 1989, it be recorded that;

1. the owners of the land described in column 1 of Schedule B to the resolution are estimated liable for the respective amounts set out in column 2 of Schedule B; and

2. such owners may, subject to any further resolution of Council pay the special charge in the following manner:

1. The charge will become due and payable within one month of the issue of the notice requesting payment pursuant to Section 167(3) of the Local Government Act 1989.

2. Interest will not be charged for six months after the issue of the notice provided the person liable makes timely payment in accordance with any repayment arrangements that may be agreed on by Council.

3. In accordance with Section 172 of the Act, the rate of interest which is payable on the special charge which has not been paid by the specified date is set at Council’s overdraft rate, reviewed every three months (provided that it shall not exceed the rate fixed by the Governor in Council by Order for the purposes of Section 172 (2A) in which case the rate of interest shall be the maximum rate fixed by the Governor in Council by Order for the purposes of this section).

2. There are no incentives declared as incentives to be given by Council for the payment of the special charge before the date(s) specified for its payment under Section 167 (3) of the Local Government Act 1989.

3. Council’s Chief Executive Officer be authorised to levy the Special Charge in accordance with Section 163 (4) of the Local Government Act 1989.

Recommendation B – Grant of a Concession

That:

1. The following concession arrangement be granted:

1. The concessions be applied to the special charges as proposed by the High Street, Belmont precinct special charge scheme for purchase of land and carpark construction for 9 Belmont Street (the scheme).




2. The concessions be applied to those properties forming part of the scheme which are used solely for residential purposes and which are shown in Schedule C attached to this resolution.

3. It be recorded that Council may grant a concession in accordance with Section 169 (i)(d) of the Local Government Act 1989 (The Act) in order to assist the proper development of the High Street business and retail precinct, Belmont.

4. Council considers the granting of a concession to the specified properties will provide community benefit in that it facilitates and increases the likelihood of success of a special charge scheme for carpark construction which will ultimately benefit traders, business owners, shopping clientele and the general public, by means of improved accessibility and convenience.  Construction of the carpark is considered to be infrastructure required for the orderly and proper development of the High Street, Belmont, business and shopping precinct.

5. Having regard to Section 169(1B)(a) of The Act, Council confirms that the concessions to owners of the specified properties do not exceed one third of the rateable properties in the municipal district.

6. The following be specified as the manner in which the concession shall be given;

1. All properties included in the scheme which at the time of declaration, are used solely for residential purposes shall be the subject of the concession.

2. Properties in accordance with f1) above, shall have charges resulting from the scheme, deferred (the deferred charges).

7. The following be specified as the manner in which the deferred charges will become payable;

1. Deferred charges relating to properties in accordance with f1) above shall become due and payable;

1. When the use of the property reverts, changes or alters in any way, from that used solely for residential purposes

   .

2. In accordance with g1a) it be recorded that on change of property use and status, the concession will be revoked and the special charge in accordance with the scheme , will become due and payable.

8. Having regard to the previous parts of this Resolution, when charges become due and payable pursuant to g2) above, it be recorded that;

1. The owners of the land granted concessions, for special charges in accordance with the scheme, and being the owners of land described in column 1 of Schedule B to Resolution pursuant to the scheme, be liable for the respective amounts set out in column 2 of Schedule B and;

2. such owners may, subject to any further resolution of Council pay the special charge in the following manner:

1. The charge will become due and payable within one month of the issue of the notice requesting payment pursuant to Section 167 (3) of the Local Government Act 1989.

2. Interest will not be charged for six months after the issue of the notice provided the person liable makes timely payment in accordance with any repayment arrangements that may be agreed on by Council.

3. In accordance with Section 172 of the Act, the rate of interest which is payable on the special charge which has not been paid by the specified date is set at Council’s overdraft rate, reviewed every three months (provided that it shall not exceed the rate fixed by the Governor in Council by Order for the purposes of Section 172 (2A) in which case the rate of interest shall be the maximum rate fixed by the Governor in Council by Order for the purposes of this section).

2. There are no incentives declared as incentives to be given by Council for the payment of the special charge before the date(s) specified for its payment under Section 167 (3) of the Local Government Act 1989.

3. Council’s Chief Executive Officer be authorised to levy the Special Charge in accordance with Section 163 (4) of the Local Government Act 1989.

Carried.

Report

Background

A report was presented to Council on 26 April 2006 regarding the matter of additional parking to serve the High Street, Belmont business and retail precinct.  At the time Aldi Foods Pty Ltd was establishing a supermarket at the corner of Regent Street and High Street Belmont and had land surplus to their needs. Negotiations were underway regarding the purchase of the land by Council for the purposes of establishing a car park.

The High Street, Belmont shopping centre provides around 35,000m2 in total floor area covering retail, commercial and service industry uses.  Like other strip centres including Pakington Street and Highton, Belmont has experienced significant rejuvenation in the past ten years with extensions to Coles/KMart, BiLo (now Coles) and the construction of Aldi.

In May 2002 a report on parking in High Street, Belmont was prepared for the Council by consultants Turnbull Fenner.

The report focused on the areas between Regent Street and Mt Pleasant Road (Precinct 1) and Roslyn Road and Regent Street (Precinct 2).  The land to be purchased is located in Precinct 2.  Precinct 3 around Coles/Kmart was not analysed in detail as most uses in this area are self contained in terms of off street parking.

The following table provides an indication of the overall parking assessment for Precincts 1 and 2.

The table shows that there is greater demand for off street parking in Precinct 2 which is where the majority of the shops are located including the BiLo (now Coles) and Aldi supermarkets. 

Total actual and theoretical demand almost matches actual supply and observed peak demand for car spaces occupied 92% of available spaces. These indicators support the need for additional parking.

In addition to the parking analysis, the 2002 report conducted a survey of 44 traders and 129 shoppers in the centre.  The main findings of the survey were:

1. 93% of all staff (#300) travelled to work by car.

2. Of those staff, some 15% parked on site in spaces which are likely to be the “private” parks in the above table, 58% parked in car parks and 27% parked on street, mainly in surrounding residential streets.

3. 65% of traders felt there was insufficient parking for customers and 57% felt there was insufficient long term parking.

4. Most of the congestion occurs in the BiLo (now Coles) car park.

5. 52% of all shoppers were from locations other than Highton or Belmont indicating that the centre is serving a wider role than a neighbourhood centre.

6. 86% of all shoppers travelled to the centre by car.

7. 34% of shoppers attended the centre for purposes other than shopping indicating the diversity of uses in the centre.

8. 33% of shoppers parked on street and 58% parked off street.

In summary, the 2002 report concluded that the parking demand in Precinct 2 where the property at 9 Belmont Street is located is just met by the supply.  In addition, there are issues associated with long term parking in the surrounding residential streets that can be partly offset by allocating some of the newly created spaces for this purpose.

Council resolved to enter into a contract of sale to purchase 3,122 sq. metres of land from Aldi for a purchase price of $660,000.  Council also resolved to recover 50% of the purchase price and capital cost of developing the land to use as a car park.

In 2007, Council applied for and was granted a planning permit for the development of a car park on the site.  The conditions of the permit were of a standard nature, however there was a condition that Council “Negotiate with adjoining property owners 159B to 153 High Street and 11 Belmont Street to construct an easement drain through the car park by means of a special charge scheme”.

In late 2007, Council finalised the purchase of the land from Aldi.

A report was adopted by Council at the 23 March 2010 meeting, resolving to proceed to advertise the scheme.  This was undertaken and submissions / objections invited.  As a result Council received a total of 12 responses made up of 9 objections and 3 submissions.  All objections and submissions have previously been circulated to Councillors.

The Submissions Panel met and considered all written and verbal submissions and agreed to proceed with the scheme.

Following on from the State Election in 2010, the State Government agreed to contribute $200,000 to offset property owners contribution costs for the project.  In discussions with the Department of Planning and Community Development, it appears to be “no strings attached” funding with the exception that the funds must only be used to offset property owners contributions.  An agreement has been signed by both parties.

In addition, the Council has agreed to contribute an additional $100,000.

One property has been removed from the scheme being 5-7 Church Street which is vacant, residential zoned land which fronts Church Street and does not form part of the commercial area.

