6. Environmental assessment · Pennant Street is a two-way divided carriageway providing access to...

GHD | REF for Showground Road upgrade between Carrington Road and Old Northern Road | 65

6. Environmental assessment 6.1 Overview

This section of the REF provides a detailed description of the potential environmental impacts associated with the construction and operation of the proposal. All aspects of the environment potentially impacted upon by the proposal are considered. This includes consideration of the factors specified in the guideline Is an EIS required? (DUAP, 1999) as required under Clause 228(1)(b) of the Environmental Planning and Assessment Regulation 2000. The factors specified in Clause 228(2) of the Environmental Planning and Assessment Regulation 2000 are also considered in Appendix B. Site-specific safeguards are provided to ameliorate the identified potential impacts.

6.2 Traffic and access

This section summarises the results of the traffic and transport assessment undertaken by GHD as an input to the REF. The full report is provided in Appendix C.

The traffic and transport assessment involved:

Review of existing road features, traffic volumes, bus networks and pedestrian facilities.

Review and analysis of traffic survey data for Showground Road and other roads in the study area provided by Roads and Maritime including: classified intersection counts, queue length surveys at key intersection approaches, mid-block automatic traffic counts and travel time surveys along Showground Road. Traffic counts were undertaken by Skyhigh Pty Ltd in August 2013.

Traffic modelling using the SIDRA and Paramics modelling tools for intersection performance and network operation analysis for 2013 (existing), 2016 (opening year) and 2026 (future).

Assessment of the performance of the existing intersections (queues, delays, level of service, safety) during morning, evening and Saturday peaks during operation of the proposal.

Provision of mitigation measures to manage traffic during construction and operation, where required.

A detailed description of the methodology is provided in Appendix C.

6.2.1 Existing environment

Existing road network

Showground Road functions as an arterial road providing access to Castle Hill town centre at its eastern end and surrounding residential areas at its western end (refer to section 2.2.1). At its south-eastern end, Showground road forms the western arm of a signal controlled T-intersection with Old Northern Road. The carriageway is typically around 22 metres wide, providing one 3.5 metre wide traffic lane in each direction.

The sign-posted speed limit on Showground Road is 60 kilometres per hour.

A concrete pedestrian footpath is located on the northern side of the road between Rowallan Avenue and Pennant Street, and pedestrian crossings are provided at signal controlled

66 | GHD | REF for Showground Road upgrade between Carrington Road and Old Northern Road

intersections. No pedestrian footpaths are provided along the northern or southern sides of Showground Road to the west of Rowallan Avenue.

Existing cyclist facilities include on-road lanes within the sealed shoulder areas on Showground Road and Cecil Avenue.

Within the proposal site, the roads which intersect Showground Road include: Carrington Road, Britannia Road, Rowallan Avenue, Cecil Avenue, Kentwell Avenue, Cheriton Avenue, Pennant Street and Barwell Avenue. All of these roads are local roads, with the exception of Pennant Street.

A description of these is provided in Table 2.1. Figure 6.1 shows the local road network and bus stops within the study area.

Pennant Street is a two-way divided carriageway providing access to Castle Towers and Castle Hill Public School. Pennant Street functions as a sub-arterial road and bus corridor, with two lanes generally provided in each direction.

Traffic volumes

The classification of roads within the study area can be used as an indication of the functional role each road plays with respect to the volume of traffic they carry. Roads and Maritime has developed a set of road hierarchy classifications which indicates typical nominal average annual daily traffic (AADT) volumes for various classes of roads.

Mid-block automatic traffic counts were undertaken over a seven day period between Tuesday 13 and Monday 19 August, 2013 on Showground Road, approximately 60 metres west of the Showground Road/Rowallan Avenue intersection. Based on mid-block automatic traffic count undertaken in August 2013, the average daily traffic count for Showground Road is 37,161 two-way vehicle movements. This shows that Showground Road functions as an arterial road.

Analysis of the traffic survey data found the peak hours to occur during the following periods:

Weekday morning peak hour between 8-9am.

Weekday evening peak hour between 5-6pm.

Saturday peak hour between 12-1pm.

Table 6.1 show the results of traffic monitoring undertaken in August 2013 in terms of the peak hour two-way traffic volumes for Showground Road and the intersecting roads, as well as the percentage of heavy vehicles.