Property valuations are reviewed and updated on a 2 year cycle.  Since the “Intention to Declare Charges” report was presented to Council a different set of property valuations apply.

The scheme has been prepared on the basis of the 2008 valuations and it is considered reasonable for Council to continue to use this valuation framework as the basis for the scheme. Should a new valuation base be used, this could be seen as a material change to the scheme, for at least some of the properties. The scheme could be challenged on this basis.

Discussion

The proposed special charge scheme is complex in nature and in the first instance Council needs to establish that a special benefit flows to every property included in the scheme.  Special benefit is benefit the group of properties receives which is “over and above that received by other properties not included in the scheme”.

Special benefit applying to the properties is as follows:

• Provision of parking over and above the existing provides a greater attraction for persons to enter the precinct and stay for purposes of shopping or attendance to business matters.  Given the potential to attract more people, there is the opportunity for businesses/shops to expand to cater for a larger clientele, conduct business at a greater level and at higher profitability.

• Given an increase in profitability this enhances the marketability or value of the business operations as well as land and buildings and also includes rental.

• High Street is an older shopping centre in competition with nearby centres such as the Central Activities Area and Waurn Ponds.  The provision of upgraded parking facilities places the High Street precinct in a better position to compete.

The special benefit referred to above centres around retaining and increasing business and shopping activity and is sufficient in nature to support a special charge scheme.  An added issue is the fact that Council is funding half the cost of the project.  This provides solid support for the project and is a significant commitment and measure of support by Council.

A matter which is important to the establishment of special benefit relates to the “catchment” or area of the precinct selected for inclusion in the scheme.  This matter has been given special consideration.  Initially all properties in B1Z and B2Z from Mt Pleasant Road to Roslyn Road/Corio Street and just beyond were included.  This area was divided into 14 sub-areas and distances from centroid of parking area to centroid of sub-area calculated.  Given that there is a general acceptance that a figure of approximately 200 metres is a desirable maximum walking distance from park to destination, nine of the sub-areas were selected and five excluded.  This explains why sub areas 1, 2, 3, 4, 5, 6, 7 and 11 only are nominated with sub areas 8, 9, 10, 12 and 13 not shown on the plan, excluded by the process.

In addition to this parameter, which is one of only an approximate nature, weightings (reductions) were applied to some areas where the path from park to destination crosses a busy road.  For example a 50% reduction was applied to compensate for crossing High Street.  The reduction was initially applied to the capital improved value of the property and therefore directly lowered the cost allocated to the particular properties.  This was considered to be a fair method of distributing costs given those properties closest to the car park would stand to gain the highest level of benefit and those more distant, a lesser degree.

It should be noted that for the purposes of a special rate or charge scheme, Council does not need to assess the level or degree of benefit which may be different for many properties.  Differing degrees of benefit do not justify a scale of charges or in fact removal from a scheme.  This matter has been confirmed by the Victorian Civil and Administrative Tribunal (VCAT) on a number of occasions.  Council need only establish that special benefit does apply to those properties forming the scheme.   

Two letters have been sent out advising owners that the proposal is in the stage of preparation.  A number of discussions have been held.  A common theme where newer developments are involved is the claim that all Council conditions have been complied with in relation to parking on site and in some cases, parking in excess of those requirements has been provided.  It is a fact that there are a range of businesses/shops in the precinct of varying vintages.  Some of the older developments would not have provided any parking.  The most recent developments have provided the full compliment.  This is considered incidental, however, as all developments would have complied with the requirements of the day, regardless of what they were.  To now ask the owner of an older development to upgrade parking to the current standard would not be a fair and reasonable approach.  In reference to the special benefit issues explained above, any additional car park such as this has the potential to provide additional business activity in the precinct.  All properties have the opportunity to take advantage of this additional business activity regardless of whether they have the current standard of parking or none at all.  Enhancement of property values applies over the precinct and is not dependent on existing individual property parking arrangements.  A further difficulty would be the location of records of some businesses which may date back 50 years, for example.

As indicated the land included in the scheme is B1Z and B2Z.  None of the surrounding R1Z (residential) is included.  There are however, 15 properties in the business zones which are used for residential purposes.  These are essentially in the Belmont Street area almost adjacent to the carpark.  There is one in Regent Street on the north-west side of High Street.  Careful consideration was given whether to include or exclude these from the scheme.

The principle of special benefit, once established, applies regardless of whether the property is put to its best or highest economic use.  In this instance Council can be guided by precedent established in VCAT, the NSW Supreme Court and the High Court of Australia.  Four relevant decisions are as follows:

• Bankstown Municipal Council v Fripp (1919) HCA 41; (1919) 26 CLR 385 (8 August 1919).

• Parramatta City Council v Pestell (1972) 128 CLR 305.

• OG Rich and ors vs Moira Shire Council 1998 / 95260 VCAT

• Seventh Day Adventist Church Warragul v Baw Baw SC (2007) VCAT 905 (18 May 2007)

The Parramatta v Pestell case is of particular significance and has particular similarities with the scheme proposed.  In this case the Council proposed to upgrade roads, kerb and channel and footpath and imposed a local rate.  The area included was essentially an industrial area, although it contained a number of cottages used for residential purposes.  Some of the properties were removed from the scheme, some were included.  An owner of a cottage included in the rate scheme objected via the Supreme Court of N.S.W. and was successful.  The Council subsequently appealed via the High Court and 4 of the 5 Judges considered the rate scheme to be improperly constructed in that all properties received benefit, including those omitted and the scheme was therefore unfair and should be quashed.

The two High Court cases have particular relevance to the special rate and charge provisions of the Victorian Local Government Act, and have provided a description and definition of special benefit which is commonly in use today.         

In Rich v Moira, VCAT Tribunal Member Marsden relied on Bankstown v Fripp and Parramatta v Pestell. The Tribunal Member makes specific reference to zoning:

”…In this case the special benefit is not remote in that the works will immediately increase the capacity of the land to be used for the purpose for which it is zoned, and enhance the value of that land.  The Tribunal cannot simply ignore the zoning of the land because, at the moment, it is being used for another purpose.  The zoning of land plays an important part in an assessment of its valuation.”

On the basis of the above, it appears quite clear, Council should include the properties used for residential purposes, in the scheme.  Failure to do so would likely jeopardize the scheme, if reviewed by VCAT.

This is, however, an unusual set of circumstances whereby a charge for a car park to be used for commercial purposes, is to be levied on properties used solely for residential purposes.  In view of this and to provide some relief to these owners, the following is proposed;

• the properties used solely for residential purposes be included in the scheme;

• the charges to these properties be deferred;

•  the charges would become payable when the properties come into use for commercial purposes; and

• the normal interest requirement applies on the issue of the notice regarding payment of the charge.

The above provides relief for the current owners, yet includes the properties in the scheme and therefore does not jeopardize the scheme.

A scheme has also been prepared for an easement drainage project to service properties 159B to 153 High Street, 11 Belmont Street and includes part of the proposed car park.  This easement drainage scheme is being presented concurrently with the car park scheme.  The easement drainage scheme can exist independently of the car park scheme.

These properties fronting High Street, no’s 153, 155 and 157 High Street have rear abuttal to the carpark.  Access to the rear of no’s 155 and 157 is from High Street via a shared driveway.  No 155 is currently under redevelopment and No 157 a chemist and both have deliveries via the driveway and High Street.  Good traffic management practice would dictate that access via High Street be removed wherever possible.

Controlled access to these two properties as well as the third, No 153 High Street would be appropriate and this can be done by means of the creation of a carriageway easement, in favour of all three lots along the rear and entry via No 157 and exit via No 153 High Street, to and from the car park.  It would not be desirable from the point of view of management of traffic in the car park, to have total, unfettered access to the rear of these properties from the car park.

Associated with the closure of the driveway from High Street is the need for pedestrian access.  The planning permit for the redevelopment of 155 High Street has provided for a pedestrian walkway from the carpark through to High Street.  The preferred arrangements provide benefits to all parties, including the general public.  There are some minor costs associated with this rearrangement of access which include creation of easement, fees, forming the access and rearranging the fencing. It is reasonable this work be cost neutral for the owners and therefore costs have been included in the special charge scheme as the pedestrian thoroughfare provides considerable benefit to the carpark users.      

It is proposed that the car park have a 2 hour limit which is consistent with the Aldi car park adjacent and surrounding car parks.

The financial arrangements for the scheme have been amended since it was first put to Council and subsequently advertised.  This results in a considerable reduction for property owners of approximately 55%.  The following table indicates the changed financial contributions.

Council’s recently adopted policy stipulates where ex-gratia funding is provided to a scheme, whether internally or externally, it will be applied to the total cost of the works thus reducing the overall project cost.

In order to be eligible for the State Government Grant, however, Council cannot apply this criterion.  In the circumstances and considering the magnitude of the grant Council needs to depart from policy in this instance.

Environmental Implications

The car park currently has a part pavement and seal as it was previously the quadrangle area of the old school on the site.  The construction process will require the expenditure of energy both in the construction and the provision of the component materials such as crushed rock, drainage pipes and asphalt.  This is only short term as the duration of the construction process is only a few weeks. 

Ongoing maintenance thereafter will be only minimal and therefore no additional, ongoing energy sources will be drawn on.  There are no carbon offset arrangements for this type of construction.

As indicated existing pavement material on site will be reused.  Sealing of the area will reduce the amount of silt passing through the underground drainage system and eventually reaching the Barwon River.

Runoff from the site is proposed to be collected in infiltration beds, parallel to Regent Street.  Water will be filtered via this system before entering the underground system.  There are no natural habitants on the site.

Financial Implications

The total cost of this project is $909,170 which is made up of the land purchase ($665,205) and the car park construction ($243,965) by means of the special charge scheme.

Should the scheme be unsuccessful, Council will be required to meet the full cost, if the project is to proceed.  An option would be for Council not to proceed with construction, however, the land has already been purchased, therefore Council is committed in this respect.

Policy/Legal/Statutory Implications

The scheme has been prepared in accordance with the special rate and charge provisions of the Local Government Act as well as Council’s Comprehensive Infrastructure Funding Policy.  Particular emphasis has been placed on researching similar cases which have been through various legal jurisdictions, to ensure that in the event of a challenge, the scheme can be substantiated.  There are no matters relating to the Human Rights Charter which require consideration of Council.

Officer Direct or Indirect Interest

There are no Council Officers involved with the project who either own properties in the area or have an interest.  Therefore, there is no Officer direct or indirect interest in the project.         

Risk Assessment

There are no specific risk assessment issues associated with Council resolving its intention to declare the charges for the scheme.  This simply commences the process of the special charge scheme as the next step is formal advertising.

Provision of formal parking will assist in avoiding instances of illegal or errant parking in the local area.

Social Considerations

The High Street shopping and business precinct is surrounded by a residential area.  Traditionally parking extends into this area which can disenfranchise local residential property owners.  The addition of a carpark will assist in concentrating this parking closer to High Street in the B1 Zone.  The car park will provide disabled parking spaces and all construction will comply with the requirements for vision impaired and wheelchair bound persons.

Communication

In 2005/2006, Council become aware of the Aldi land which was surplus to their needs.  Discussions were held at that time with the Belmont Business Association.  A public meeting was held to explore the proposal, however, this was poorly attended.  Council then proceeded to the purchase of the land.

An initial advisory letter was sent out to all owners in April, 2008 and a further letter sent out recently.  A number of telephone discussions have taken place. Property owners have had the opportunity to speak with Councillors and address the Panel through the Submissions Process.  Special Rates and Charges schemes have an established communication process, with the public as outlined in the Process Chart – Attachment 13-1.

Appendix 13-1

Page 1

SCHEDULE ‘A’

The works for the purchase of land and associated legal costs, construction of roadworks, drainage and street furniture in the Belmont Street carpark, Belmont, which consists of excavation, road pavement, kerb and channel, asphalt surfacing, underground drainage and associated pits, biodetention system, lighting, signing, linemarking, landscaping, miscellaneous construction works, legal advice and professional services associated with survey, engineering design, drafting, supervision and administration of the project all as included in the estimates shown below.

COST ESTIMATE FOR PURCHASE OF LAND AND CONSTRUCTION OF THE BELMONT STREET CARPARK, BELMONT

Appendix 13-2

SCHEDULE ‘B’

SPECIAL CHARGE SCHEME FOR THE CONSTRUCTION OF
 CARPARK 9 BELMONT STREET, BELMONT

AREA 1

AREA 2

AREA 3

AREA 4

AREA 5

AREA 6

AREA 7

AREA 11

Appendix 13-3

SCHEDULE ‘C’

The following properties are those referred to in

Recommendation B – Intention to Grant a Concession

Appendix 13-4

Plan

Appendix 13-5

Plan Showing Nominated Sub-Areas

Attachment 13-1

PROCESS CHART

SPECIAL CHARGE PROJECTS – (Section 163 – Local Government Act 1989)

9 BELMONT STREET, BELMONT – PROPOSED CONSTRUCTION OF CARPARK

14. Amendment C270 - Public Acquisition Overlay 4 (PA04) - North South Collector Road and Intersection, Jetty Road Urban Growth Area (Previously Agenda Item 13)

Summary

• The purpose of this report is to seek Council support to prepare and exhibit a planning scheme amendment to the Greater Geelong Planning Scheme.

• Amendment C270 is Council-initiated and seeks to apply the Public Acquisition Overlay 4 (PAO4) on land at Portarlington Road.

• C270 will facilitate the construction of the North South Collector Road and the intersection at Portarlington Road, forming part of the Jetty Road Urban Growth Area primary road network.

• The affected land forms part of the Curlewis Golf Club at 1201-1419 Portarlington Road, Curlewis, and privately owned land at 1421-1423 Portarlington Road, Drysdale, (Appendix 14-1 provides a plan of the subject land).

• The two affected property owners have previously been notified of the additional land required for the construction of the road and intersection. Further discussions will be held with the owners prior to public exhibition.

• The PAO4 will cover an area of 0.39ha.

• The existing zoning is Special Use Zone 3 (Curlewis Golf Club) and Rural Living Zone (Privately owned land). (Appendix 14-2 provides a copy of the existing zoning controls).

• C270 follows amendment C230, which applied the existing PAO4 for the initial stage of the North South Collector Road. Additional land is now required to facilitate both the construction of the North South Collector Road and the intersection at Portarlington Road in a concurrent manner.

• The additional areas of land have been determined by a detailed re-examination of the original intersection design. (Appendix 14-3 provides a copy of the proposed additional land take areas.)

• Amendment C270 will facilitate the development of the North South Collector Road and intersection funded by the Jetty Road Urban Growth Area Stage 1 Development Contributions Plan.

• The amendment will result in a good planning outcome. The amendment will assist in delivering key infrastructure as part of the Jetty Road Urban Growth Area.

Cr Richards moved, Cr S Kontelj seconded -

That Council resolves to support the preparation and exhibition of amendment C270 to the Greater Geelong Planning Scheme, to apply a Public Acquisition Overlay (PAO4) as shown in Appendix 14-4 of this report, subject to the authorisation of the Minister for Planning being obtained.

Carried.

Report

Background

Amendment C270 is Council-initiated and proposes to apply the Public Acquisition Overlay 4 (PAO4) on land at 1201-1419 and 1425-1429 Portarlington Road. The amendment will facilitate the construction of a new North South Collector Road and intersection at Portarlington Road. (Appendix 14-4 provides a copy of the proposed PAO4). 

The proposed North South Road was originally designated in the Jetty Road Urban Growth Plan as shown on the Structure Plan in Appendix 14-5. It will provide a new entry road to the growth area and the future activity centre and will alleviate traffic pressure on Jetty Road and the Jetty Road/Portarlington Road intersection.

The adopted Jetty Road Urban Growth Area Stage 1 Development Contributions Plan identifies the North South Collector Road and intersection as two key infrastructure items that require the application of the PAO4:

• North South Collector Road (DCP Project Ref: ROO1)

• North South Collector Road and Portarlington Road Intersection (DCP Project Ref: ROO3)

C270 follows amendment C230 Jetty Road Development Contributions Plan. C230 applied a number of planning overlays, including the PAO4 on land to facilitate the initial construction of the North South Collector Road along the western edge of property 1421-1423 Portarlington Road, Drysdale.