Table 6.1 Peak hour traffic volumes

Road section Morning peak (8-9am) Evening peak (5-6pm) Saturday peak (12-1pm)

Total vehicles

Heavy vehicles

Total vehicles

Heavy vehicles

Total vehicles

Heavy vehicles

Showground Road

East of Carrington Road 2387 4% 2817 1% 3195 1%

East of Britannia Road 2397 3% 2720 1% 3084 1%

East of Rowallan Avenue 2388 3% 2559 1% 2984 1%

East of Kentwell Avenue 2200 4% 2411 1% 2805 1%

East of Pennant Street 1017 2% 1261 1% 1490 1%

Surrounding roads

Carrington Road 1223 2% 1360 0% 1206 0%


Road section Morning peak (8-9am) Evening peak (5-6pm) Saturday peak (12-1pm)

Total vehicles

Heavy vehicles

Total vehicles

Heavy vehicles

Total vehicles

Heavy vehicles

Britannia Road 152 No data 211 No data 199 No data

Rowallan Avenue 231 1% 401 1% 342 0%

Cecil Avenue 87 0% 115 0% 151 0%

Kentwell Avenue 42 0% 47 5% 28 0%

Cheriton Avenue 305 1% 204 1% 256 0%

Pennant Street 2023 3% 2398 0% 2738 1%

Barwell Avenue 167 0% 157 0% 214 0%

Old Northern Road north of Showground Road

465 3% 457 1% 476 1%

Old Northern Road south of Showground Road

1173 2% 1369 1% 1503 1%

Intersection performance

The performance of the road network is largely dependent on the operating performance of intersections which form critical capacity control points on the road network.

The level of service is the standard measure used to assess the operational performance of the network and intersections. There are six levels of service, ranging from level of service A to level of service F. Level of service A represents the best performance, and level of service F the worst. A level of service D or better is considered to be an acceptable level of service.

SIDRA intersection modelling was undertaken for each intersection within the study area. The results of modelling (provided in full in Appendix C and summarised in Table 6.2) indicate that:

During the morning peak:

– The intersection at Kentwell Avenue and Showground Road operates with a level of service F.

– All other intersections operate with an acceptable level of service of D or better.

During the evening and Saturday peak:

– The intersection of Showground Road with Britannia Road, Rowallan Avenue and Kentwell Avenue operate with a level of service F.

– Other intersections operate with an acceptable level of service of C or better.


Figure 6.1 Existing road network

Table 6.2 SIDRA results – 2013 surveyed traffic flows

ID Intersection Morning peak Evening peak Saturday peak

Avg delay1 LoS2 Dos3 Avg

delay LoS Dos Avg delay LoS DoS

1 Carrington Road/ Showground Road

28 B 0.75 34 C 0.80 28 B 0.80

2 Britannia Road/ Showground Road

45 D 0.65 74 F 0.85 107 F 0.91

3 Rowallan Avenue/ Showground Road

45 D 0.66 99 F 0.81 148 F 0.94

4 Cecil Avenue/ Showground Road

9 A 0.75 10 A 0.78 11 A 0.87

5 Kentwell Avenue/ Showground Road

74 F 0.92 74 F 0.92 235 F 1.05

6 Pennant Street/ Showground Road

29 C 0.65 27 B 0.68 29 C 0.76

7 Barwell Avenue/ Showground Road

9 A 0.13 9 A 0.13 9 A 0.18

8 Old Northern Road/ Showground Road

18 B 0.46 18 B 0.38 21 B 0.41

Notes: 1. Average delay. 2. Level of service. 3. Degree of saturation. 4. Bold font indicates operation over capacity.


Other traffic movement issues

Other issues relating to the existing operation of the road network include:

Queuing at the right turn bay on Showground Road’s eastbound approach to Pennant Street during the evening and Saturday peak periods. The right turn bay currently accommodates about 16 cars before extended queues spill back into the left turn slip lane from Old Northern Road.

Delays to eastbound traffic on Showground Road approaching the slip lane for vehicles turning left into Pennant Street. This occurs in the evening peak at around 5.30pm. Eastbound queues occasionally spread from Pennant Street towards Kentwell Avenue but typically scatter within multiple signal cycles. Video data collected from the traffic surveys shows that this is likely due to the downstream capacity constraint caused by northbound traffic turning right from Pennant Street into Castle Street.

In the morning peak period, eastbound traffic turning right from Showground Road into Carrington Road occasionally overflows from the right turn bay and impedes the through movements, typically after 8.30am.

Northbound traffic queues along Carrington Road were observed during the evening and Saturday peak periods. Queues in excess of 20 vehicles were noted.

Crash history

A total of 131 crashes were recorded between 1 January 2008 and 31 December 2012. The main crash locations were as follows:

Showground Road/Carrington Road intersection - 25 crashes.

Showground Road/Rowallan Avenue intersection - 14 crashes.

Showground Road/Kentwell Avenue/Cheriton Avenue intersection - 30 crashes.