Amendment C230 was subject to review by an Independent Panel. For the North South Collector Road, the Panel recommended the proposed layout and costings of the intersection be revisited to allow the signalised intersection to be constructed at the same time as the North South Collector Road is opened.

Council accepted the Panel’s recommendations and the original North South Collector Road and Portarlington Road intersection layout has now been reviewed. Additional land must be acquired either side of the area subject to the existing Public Acquisition Overlay 4 to enable the construction of a duplicated road reserve layout at the approach to the intersection and to accommodate existing services running along Portarlington Road.

The additional areas of land required to accommodate the revised layout for the North South Collector Road and Portarlington Road intersection are shown in Appendix 14-3 (highlighted colours- blue and red) and are detailed below in Table 1. Table 2 details the land take area of the existing PAO4.

Table 1 – Land Acquisition for North South Road and Intersection

Table 2- Existing PAO

Discussion

The PAO4 will act as a safeguard necessary for the construction of the new road/intersection and, importantly, the acquisition of privately owned land in accordance with the provisions of the Land Acquisition and Compensation Act 1986.

As a result of the C230 Panel recommendations, Council commissioned an independent engineering firm to prepare a more precise functional layout and review and cost the intersection. The revised layout now accommodates a fully signalised intersection to be constructed at the same time as the opening of the North South Collector Road. The revised design has resulted in the requirement for additional land.

The additional land required to the west of PAO4 comprises land within the grounds of Curlewis Golf Club. Presently, this land is zoned ‘Special Use Zone’. The inclusion of this area of land within the PAO4 boundary might have an impact on the golf course itself in terms of the minor repositioning of existing greens/tee-offs. Any uncertainty regarding the overall proposals and potential impact will be discussed with the golf course board members prior to exhibition of the proposed amendment.

The additional land to the east of the existing PAO4 will require acquisition from a private land owner. Presently, this land is zoned ‘Rural Living’. There will be an impact on the landowner but the additional land take falls within the area identified as Stage 2 of the Jetty Growth Area. Consequently, the future development of this land for an enlarged road reservation including the intersection, was already planned as part of the Stage 2 development of Jetty Road UGA.

The two affected property owners have previously been notified of the additional land required for the construction of the road and intersection. Further discussions will be held with the owners prior to public exhibition.

The Jetty Road Urban Growth Area Stage 1 Development Contributions Plan Overlay Schedule 2 (DCPO2), deals with the necessary infrastructure items to facilitate development in this area.  Amendment C230 implemented DCPO2, also incorporating the costings and delivery timescales associated with the revised North South Collector Road and intersection.

DCPO2 provides Infrastructure Project Sheets in relation to key projects associated with the Jetty Road Urban Growth Area. The timing of Project R002- North South Collector Road Part A- Land Acquisition has a commencement date of 2013-2014 or 450 lots. Amendment C270 will facilitate with meeting these timescales by way of acquiring the necessary additional areas of land to facilitate the construction of the North South Collector Road and Intersection (DCPO2 Projects ROO1 and ROO3).

Vic Roads and Council Engineering Services have been involved in the review of the intersection.

Environmental Implications

The construction of the North South Collector Rd and intersection will result in the loss of vegetation. However, prior to the construction of the new road and intersection, a survey will be undertaken of the affected land to confirm the species and quality of vegetation.

Financial Implications

The Jetty Rd Stage 1 Development Contributions Plan (DCP) includes the cost of the land to be acquired by the Council for the new road. The cost for the land will be collected from the Stage 1 landowners/developers.

DCP Infrastructure Item R002 - North South Collector Road Part A- Land Acquisition has established a project cost of $294,800 to acquire the land. The project cost is expressed in July 2011 dollars and is based on a land valuation undertaken in 2011. When the Council formally engages in the land acquisition process i.e. the process of purchasing the land, the affected area will be re-valued to provide an updated cost for the land.

The DCP funds only cover the value of the land to be acquired. Associated costs such as legal fees, conveyancing fees etc. are not included in the DCP project cost. Council has been advised by its DCP consultants that legal costs cannot be included when preparing a DCP.

There will be associated planning scheme amendment costs (amendment fees, panel costs and representation as required) as part of the implementation process given this is a Council initiated amendment. This can be accommodated within the existing budget.

Policy/Legal/Statutory Implications

Amendment C270 is consistent with State and Local Planning Policy Frameworks. Council, in its role as Planning Authority, will bound by the provisions of the Land Acquisition and Compensation Act 1986 in its pursuit of land for the above purpose.

The planning scheme amendment will be carried out in accordance with the Planning and Environment Act 1987.

Officer Direct or Indirect Interest

No officers or contractors involved in the preparation of this report have a direct or indirect interest in matters to which this report relates.

Risk Assessment

There are no notable risks associated with the implementation of the Public Acquisition Overlay 4 (PAO4).

However, should the process of land acquisition run into difficulties, this could create issues for delivery of the intersection. The timely acquisition of land is important to the overall delivery of the North South Collector Road and Intersection.

Acquisition of land will be purchased using monies collected from Stage1 landowners.

Social Considerations

The amendment is not expected to generate any significant social impacts.

Communication

Prior to formal exhibition of the amendment, all landowners will be notified of the Council’s intention to prepare and exhibit amendment C270. During the formal exhibition of the planning scheme amendment, all landowners will be notified of the proposed PAO.

Respective landowners will have the opportunity to make submissions and be heard by an Independent Panel.

Consultation with relevant referral authorities has also been undertaken in the lead up to the Amendment exhibition i.e. Vic Roads, and liaison with key referral authorities will continue during the course of the amendment process.

Appendix 14-1 Subject Land

Appendix 14-2 Existing Zoning Map

Appendix 14-3 Land Take Areas

Appendix 14-4 Proposed PAO4 in red outline (existing PAO4 shown in yellow)

Appendix 14-5 Jetty road Urban Growth Plan - Structure Plan

[Back to List]

15. China Super Trade Mission September 2012 - Aviation and Aero Space Delegation

Summary

• On 11 September 2012, the Victorian Government outlined its plan to develop a long-term partnership with China to grow trade, open new markets and attract investment.

• In accordance with these strategic priorities, the Premier of Victoria, the Hon Ted Baillieu MLA led Victorian organisations on a Super Trade Mission to China from 17 - 21 September 2012.

• Keelie Hamilton, Co-ordinator Economic Development attended the Super Trade Mission to China in support of growth and expansion opportunities of Avalon Airport.

• The Geelong contingent of the Aviation and Aerospace delegation met with eight entities including airlines, education institutions and investment multinationals. The mission included a further five opportunities for networking and business. The delegation visited seven cities over five days.

• The outcomes of the meetings held as part of the Super Trade Mission to China provide opportunity for further engagement with and generation of economic investment from China. Appendix 15-1 detail outcomes and recommendations identified to build on the introductions made as part of this trade mission.

Cr Harwood moved, Cr Macdonald seconded -

That Council:

1. note the ongoing engagement activities being undertaken by the Economic Development Unit;

2. endorses extending invitation to the Chinese mission meeting hosts to attend the City of Greater Geelong Corporate Chalet at the Avalon International Airshow, February 2013 as part of the Asia Pacific aviation and Aerospace Leadership Summit.

Carried.

Report

Background

On 11 September 2012 the Victorian Government outlined its plan to develop a long-term partnership with China to grow trade, open new markets and attract investment.

The Victoria-China Engagement Strategy has five strategic priorities for engaging with China:

Priority One: Facilitate Exports

The Victorian Government will:

• Conduct regular trade missions to China to support businesses to enter the competitive China market.

• Provide in-country support for businesses through Victorian Government Business Offices located in Beijing, Nanjing, Shanghai and Hong Kong.

• Organise inward trade missions bringing key Chinese decision makers, business people and influencers to Victoria.

• Help prepare Victorian companies for market entry through targeted training programs in Chinese business culture and practice and international business skills.

Priority Two: Attract Investment

The Victorian Government will:

• Implement a targeted investment program to attract Chinese investors, including in relation to major infrastructure projects.