Showground Road/Pennant Street intersection - 25 crashes.

Along mid-block sections of Showground Road - 37 crashes. These incidents mostly involved rear end crashes, indicating that the incidents occurred in longer queues at intersections or as a result of vehicles turning into and out of driveways or on-street parking spaces.

Car parking

Land uses within the study area (including residences and businesses) have parking provided within the property boundary. As noted in section 2.2.1, informal on-street car parking for around 155 cars is also available within the proposal site along Showground Road. During the site visits undertaken for the traffic and transport assessment, the use of the available informal parking was observed to be low at up to 20 percent utilised. This was assumed to be because residents, employees and businesses are using the parking available within individual properties.

Informal on-street parking is also available on the surrounding local road network. Table 6.3 provides a summary of the approximate number of parking spaces observed during the site inspection which was undertaken on a weekday afternoon. The majority of the available informal on-street parking is unrestricted, with the exception of Kentwell Avenue, which is either two hour parking or no-parking on Monday to Friday between 8.30am and 6.00pm.


Table 6.3 Summary of car parking spaces and usage on intersecting local roads

Intersecting local streets

Location Approximate number of parking spaces

Observed utilised parking spaces

Britannia Road Showground Road to Bounty Avenue 64 6

Rowallan Ave Showground Road to Castle Street 43 4

Cecil Avenue South of Showground Road 121 12

Cheriton Avenue Showground Road to Cecil Avenue 33 3

Kentwell Avenue Showground Road to Castle Street 62 6

Total 323 33

6.2.2 Potential impacts

Construction

Heavy vehicle generation

Heavy vehicle traffic would be generated mainly by the following activities:

Delivery of construction materials.

Spoil removal.

Delivery and removal of construction equipment and machinery.

Movement of construction personnel, including contractors, site labour force and specialist supervisory personnel.

About 10 heavy vehicles would be required on-site per day, with each accessing the site twice per day. This would result in a total of about 40 heavy vehicles movements per day, which would be a very small proportion of existing traffic flows (refer Table 6.1). This level of heavy vehicle traffic would not significantly impact the traffic and transport environment of the study area, as this additional construction traffic would be within the range of daily variation in traffic.

Light vehicle generation

Light vehicle traffic generation would be associated with staff movements to the proposal site. Light vehicles used to transport staff to and from the site would park at the main site compound.

Over the estimated 18 month construction period, the peak construction workforce is estimated to be around 100 people, which represents the worst-case scenario in terms of vehicle movement during the morning or evening road network peak. It is assumed that the majority of the workforce would arrive between 6.30am and 7.00am, and would depart generally between 5.00pm and 5.30pm. The workforce arrival and departure periods represent the peak construction traffic generation periods. It is likely that the construction traffic generation peak periods would occur outside the existing road network morning peak period and that the evening peak would not generate significant heavy vehicle movements.

Allowing for some vehicle sharing, it is expected that up to 90 daily two-way trips (assuming 1.1 people per vehicle) would be generated by light vehicles during the morning and afternoon peak periods. Based on this estimate, construction traffic would be within the daily traffic variation on the road network.


Access

Potential impacts associated with construction of the proposal would include access disruptions for residential and commercial properties directly fronting the road. Vehicular access to properties along Showground Road would be restricted for short periods during the construction works. As the proposal would be constructed progressively, this would minimise the duration of time that driveways would be impacted. Potential impacts would be managed through the development of a construction traffic management plan (refer section 6.2.3). Pedestrian access to properties would be maintained at all times.

Minor detours may be required where work is being undertaken at intersections. This may result in minor traffic delays for motorists travelling through the proposal site. This may include potential delays for vehicles travelling to nearby facilities (such as the Castle Hill RSL, and local schools). However, the proposal would be constructed progressively to minimise impacts to vehicles accessing local roads along Showground Road. Access to each of the local roads along Showground Road would be maintained throughout the construction period, with detours managed through the implementation of the construction traffic management plan.

Parking

During construction, informal on-street parking would not be available in the vicinity of work sites. The proposal would therefore result in the loss of the some existing informal on-street parking spaces. As noted in section 6.2.1, the use of the available informal parking was observed to be low. As shown in Table 6.3, informal on-street parking is available on the surrounding local road network. As a result, it is considered that construction would have minimal impacts on the availability parking during the construction period.

Public transport

All existing bus services would be maintained during construction. Bus detours would not be required. However, existing bus services may experience a minor increase in travel times and the potential for minor delays. Bus stops may need to be temporarily relocated as construction progresses, which may result in additional walking distances for commuters. This potential impact is unlikely to be significant as the proposal would be constructed progressively to minimise impacts to bus stops. Temporary bus stops would be provided where required as close as possible to existing bus stops, and these would only be required for a short duration while construction works are underway within the impacted area. Potential impacts on public transport would be mitigated by the implementation of measures listed in section 6.2.3.