Priority Three: Partner through Research and Development (R&D)

The Victorian Government will:

• Help foster deeper R&D ties through stronger government-to-government relationships.

• Promote Victoria’s research capabilities and strengths, including through trade missions and communication to government and industry in-market.

Priority Four: Develop Relationships that Strengthen Ties with China

The Victorian Government will:

• Deepen ties with Jiangsu Province, Victoria’s sister state, including through stronger government relationships and policy dialogue.

• Forge new relationships in other provinces and cities, including in western China.

• Work collaboratively with Victorian local governments that have established sister and friendship city relationships in China.

• Draw on established business and community relationships between Victoria and China to support deeper engagement.

Priority Five: Boost Victoria’s “China Literacy”

The Victorian Government will:

• Deepen understanding of China through education programs, cultural exchanges and the arts.

• Conduct and promote Chinese language training, including the in-country Hamer Scholarships Program.

Discussion

In consideration of achievement of the five strategic priorities, the Premier of Victoria, the Hon Ted Baillieu MLA led Victorian organisations on a Super Trade Mission to China from 17 - 21 September 2012.

The City of Greater Geelong submitted an Expression of Interest to the attend the Super Trade Mission to China in the Aviation and Aerospace contingent with consideration of the importance of Avalon Airport to the ongoing economic prosperity of the Geelong region. This Expression of Interest was accepted.

China is Victoria’s largest trading partner and is a major engine of global economic growth. This mission allowed participants to gain a first-hand understanding of China’s market dynamics and gave them the opportunity to showcase their organisation and forge new connections with potential qualified customers, business partners and investors.

The Super Trade Mission to China was the largest ever to leave Australia’s shores. Participants represented industries of strategic importance to both Victoria and China including: automotive, aviation and aerospace, cleantech, education, food and beverage, ICT, life sciences, mining equipment and technology services, professional services (including financial, carbon markets and healthcare), sustainable urban design and tourism.

Twenty-three people attended the meetings representing various areas of the aviation and aerospace sectors. Keelie Hamilton, Co-ordinator of Economic Development attended the aviation and aerospace delegation in support of growth and expansion of Avalon Airport.

Other attendees in support of Avalon:

• David Fox, Avalon Airport, Executive Chairman

• Justin Giddings, CEO, Avalon Airport

• Li Ding, Avalon Airport (Huili Investments)

• Allison Murphy, Redstick Strategic Communications

Appendix 15-1 provides information regarding the opportunities for Avalon / Geelong. Appendix 15-2 provides information regarding other opportunities for Geelong not directly related to the mission and the global context of economic growth for Australia.

Environmental Implications

There are no environmental implications that have arisen as part of this delegation.

Financial Implications

The Victorian Government coordinated programmed events, site visits and business matching meetings. The direct cost to participants included items such as international airfares, internal airfares, train travel and accommodation.

As an eligible entity the City of Greater Geelong claimed $3,000 towards expenses incurred under the Victorian Government Trade Mission Assistance Program (TMAP).

All associated costs were met by the 2012-2013 Economic Development Unit budget.

Policy/Legal/Statutory Implications

The development of the National Freight and Logistics hub inclusive of Avalon Airport is a primary policy objective of Council and attending the Super trade Mission is in line with Councils commitment to this policy objective.

Delivering on the Open for Business policy is a primary strategic direction of the Planning Strategy, Economic Development and Tourism division of Council. The mission is consistent with the Open for Business policy.

Officer Direct or Indirect Interest

No officer involved has a direct or indirect financial interest.

Risk Assessment

There are no known associated risks with having undertaken the Super Trade Mission.

Social Considerations

The expansion and growth of economic activity at Avalon Airport delivers significant societal benefits across Geelong. Advocating and supporting Avalon to aid jobs growth is a high priority for the prosperity of our community.

Communication

The Super Trade Mission has been communicated to the general public as part of the Victorian State Governments press. The City of Greater Geelong has supplemented this press with our own media release. This report forms part of the communication of the actionable outcomes of the mission.

Appendix 15-1

Lead by Andrew Ferrington, Director Aviation and Tourism Investment Attraction, each meeting followed a similar format. General introductions were made by both parties with mission delegates provided the opportunity to make direct reference to the reason for attending the meeting if appropriate. A general presentation by the Chinese entity followed introductions, with the delegation afforded a brief time to ask specific questions. Gift presentation and group photos then followed. Meetings were supported by Nick Yan, Senior business Development Manager, Victorian Government Business Office, Shanghai.

Beijing - Day 1

Welcome breakfast

Met with Colin Barrow, Deakin University attending for life sciences. Colin was meeting with Beijing Pharma and undertaking a site visit the following day. This will have relevance and importance for bioGeelong. Subsequent follow up with Colin indicated that this meeting was valuable and that further engagement with a company in the vicinity of Beijing Pharma will have significance for bioGeelong.

Meeting 1 – CAAC (Civil Aviation Administration of China)

A ministry level organisation under state government control, the CAAC is responsible for the National civil aviation affairs.

Chinese Representatives:

Jin Junhao – Director of General Aviation. Responsible for the Chinese General Aviation (GA) Industry including approval of operations and administration, policy and regulation.

Bai Wenli – Deputy Director International Air. Responsible for the approval of International flight rights that fly through China and originate from China.

Opportunity for Avalon / Geelong

• Collaborative proposal for International Accredited Course. Potential for training opportunity at Avalon Airport. Discussion to be held with Avalon Airport and the State Government to ascertain support for pursuing.

• Invitation to attend the Avalon International Airshow in 2013 to further build relationships.

Meeting 2 – Hainan Airlines (HNA Group)

Hainan Airlines is the largest privately owned air transport company and the fourth largest airline in terms of fleet size in the People's Republic of China. It operates scheduled domestic and international services on 500 routes from Hainan and nine locations on the mainland, as well as charter services. Hainan Airlines have 19 sister airlines and operates as part of the HNA group.

While operating one of China's largest commercial Airlines, Hainan Airlines also operates numerous subsidiaries in a variety of related and unrelated industries, including: 11 airports, 47 hotels and inns, 13 financial service providers, 5 marine transport firms and 2 retailers.

Discussion with Hainan Airlines indicated that they have a particular interest and need for skilled staff.

Opportunity for Avalon / Geelong

• Follow up regarding opportunities for tourism investment. This would be long term engagement potentially lead by GOT or Strategic Projects, dependant upon strategy and project priority for infrastructure delivery.

• Invitation was made to the marketing team to visit Geelong during the International Airshow.

• Economic Development Unit of COGG is providing statistical data provided  to assist Avalon in further discussions.

Meeting 3 – Air China (AC)

Meeting attended by:

• Louise Asher – Minister for Tourism and Major Events, Minister for Innovation, Services and Small Business, Victorian Government

• Peter Poggioli, Chief of Staff, Ministers Office

• Leigh Harry, Chief Executive Officer, Tourism Victoria

• Allen Kwok, Victorian Government Trade and Investment Office, Investment Director.

Air China was established on 1 July 1988 as a result of the Chinese government's 1987 decision to split the operating divisions of Civil Aviation Administration of China (CAAC) into six separate airlines: Air China, China Eastern, China Southern, China Northern, China Southwest, and China Northwest. Air China was given chief responsibility for intercontinental flights and took over the CAAC's long haul aircraft (Boeing 747s, 767s, and 707s) and routes.

In 2010, Air China carried 60 million domestic and international passengers with an average load factor of 80%. The airline reported a net profit of 12 billion yuan (USD $1.83 billion) in 2010. Air China has code-share agreements with 29 airlines including Qantas.

Opportunity for Avalon / Geelong

• Justin Giddings, CEO Avalon Airport made a proposal to Air China to nominate as an alternative airport. This proposal can potentially save Air China $400k and generate additional revenue for Avalon.  Discussions are positive.

Meeting 4 – CSSC (China State Shipbuilding Corporation)

The China State Shipbuilding Corporation (CSSC) is one of the two largest shipbuilding conglomerates in China, CSSC consists of various ship yards, equipment manufacturers, research institutes and shipbuilding related companies in China.

This meeting was a stand up introduction and presentation followed by a collaboration ceremony.