Pedestrians

Pedestrian and cyclist access would be maintained, however temporary diversions would be required around work areas. Potential impacts to pedestrians and cyclists would be managed by the implementation of the measures listed in section 6.2.3.

Operation

Future intersection performance

Traffic modelling was undertaken to assess the potential operational performance of Showground Road at key intersections. The following scenarios were modelled:

2016 - without the proposal.

2016 - with the proposal.


2026 - without the proposal.

2026 - with the proposal.

Opportunities to improve the level of service at intersections were identified in the traffic assessment and later integrated in the concept design (refer section 2.6). The revised design would result in the following improvements:

The revised additional right turn bay from Showground Road into Pennant Street would improve the operation of the intersection to a level of service C during the morning, evening and Saturday peak periods for both 2016 and 2026.

The revised three-phase arrangement for the Kentwell Avenue and Showground Road intersection would improve the operation of this intersection to a level of service B during the morning peak for both 2016 and 2026 and level of service C during the evening and Saturday peaks for 2016 and 2026.

Modelling results (provided in full in Appendix C and summarised in Table 6.4 and Table 6.5) indicate that:

For 2016 without the proposal:

– The operation of a number of intersections deteriorates to a level of service F compared with the existing situation.

– Four intersections would operate with a level of service of F during all peak periods.

For 2016 with the proposal:

– The performance of most intersections would improve.

For 2026 without the proposal:

– The operation of a number of intersections deteriorates to a level of service of E or F compared with the existing situation.

– Five intersections would operate with a level of service of E or F during all peak periods.

For 2026 with the proposal:

– The performance of most intersections would improve.