Nanjing - Day 2

Meeting 5 – Civil Aviation University of China

The CAUC is a national university under the CAAC. It provides aviation education and continuing education open to Chinese and overseas trainees. The University has over 1500 staff, 1000 teachers and a total population of approximately 22,000 students studying at the university.

Professor Wang, Chair of the Chinese delegation, has a reciprocal arrangement with RMIT and had just returned from Melbourne last week.

The CAUC has:

• 15 Colleges including Aeronautical engineering, Aeronautical automation, Electronic engineering, Economics and management, Science, Computer science and technology safety science and engineering, Flight techniques, and Vocational technical college (general aviation)

• 2 Flight Schools: Continued education and Engineering techniques training centre

• 15 master degree programs

• 21 auto service aircraft for students to practice

• 42 engines

• B737 simulator

• Computer blades training for Boeing

• Air traffic control simulator

• Aircraft maintenance simulators

• Research Centres

• International cooperation and exchange

Significant government policy change regarding GA has recently been implemented reflecting the standard of living of the population. This is part of national 5 year plan to see GA considered part of the strategic industries initiative for industry restructure and airport construction plan for civil aviation plan. GA Manufacturing is part of the strategic direction of the country. The policy platform being delivered supports this and the development of supply chain industries.

The objective for civil aviation by 202 is that 82% of cities and town will be covered by aviation, some served by GA commuter flights. The CAAC will subsidise the GA activities.

General aviation companies have grown from 10 in 2000 to 111 in 2010. GA registered aircraft has increased from 615 in 2006 to 907 in 2010.

The GA industry employs 10,800, 1,000 of these are pilots.

The objective from 2010 (the directive for lower airspace reform) until 2020 is maturity of GA industry including increase of flight hours by 17% annually and increase in registered GA craft from 6k to 12k+.

China needs 5000 technical people to deliver this objective.

“China GA is underdeveloped, with a history, and we want to learn from others” Xia Wang.

Opportunity for Avalon / Geelong

• Potential connection with Deakin University Australian Future Fibres Research and Innovation Centre (AFFRIC) and the Transportation and Aviation Technology and Science College. Keelie Hamilton to meet with Ian Kett, Program Director – AFFRIC, Deakin University February 2012.

Whole of Mission Networking function - Nanjing

Opportunity for Avalon / Geelong

• Softwood Plantation Exporters Geelong West - Business Visit.  Meeting held Oct 2012. Connection to Future Proofing made.

• Urban bio Systems – Potential connection for Future Proofing and bioGeelong

• Emerge Capital – Tim Frogley, Director. Opportunity for ongoing discussion regarding Geelong investment.

• Hampton Court Investment Bank – Dr Marcus Lee. Based in Shanghai.

Shanghai – Day 3

Meeting 6 – Jiangsu Aviation Enterprises Group (JAEG)

The JAEG is an investment holding company with 6 fully owned subsidiaries and equity participation enterprises. This includes the fully owned subsidiary of the Nanjing Airport hotel. The main business scope is aviation fuel supply and general aviation services. Besides these two main sectors JAEG also develop projects in real estate, organic agriculture, catering industries and others.

Opportunity for Avalon / Geelong

• Opportunity for investment in various sectors in Geelong, predominantly in tourism and infrastructure support services. JAEG asked a direct question regarding investment in Geelong. Seeking clarification on what type of opportunity may exist. Follow up with required with JAEG. Forward correspondence in mandarin and video clip that was made in-house by Economic Development Unit especially for this mission. Clip features Avalon and Geelong opportunities voiced over in mandarin.

• Follow up with JAEG on opportunities in Geelong. Provide link to Geelong’s Economic Profile in Mandarin (via website)

• Invitation to attend Avalon International Airshow to build relationship and promote Geelong’s capabilities and attributes further.

Shanghai – Day 4

Meeting 7 – Avalon Private Meeting with Chinese Quarantine.

Attended by:

• Justin Hanney Deputy Secretary, Trade and Industry Development, Victorian Department of Business & Innovation,

• Wang Jian Victorian Government Business Office Shanghai,

• Bill Sharpley, Ben Anderson, Andy Chan (Sungold) Warrnambool Cheese and Butter,

• Justin Giddings, CEO, Avalon Airport

• Li Ding, Avalon Airport,

• Allison Murphy, Redstick Strategic Communications,

• Keelie Hamilton, City of Greater Geelong.

This meeting was convened by Avalon Airport to progress discussions regarding fresh export of milk to China. Warrnambool has successfully tested the export process for two years with little complication. However an actual shipment involves around 100,000 litres of milk at a time, and all parties require certainty that this milk will not be held up in Chinese quarantine.

During the meeting the Chinese authority advised the milk must be tested before it can be sold, and this process would take up to 1 month.  As the milk is fresh and has a shelf life of 17 days, this delay in quarantine is not acceptable. 

This project has enormous potential, for not just Avalon and the milk producing regions, but also for Geelong.  Milk is a generally heavy product, and therefore a shipment will mean that the aircraft will max out of weight before it maxes out on capacity.  More specifically, if Avalon can start exporting milk, an enormous opportunity exists for other local exporters.

Opportunity for Avalon / Geelong

• The Fox Group have progressed these discussions.

• Discussion continue with Government regarding the free trade agreement. (FTA) Justin Hanney advised that the timing is right to raise the issue with Commonwealth authorities.

• Keelie Hamilton, attended the Australia China Business Council Business Luncheon in November 2012. Keynote speaker was HE Ms Frances Adamson Australian Ambassador to the People’s Republic of China. Ms Adamson is charged with progressing the FTA in China. Avalon reps have been provided this contact to pursue.

Whole of Mission Networking function – Chendu

Opportunity for Avalon / Geelong

• There is opportunity to take the learning from this Collaboration Ceremony and apply to Avalon Airport. With the support of the State Government there is an opportunity for the City of Greater Geelong to auspice funding to support a resource to source and attract an international carrier. This could be a potential project for “Go Avalon”.

Guangzhou – Day 5

Meeting 8 – China Southern Airline

China Southern Airlines operates the largest fleet, most developed route network and largest passenger capacity of any airline in China. It is the third largest Airline in the world. China Southern transported more than 80 million passengers in 2011 and have established 18 subsidiary airlines in order to service China. China Southern has 500 aircraft in the fleet, inclusive of subsidiaries and employ approximately 60,000 people.

Flights between China and Australia are occurring at around 38 per week with further Australian connection including a flight school in Western Australia.

China Southern had two teams represented at the meeting.

Flight Management Team - responsible for training, liaison with other airlines flight training and management.

Human Resources Team – Represented by Manager of Flight Management and Assistant Administration Manager for training

Opportunity for Avalon / Geelong

• Invitation for a Chinese delegation to visit Geelong to explore further pilot training at Avalon during 2013.

• Justin Giddings, CEO Avalon Airport made a proposal to China Southern to nominate as an alternative airport.

Whole of Mission Networking function – Mission Hills

Opportunity for Avalon / Geelong

• Discussion regarding transportation of livestock from Avalon to China.

• Discussion regarding automated vehicle compliance.

Other discussions and opportunities

• Meeting held with IT company that has a relationship with China  to Manufacture their Australian designed product in Geelong.

• Jim Carden CEO – Aviation / Aerospace Australia. Agreement reached that the Economic Development Unit will host the Asia Pacific Aviation Aerospace Leadership Summit delegation at the Corporate Chalet at the Avalon Airshow in February 2013.

• The Hon Bruce Atkinson MLC President, Legislative Council of Victoria – discussion regarding Geelong Intermodal.

• Geoff Hill – Manager Economic Development Latrobe City Council – Reciprocal visit arranged to discuss NBN, Investment Funds and economy transition.

• Review of Sister City responsibilities and engagement.

• WTFN – Wes Crook, Head of Branded Entertainment, Coxy’s Big Break and Geelong opportunities.

• Protocols and Management of inward delegations. Development of meeting format and formal protocols for engagement.

• Local Government representation was well received by the Chinese meeting attendees. The meeting with Air China where all three tiers of Government were represented and able to show support for expansion of Avalon was a strong statement.  Opportunity exists to develop a formal International Engagement Strategy and to leverage off of the State and Federal Government directions.

Follow up Meetings Held and Pending:

• Jim Carden, Aviation / Aerospace Australia - October 17th Geelong. Relationship formed in support of A/AA Summit Feb/March 2013.

• Warrnambool Butter and Cheese – Warrnambool, October 2012.

• Several Meetings and discussions held with Avalon CEO in support of their International strategy. Undertaking 3D modelling of the Master Plan for consultation and inward investment marketing.

• Geoff Hill, Manager Economic Development Latrobe,  – Staff Information Exchange, November 14th 2012.

• Colin Barrow – Deakin University, Beijing Pharma 18th October 2012.

• John De Lorenzo – Softwood Plantation Exporters, Nth Geelong, October 2012.

• Meeting held with RDA representative to explore support for local vineyards to develop export capabilities to China.

• Meeting held with Aust IT Company. Progressing discussions regarding Geelong as a suitable location for development of their Health IT platform. Connecting CEO with Keystone Business Park developers.

• Meeting held with REMPLAN regarding translation of Economic Data to Chinese. Data now available on CoGG website. Business/Invest in Geelong/ International Investment.

• Meeting pending with Ian Kett, Program Director, AFFRIC Deakin (Feb 2013)

• Meeting pending with Geelong based agri sector exporter (Feb 2013)

Appendix 15-2

Economic Development Information

CBD Development

The 12th Beijing Central Business District (CBD) Business Festival themed "building an international business central area with innovation," was held from September 15 to September 22.

The business festival featured:

• The annual meeting of the International Cities Forum,

• Annual meeting of the World Business District Network Summit (a global organization launched by business districts from different countries to promote sustainable development) – theme "the innovative sustainable development of CBD."

• A Culture Industry Summit,

• CBD public health seminar,

• Exhibitions on Top 10 development bases in Chaoyang District,

• International financial forum,

• CBD trade fair - to promote bilateral and multilateral economic and investment cooperation between Chaoyang District and other countries and regions.

Industrial experts, CEO’s of Fortune 500 enterprises and policy makers shared experience and discussed city management, public services and other hot topics.

Beijing's CBD was mapped in the early 1990s and is now the capital's economic and financial hub. 50 multinational corporations' headquarters, 160 of the Fortune 500 enterprises, offices of more than 100 international organizations and more than 250 foreign-invested financial institutions are operating here.

The first CBD Business Festival was held in 2000. Since then, the event has built a platform for exchange and cooperation between regions, governments and enterprises. It has promoted the development of China's business districts and Beijing's internationalization.

Education

The phenomenon of education attainment not matching needs in the real world is a global one. China has recognised that there is a mismatch of human resources to employer need. The country’s workplace faces a profound structural problem, with university graduates having a hard time getting a job even as businesses have difficulty recruiting workers and technicians. It is noted that corporations are profit driven and by nature want to use people who have experience or have already been trained. Corporations should however have a sense of social responsibility and hire young people who are the future of the nation. Corporations should let universities know what type of talent they require and then co-operate with schools on programs to train students.

Foreign Trade

China’s economic growth eased to 7.6% in the second quarter of this year, the slowest pace in over three years as demand for goods at home and abroad slackened. The State Council has announced a series of combatant measures to stabilize foreign trade growth. Administrative procedures, such as inspections and quarantine will be simplified and the related costs lowered from next year in order to improve efficiency and lower costs during customs clearance.

China will expand imports, particularly those of advanced technology equipment, key components and consumer goods. With a total foreign trade of $2.5 trillion in the first eight months of the year (6.2% increase, far below the 10% full year target set) the measures are set to have significant impact on trade in the second half of the year as well as in coming years. Wang Jun, a researcher with the China Centre for International Economic Exchanges states that “we must have the confidence to enlarge trade markets to provide a new boost for China’s economic growth in the next 20 years.”

Global relations

Since it first established sister city relations ships with Montpellier in France and Ljubljana in Slovenia in 1981, Chengdu in the province of Sichuan (inland Western China) now has 18 sister city partnerships and formal friendly relations with another 36 foreign countries. This effort helped Chengdu to earn the rights to host the third China International Friendship City conference in September.

This 2012 two day conference held opened on September 12th with the theme of “happy city and green living”. The conference attracted delegations from 49 countries, more that 700 representatives from 95 foreign cities and 90 domestic cities.

During the conference the city signed agreements with Perth Australia, and Maastricht in Holland adding these new members to its sister city list.

With the help of Phoenix, its first sister city relationship in the US, Chengdu succeeded in persuading Intel to locate its production facility in Chengdu in 2002. Sheffield, the first in the United Kingdom to establish a sister city with Chengdu is renowned as a “green city”. In 2011, the two cities agreed to build the “Town of Sheffield” in Chengdu, working together on sustainable development, low-carbon technology and the concept of the garden City.

Last year Chengdu gathered its entire base of sister cities together to meet to find ways for multilateral co-operation. It also helped the city’s efforts to innovate and create a tourism alliance of international sister cities. The tourism alliance agreement calls for member cities to open their tourism markets to one another as well as develop special travel routes exclusively for tourists from sister cities.

Willoughby, Australia is one of the first 12 member cities and will take its turn as chair country in the future, while permanent secretariat remains in Chengdu.

Growth

After enjoying a two-figure growth for three decades in a row, the Chinese economic expansion is finally slowing down. But it still remains the fastest-growing major economy in the world. In the last decade, it surpassed France, United Kingdom, Germany, and, finally, Japan to become the second largest economy in the world. According to Goldman Sachs' analysts the People's Republic of China (PRC) will eventually exceed the US in terms of GDP (nominal) by 2027.

Consumerism is the new 'ism' in China. The gap between the rich and the poor has widened gradually. Nevertheless, Deng's theory, which emphasises economic construction and stability, has boosted the average per capita income, and thus managed to thrust the poverty rate down from 85 per cent in 1980 to just over 15 per cent in 2005.

China's growth was facilitated by huge investment in infrastructure by the government and also by the expansion of the private sector. As many as 159 large state-owned enterprises assist the private sector with utilities, energy resources and minerals to raise investment.

Today, China (population 1.3 billion) is consuming about 40 per cent of the world's trade in commodities and purchasing large resource companies and industries around the world to feed its growth. Each year around 30 million people move to China’s cities from rural areas this means the countries retail industry is developing rapidly. The scale of China’s urbanisation is like a whole Hong Kong moving into cities every two years.

Innovation

A centre for innovation with a growing global reach Beijing’s Zhongguancun Science Park (innovation zone) is becoming increasingly attractive to talent from around the world. As of the end of last year the Park had attracted 9000 foreign experts. They are currently engaged in emerging fields such as electronic information, alternative energy, modern manufacturing, environmental protection, biological medicine and marine engineering. After 20 years of development, the Parks companies generated 92.1 billion yan (13 billion AUD) worth of products exported last year. 7-8% of Beijing’s GDP comes from Zhongguancun Park revenue. The zone signed co-operation agreements with France Sofia Science Park in 2008 and jointly set up an innovation centre with Helsinki business Hub in Finland in 2010. Zhongguancun Park is a member of the IASP (International Association of Scientific Parks).

International Relations

The 9th Annual China ASEAN (Association of South East Asian Nations) Business and Investment Summit took place in Nanning on Friday 21 September.

ASEAN members are among the top destinations for Chinese enterprises going global, and a key source of foreign investment in China in recent years. China and ASEAN have a trade volume target of $ 500 billion by 2015. A trade balance of $11billion was realised for the first time in 2011.

The forum on the China-ASEAN Free Trade Areas looks to fully implement agreements and to duties to further open up markets to promote trade and investment. In August China reduced duties of approx $50billian yan ($7.93 billion USD) for products from ASEAN.

With a population of 1.9 billion, the China-ASEAN free trade area is the world’s first free trade area (FTA) established among developing countries and the world’s third largest such area in terms of trade volume. (after the North American and European FTA’s)

Following the establishment of the China – ASEAN free trade area on 1 January 2010, bilateral trade between China and ASEAN members rose to $136.5 billion in the first half of 2010, and increase of 55% year on year.

ASEAN countries – Brunei, the Philippines, Indonesia, Malaysia, Thailand, Lao, Myanmar, Vietnam, Singapore and Cambodia.