Table 6.4 Intersection performance 2016

Intersection Without the proposal With the proposal

Morning peak Evening peak Saturday peak Morning peak Evening peak Saturday peak

Avg1 delay

LoS2 DoS3 Avg delay

LoS Dos Avg delay

LoS DoS Avg delay

LoS DoS Avg delay

LoS Dos Avg delay

LoS DoS

Britannia Road/ Showground Road

100+ F 9.12 100+ F 8.42 100+ F 12.9 13 A 0.53 14 A 0.59 15 A 0.61

Rowallan Avenue/ Showground Road

100+ F 35.61 100+ F 52.4 100+ F 47.5 18 B 0.71 25 B 0.83 34 C 0.94

Cecil Avenue/ Showground Road

100+ F 1.32 100+ F 1.18 100+ F 1.26 13 A 0.50 13 A 0.50 26 B 0.57

Kentwell Avenue/ Showground Road

100+ F 25.44 100+ F 107 100+ F 113.3 23 B 0.67 33 C 0.71 34 C 0.75

Pennant Street/ Showground Road

47 D 0.97 39 C 0.94 42 C 0.96 37 C 0.82 35 C 0.82 37 C 0.87

Barwell Avenue/ Showground Road

10 A 0.24 10 A 0.25 10 A 0.31 9 A 0.20 9 A 0.22 10 A 0.27

Old Northern Road/ Showground Road

18 B 0.61 18 B 0.64 21 B 0.80 18 B 0.61 18 B 0.64 21 B 0.80



Table 6.5 Intersection performance 2026

Intersection Without the proposal With the proposal

Morning peak Evening peak Saturday peak Morning peak Evening peak Saturday peak

Avg1 delay

LoS2 DoS3 Avg delay

LoS Dos Avg delay

LoS DoS Avg delay

LoS DoS Avg delay

LoS Dos Avg delay

LoS DoS

Britannia Road/ Showground Road

100+ F 9.47 100+ F 9.47 100+ F 12.98 14 A 0.56 15 A 0.64 17 B 0.65

Rowallan Avenue/ Showground Road

100+ F 37.54 100+ F 55.97 100+ F 49.47 19 B 0.76 31 C 0.89 42 C 0.95

Cecil Avenue/ Showground Road

100+ F 1.40 100+ F 1.26 100+ F 1.35 15 A 0.53 27 B 0.58 46 D 0.78

Kentwell Avenue/ Showground Road

100+ F 24.74 100+ F 108.4 100+ F 114.2 25 B 0.70 33 C 0.70 34 C 0.82

Pennant Street/ Showground Road

66 E 1.02 78 F 1.06 97 F 1.11 34 C 0.75 31 C 0.71 37 C 0.88

Barwell Avenue/ Showground Road

10 A 0.26 10 A 0.27 11 A 0.33 10 A 0.22 10 A 0.25 11 A 0.30

Old Northern Road/ Showground Road

19 B 0.70 18 B 0.70 22 B 0.85 19 B 0.70 18 B 0.70 22 B 0.85



Impacts on local roads and access

The proposal would result in changes to existing turning operations. The Showground Road and Britannia Road intersection would become a left-in and left-out only intersection. As such, vehicles that currently make a right turn out of Britannia Road at the intersection would be required to do so via Patrick Avenue and the proposed Rowallan Avenue and Showground Road signalised intersection. This alternative access between Britannia Road and Showground Road would result in an additional journey length of up to 780 metres, as shown in Figure 6.2.

Figure 6.2 Alternative route between Showground Road and Britannia Road

Source: Google Maps (2013), modified by GHD

The introduction of a central median along Showground Road would also prevent vehicles from turning right into and out of properties fronting Showground Road. This would mean that some vehicles would need to travel longer distances to access and/or leave residential and commercial properties fronting Showground Road.

The worst case impact for additional travel distance would be to the 19 properties located along the southern side of Showground Road, to the west of the intersection with Rowallan Avenue. Vehicles that need to travel east from these properties would be required to travel an additional distance of up to two kilometres for some vehicles to access Rowallan Avenue from this section (refer Figure 6.3).


Figure 6.3 Alternative access from residential properties fronting the southern side of Showground Road

Source: Google Maps (2013), modified by GHD

Parking

The proposal would introduce 24-hour clearway operations along the length of the proposal site. As a result, informal on-street parking would no longer be available along this section of Showground Road. The proposal would therefore result in the loss of the informal on-street parking that is currently available. The loss of on-street car parking has the potential to impact any residents, employees and visitors to residential properties and businesses fronting Showground Road that currently use this parking.

However, as noted in section 6.2.1, the use of this informal parking was observed to be low at up to 20 per cent utilised during the weekday afternoon. The majority of residential and commercial properties fronting Showground Road have sufficient off-street car parking, and unrestricted on-street parking is available on the surrounding local road network (Britannia Road, Rowallan Avenue, Cecil Avenue and Cheriton Avenue). As shown in Table 6.3, the percentage of utilised parking spaces was just over 10 per cent and therefore there is sufficient parking provision on the surrounding local streets to accommodate the loss in parking along Showground Road.

Any future developments would be required to provide on-site parking in accordance with The Hills Shire Council’s development standards. As such, although the proposal would result in a loss of on-street informal car parking in the study area, this impact is not considered to be significant.

Public transport

Figure 6.4 shows the proposed location of the bus stops and a 400 metre wide walking catchment around each bus stop. The figure shows that the bus stops are located at an acceptable walking distance from all properties fronting Showground Road.


The proposed bus priority measures at traffic lights on the northern side of Showground Road would improve peak hour bus operations along Showground Road by reducing delays and travel times particularly in the eastbound direction.

Pedestrian and cyclist facilities

As noted in section 3.2.6, the proposal includes the provision of pedestrian and cyclist facilities which would improve access for pedestrians and cyclists.

Figure 6.4 Bus catchments on Showground Road

Positive impacts

In summary, the proposal would result in the following positive traffic and transport impacts:

Reduced traffic congestion under predicted future traffic conditions as a result of additional road capacity.

Improved access and travel arrangements for pedestrians and cyclists as a result of shared footpath and cycleway.

Improved operation of bus services as a result of bus priority measures.

Reduced travel times and vehicle operating costs.

Improved operational efficiency and safety at local roads.

Improved intersection performance.


6.2.3 Safeguards and management measures

Mitigation measures provided in Table 6.6 would be implemented to minimise potential impacts on traffic and access.

Table 6.6 Summary of potential impacts and environmental safeguards – traffic and access

Impact Environmental safeguards Responsibility Timing

Detailed design

Access to properties

Residents and businesses would be notified of any specific impacts to property access and arrangements required during construction during detailed design.

Roads and Maritime

Detailed design

Pre-construction

Traffic A detailed traffic management plan would be prepared in accordance with Traffic Control at Work Sites (RTA, 2010) and Specification G10 - Control of Traffic. The plan would be approved by Roads and Maritime before implementation to provide a comprehensive and objective approach to minimise any potential impacts on road network operations during construction.

Construction contractor

Pre-construction

The traffic management plan would include measures such as:

• Safe access points to work areas from the adjacent road network.

• Safety barriers where necessary.

• Temporary speed restrictions when necessary.

• Maintaining adequate sight distance.

• Displaying prominent warning signage.