Low Carbon

Development of eco-cities is the focus of the China International Eco City Forum in Binhai New Area in Tianjin. Unlike many other industrial zones in China, Binhai New Area focuses on ecology and hosting emerging and high-tech industries which are friendly to the environment.

The previous two events have attracted more than 400 companies and low-carbon cities from Chin and abroad as well as more that 120,000 visitors. Contract worth over 5 billion yan ($792 million) have been agreed the expo concentrates on state-of-the art concepts in eco city planning and design.

A number of Chinese and foreign cities showcase their advanced concepts, successful experiences and frontier technologies in terms of planning and constructing the city facilities in a low carbon way.

The Knowledge Economy

As countries progress towards higher income levels their success or failure depends upon their economies ability to move up the production ladder (from low value added manufacturing based on imported technology to high value added products less reliant on technology imports.) Numerous middle income countries that were initially high economic performers have failed or are struggling to make this transition.  As wages and other production costs increase they can no longer compete with low labour cost counties.

Counties that have avoided this trap have two lessons to impart.

1. education and

2. innovation.

With production becoming more sophisticated workers technical and vocational skills are acquiring increasing importance. Skill development must be aligned with problem solving skills and creativity by moving from an exam based structure to a more student centres learning. China suffers from skill shortages in several sectors and its aging population is likely to reduce rather than increase labour market flexibility. Hence, China has to pay more attention to skills and labour markets.

Education is only part of the solution. Without a creative private sector innovative economic activity will not be possible. Spending on R&D and ICT are crucial. Less than 10% of China’s R&D is in ICT industries whilst in knowledge driven economies it is typically 20-25%.

SME’s play a key role in China generating 65% of patented inventions and 80% of innovative products. Bus SME’s have insufficient access to credit which limits their access to skills and technology.

Transport

Automotive

In the month of August 2012 more that 1.22 million cars were sold in China. The number represent a year on year growth of 11%. SUV sales continue to be the mainstay of the market in China notching up a 30 percent rise in sales to 1.27 million units.

Premium brands are growing much faster  than mid to low-end ones in China.  Large proportion of sales are European brands such as Mercedes Benz, Audi and BMW. Reacting quickly to the Chinese government’s policy on encouraging greener vehicles is another reason for ongoing success of European brands in the Chinese market.

China overtook the US last year to become the largest market for Rolls Royce and during the year the company sold 3,538 cars,  record in its 107 year history. Jaguar Land Rover also enjoyed record sales last year with 76 percent sales growth in China.

Aviation

This month the US aircraft manufacturer Boeing forecast a market outlook that China will need 5,260 new commercial airliners valued at $670 billion over the next 20 years.

The General Aviation sector (as detailed in this report) is set to deliver catalytic change for the Chinese economy. As the disposable income of the population increases and GA becomes more popular, the infrastructure and supply chain needs (training, infrastructure, equipment) provides opportunity for significant stimulus to the economy.

Rail (Fast and Standard)

In 1998, China started the construction of its first high speed rail, the Qinhuangdao–Shenyang Passenger Dedicated Line, which was opened in 2003 and in October 2010, China opened its 15th high speed rail.

The Beijing–Shanghai High-Speed Railway opened to the public in June 2011 and is the first one in the world with designed top speed of 380 km/h in commercial service.

China has the world’s longest high-speed rail network with about 8,358 km of routes capable for at least 200 km/h running in service as of January 2011, including 2,197 km of rail lines with top speeds of 350 km/h.

In early 2011, it was stated that China had committed investment of US$107.9 billion in railway construction in 2010 and during 2011 would invest US$106 billion in railway construction, starting construction of 70 railway projects, including 15 high-speed rail projects.

According to China Securities Journal, China plans to invest $451 to $602 billion in its high-speed rail network between 2011 and 2015

Integration of transport services is the new model. Delivering on integration across, road, rail and air, this integration brings rapid growth to the outlying city areas and connects cities in a way never before seen. (Transit rail meets fast rail meets air services meets vehicle transit). 

Building multiplatform integrated transport services offering seamless transition from one form to another is transforming the industrial and business district landscapes and rapidly promoting city expansion.

Shipping

To promote its shipping logistics and tourism industries, Xiamen a special economic zone in East China’s Fujian province, is laying the ground work for a global shipping hub.  The shipping hub will become the country’s fourth international shipping centre. Together with Tianjin, Shanghai, and Dilian, Xiamen will help enhance the countries shipping intelligence network. 

The centres core framework and services will be in place by 2020 and be able to deal with a variety of businesses such as international transit, purchase, allocation and distribution, ship leasing, customs clearance and offshore outsourcing. 

In  a bid to attract more companies to ship goods in Xiamen and help the city towards its goal of becoming an international shipping centre inbound imported cargo will be free of duties and domestic cargo entering the zone will be designated as exports and relevant taxes will be refunded. In 2011, Xiamen handled 6.47 million TEU (twenty-foot equivalent units) ranking 7th in China and 18th in the world. Anticipated results at 201 see Xiamen reaching 200 million tonnes and 10 million TEU.

16. Road Renaming - Princes Highway, Waurn Ponds - Waurn Ponds Drive, Waurn Ponds

Summary

• Stage 4B of the Geelong Ring Road project is nearing completion and will create a road naming issue.

• Princes Highway, Waurn Ponds will be truncated near Draytons Road, Waurn Ponds.

• The section which runs from Anglesea Road through to truncation point requires a new name to enable easy identification of properties in an emergency.

• This proposed renaming affects 38 properties and was advertised in the Geelong Independent newspaper on 13 July 2012 and the Geelong Advertiser newspaper on 14 July 2012. 

• Ten submissions were received. A survey of residents identified that “Waurn Ponds Drive”, Waurn Ponds is the preferred name.

Cr Richards moved, Cr S Kontelj seconded -

That Council approve the renaming of the section of Princes Highway from Anglesea Road to truncation point to “Waurn Ponds Drive, Waurn Ponds”.

Carried.

Report

Background

VicRoads are completing stage 4B of the Geelong Ring Road project which is truncating the Princes Highway, Waurn Ponds at Draytons Road, Waurn Ponds.  (Refer Attachment A). 

The section of roadway from Anglesea Road to the truncation point will require a new name due to the ring road bypass utilising the name Princes Highway.

Discussion

Council has consulted with the property owners adjoining the section of Princes Highway, Waurn Ponds which is proposed to be renamed. 

Council proposed to name the section of roadway as Waurn Ponds Drive, Waurn Ponds and advertised this proposal in the Geelong Independent newspaper on 13 July 2012 and the Geelong Advertiser newspaper on 14 July 2012.  10 submissions were received in regards to this road name.  Three submissions agreed with the proposed name and seven submissions suggested alternative names. 

After reviewing the names submitted it was noted that one of the new names proposed complied with the guidelines.  Therefore, Council wrote to all affected residents and people who lodged a submission requesting that they complete a survey indicating their preference on either “Waurn Ponds Drive” or “Chain of Ponds Drive”, Waurn Ponds.

“Waurn Ponds Drive” received 26 votes and “Chain of Ponds Drive” received 8 votes.

Waurn Ponds Drive is the residents preferred option.

Environmental Implications

There is no environmental issue arising from this report.

Financial Implications

Council is responsible for street signage and notification to relevant authorities.

Policy/Legal/Statutory Implications

The Local Government Act 1989, Geographic Place Names Act 1998 and the Guidelines for Geographic Names 2010 have been followed and met.

The proposal was advertised in the Geelong Independent newspaper on 13 July 2012 and the Geelong Advertiser newspaper on 14 July 2012 and 10 submissions were received.  All submissions have been dealt with.

Officer Direct or Indirect Interest

There is no Council Officer direct or indirect interest involved in this report.

Risk Assessment

If an emergency situation was to occur in this section of roadway, this renaming would assist emergency services to quickly locate the situation.

Social Considerations

This renaming will allow for easy identification to the public and utility services in case of an emergency.

Communication

This proposed renaming was advertised in the Geelong Independent newspaper on 13 July 2012 and the Geelong Advertiser newspaper on 14 July 2012.
Subject to Council and The Registrar of Geographic Names approval, the relevant authorities and abutting owners will be notified of the official registration of this road name.

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