• Minimise the use of local roads by construction vehicles.

The plan would be reviewed when complaints are received.


Pre-construction

Consultation would be undertaken with local bus operators before and during construction.

Roads and Maritime

Pre-construction and construction

The community would be kept informed about construction through advertisements in the local media and by prominently placed advisory notices or variable message signs.

Roads and Maritime


Construction

Congestion and safety

Traffic control would be provided to manage and regulate traffic movements during construction.


Construction

Access to properties

Property access would be maintained at all times where practicable.

Construction contractor and Roads and Maritime

Construction



Where changes to access arrangements are necessary, Roads and Maritime would advise owners and tenants and consult with them in advance regarding alternate access arrangements.


Construction

6.3 Noise and vibration

This section summarises the results of the noise and vibration assessment undertaken by Renzo Tonin & Associates as an input to the REF. The full report is provided in Appendix D. The assessment involved a quantitative assessment of construction noise and vibration, and operational noise, prepared with consideration of the:

Environmental Noise Management Manual (RTA, 2001a).

Assessing Vibration: A technical guideline (DEC, 2006).

Interim Construction Noise Guideline (DECC, 2009).

Road Noise Policy (DECCW, 2011).

The assessment involved:

Identifying sensitive receivers and monitoring background noise levels.

Establishing the noise and vibration assessment criteria.

Predicting the potential construction and operational noise.

Assessing the potential noise and vibration impacts by comparing the predictions with the criteria.

Providing mitigation measures, where required.

A detailed description of the methodology is provided in Appendix D.


Sensitive receivers

The dominant influence on ambient noise levels is road traffic along Showground Road. Sensitive receivers include residential and heritage listed buildings located along and in the vicinity of the road. Although commercial receivers are not considered to be sensitive receivers for operational noise, construction noise criteria apply to commercial receivers during construction.

For assessment purposes, the proposal site was divided into noise catchment areas. Noise catchment areas are areas that are likely to have similar noise exposures on the basis of factors such as topography, road design (cuttings, embankments, intersections etc), setbacks and types of residences or other noise receptors. Eight noise catchment areas were identified, and are shown on Figure 6.5. A full description of the catchment areas and a list of all potentially sensitive receivers are provided in Appendix D.

Background noise levels

Noise monitoring was undertaken to measure the background and ambient noise environment in the vicinity of the proposal site, providing a basis for the development of noise criteria. Long-term noise monitoring was conducted in September 2013 at six locations considered to be


representative of the noise catchment areas. The monitoring locations are shown on Figure 6.5. A summary of the monitoring results are provided in Table 6.7.

Table 6.7 Results of long-term noise monitoring

Location Address

LAeq traffic noise levels, dB(A)

LA90 background noise levels, dB(A)

Day LAeq,15hr

Night LAeq,9hr

Day Evening Night

M1 100 Showground Road 71 66 62 57 31





M6 23-25 Showground Road 66 61 58 50 34

6.3.2 Noise and vibration criteria

Construction noise criteria

Construction noise criteria were developed in accordance with the Interim Construction Noise Guideline (DECC, 2009) for each noise catchment area. Standard hours defined in the Interim Construction Noise Guideline are provided in section 3.3.3.

The following definitions are used for outside standard hours:

‘Day’ is defined as 7am to 6pm Monday to Friday and 8am to 1pm on Saturday.

‘Evening’ is defined as 6pm to 10pm every day.

‘Night’ is defined as 10pm to 7am Monday to Saturday, and 10pm to 8am on Sunday and public holidays.

For recommended standard hours:

The ‘noise affected level’ represents the point above which there may be some community reaction to noise. Where the predicted or measured LAeq(15min) is greater than the noise affected level, the proponent should apply all feasible and reasonable work practices to meet the noise affected level. The proponent should also inform all potentially impacted residents of the nature of work to be carried out, the expected noise levels and duration, as well as contact details.

The ‘highly noise affected level’ represents the point above which there may be strong community reaction to noise. Where noise is above this level, the relevant authority may require respite periods by restricting the hours that very noisy activities can occur, taking into account:

– Times identified by the community when they are less sensitive to noise (such as before and after school for work near schools, or mid-morning or mid-afternoon for work near residences.

– If the community is prepared to accept a longer period of construction in exchange for restrictions on construction times.

The noise management levels that apply to residential receivers during construction are presented in Table 6.8.


Table 6.8 Proposal specific construction noise management levels – residential receivers

Noise catchment area (NCA) Noise management level LAeq(15min) (dB(A))

Highly noise affected level (dB(A))

Day Evening Night

NCA 1 72 62 36 75

NCA 2 70 57 33 75

NCA 3 72 60 36 75

NCA 4 72 60 36 75

NCA 5 72 59 35 75

NCA 6 70 56 36 75

NCA 7 68 55 39 75

NCA 8 68 55 39 75

The noise management levels that apply to other sensitive receivers in the study area are:

Schools, hospitals and places of worship - 55 dB(A) external management level.

Commercial properties - 70 dB(A) external management level.

The highly affected noise level of LAeq(15min) 75 dB(A) also applies to other sensitive receivers.

Sleep disturbance

The noise management level for sleep disturbance established for the proposal is an external noise limit of LAmax 65 dB(A).

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UE

MCDOUGALL LANE

M6

M5

M4

NCA 3

NCA 5NCA 6

NCA 7

NCA 8

Legend

!A Noise monitoring locations

Noise catchment area

The proposal

Cadastre


Construction vibration criteria

The preferred and maximum values for continuous and impulsive vibration, as defined in Assessing Vibration: a technical guideline 2006, are provided in Appendix D. Table 6.9 summarises the German Standard Structural Vibration Part 3: Effects of vibration on structures, DIN 4150-3 -1999 minimum safe levels of vibration at different frequencies for commercial, residential and heritage listed buildings.

Table 6.9 Vibration criteria for structural damage

Group Type of structure

Vibration velocity mm/s

At foundation at frequency of Plane of floor uppermost storey

1 Hz to 10 Hz

10 Hz to 50 Hz

50 Hz to 100 Hz All frequencies

1 Buildings used for commercial purposes, industrial buildings and buildings of similar design.

20 20 to 40 40 to 50 40

2 Dwellings and buildings of similar design and/or use.

5 5 to 15 15 to 20 15

3 Structures that because of their particular sensitivity to vibration, do not correspond to those listed in Group 1 or 2 and have intrinsic value (eg buildings under a preservation order).

3 3 to 8 8 to 10 8

Table 6.10 presents the recommended minimum working buffer distances for high vibration generating plant for both cosmetic damage to buildings and human response.

Table 6.10 Recommended minimum working distances for vibration intensive plant

Plant item Rating/description Minimum working distance

Cosmetic damage Human response

Vibratory roller1 < 50 kN (typically 1-2 tonnes) 5 m 15 m – 20 m

< 100 kN (typically 2-4 tonnes) 6 m 20 m



> 300 kN (typically 13-18 tonnes) 20 m 100 m

> 300 kN (typically > 18 tonnes) 25 m 100 m

Compactors2 - 15 m 100 m

Dozer1 (D810) with ripper 2 m (nominal) 10 m

Excavators2 < 30 tonne (travelling/ digging) 10 m 15 m

Grader1 <= 20 tonne 2 m (nominal) 10 m

Loaders2 - - 5 m

Small hydraulic hammer2

300 kg (5-12 tonne excavator) 2 m 7 m

Medium hydraulic 900 kg (12-18 tonne excavator) 7 m 23 m


Plant item Rating/description Minimum working distance

hammer2

Large hydraulic hammer2

1600 kg (18-34 tonne excavator) 22 m 73 m

Jackhammer2 Hand held 1 m (nominal) Avoid contact with structure

Truck movements2 - - 10 m

Notes: 1. TCA Construction Noise Strategy (Rail Projects) November 2011. 2. Renzo Tonin & Associates project files, databases & library.

Operation

Traffic noise criteria

Showground Road is classed as an arterial road. The proposal is within the existing road corridor and therefore the proposal is classed as a ‘road redevelopment’. The redevelopment criteria for residential type receivers, as set out in the Road Noise Policy (DECCW, 2011) apply, and are presented in Table 6.11.

Table 6.11 Road traffic noise assessment criteria for residential land uses

Road category Type of development Assessment criteria, dB(A)

Day LAeq,15 hour (7am – 10pm)

Night, LAeq,9 hour (10pm – 7am)

Freeway/arterial/ sub-arterial roads

Existing residences affected by noise from redevelopment of existing freeway/ arterial/ sub-arterial roads.

60 (external) 55 (external)

Sensitive land uses

The Road Noise Policy (DECCW, 2011) sets guidelines for the assessment of traffic noise on sensitive land uses such as schools, hospitals, places of worship and recreation areas. The noise assessment criteria relevant to the proposal are presented in Table 6.12.

Table 6.12 Road traffic noise assessment criteria for non-residential land uses relevant to the proposal

Existing sensitive land use

Assessment criteria, dB(A) Additional considerations

Day (7am-10pm)

Night (10pm-7am)

School classrooms

LAeq,1hour 40 (internal) when in use

– In the case of buildings used for education or health care, noise level criteria for spaces other than classrooms and wards may be obtained by interpolation from the ‘maximum’ levels shown in Australian/New Zealand Standard 2107:2000 Acoustics – Recommended design sound levels and reverberation times for building interiors.

Places of worship

LAeq,1hour 40 (internal)

LAeq,1 hour 40 (internal)

The criteria are internal. Areas outside the place of worship, such as a churchyard or cemetery, may also be a place of worship. Therefore, in determining appropriate criteria for such external areas, it should be


Existing sensitive land use

Assessment criteria, dB(A) Additional considerations

Day (7am-10pm)

Night (10pm-7am)

established what in these areas may be affected by road traffic noise.

Childcare facilities

Sleeping rooms LAeq,1hour 35 (internal)

Indoor play areas LAeq,1hour 40 (internal)

Outdoor play areas LAeq,1hour 55 (external)

– Multi-purpose spaces, such as shared indoor play and sleeping rooms should meet the lower of the respective criteria.

Measurements for sleeping rooms should be taken during designated sleeping times for the facility, or if these are not known, during the highest hourly traffic noise level during the opening hours of the facility.

Note: Land use developers must meet internal noise goals in the ISEPP for sensitive developments near busy roads.

Most buildings provide a noise reduction of at least 10 dB(A) when windows are left 20 per cent open, without providing additional treatment. Therefore where the noise goals are internal, a 10 dB(A) reduction from external noise levels to internal noise levels has been adopted to allow for an external assessment.

Relative increase criteria

The proposal would also need to comply with the relative increase criteria of the Road Noise Policy (DECCW, 2011). The relative increase criteria are applied to external areas of existing residential and sensitive land uses impacted by a redeveloped road.

For the proposal, the relative increase criteria is defined as the existing traffic LAeq(period) plus 12 dB (external).

Maximum noise level criteria

The Road Noise Policy (DECCW, 2011) does not specify a night-time Lmax noise limit or noise goal. However, according to the policy, the likely maximum or peak noise levels need to be broadly assessed and reported for the night-time period, which is considered to be between 10pm to 7am.


Construction noise

Construction work would result in a short-term increase in localised noise levels, particularly for residences and other sensitive receivers located close to the proposal site. Noise impacts may be associated with the following construction activities:

Operation of generators and equipment for excavation, compacting and the following construction activities:

– Vegetation clearing.

– Pavement and kerb demolition.

– Utility adjustments.

– Construction of drainage pits and lines.

– Construction of traffic signals.

– Line marking.


– Supply, lay and compact of road pavement and pathways.

Movement of construction vehicles and machinery.

The following table lists the sound power levels of the plant and equipment likely to be used for construction of the proposal.

Table 6.13 Typical construction equipment and sound power levels

Plant description Sound power levels, dB(A)

LAeq LAmax

Rock breaker 117 125

Concrete saw 115 118

Mobile crane 110 116

Compactor 110 116

Front end loader 110 112

Pavement laying machine 109 118

Bulldozer 109 115

Tracked excavator 107 115

Grader 107 115

Road milling machine 108 111

Concrete truck 106 110

Dump trucks 105 110

Rollers 104 110

Truck (>20 tonne) 103 106

Concrete pump 102 104

Backhoe 101 108

Power generator 100 106

Note: LAmax levels only noted for equipment potentially used during the night period.

Table 6.14 presents a summary of the predicted LAeq noise levels at residential receivers for each construction activity. Table 6.15 presents a summary of the predicted LAeq noise levels for each activity associated with the construction phase for other sensitive receivers. Table 6.16 presents a summary of the predicted LAmax noise levels during potential night-time works for residential receivers.

Predicted noise levels assume all listed equipment for individual tasks are operating concurrently. This approach is conservative and has been adopted to consider a worst-case scenario. Therefore, the noise generated during construction works would generally be below the predictions presented in the tables.

The results provided in the tables indicate that without mitigation, construction noise is likely to exceed the construction highly affected noise criteria for the majority of receivers along the proposal site.

Construction noise levels have been predicted assuming that all equipment would be operating simultaneously in one location without the implementation of any noise management controls. In reality, construction would progress along the proposal site during the construction period. This would alter noise impacts with respect to individual receivers. During any given period, equipment


would operate at maximum sound power levels for only brief periods. At other times, the machinery may produce lower sound levels while carrying out activities not requiring full power. It is unlikely that all construction equipment would be operating at their maximum sound power levels at any one time, and certain types of construction machinery would be present within the proposal site for only brief periods during construction. Therefore, noise predictions are considered to be conservative.

Potential impacts are expected to be minimised due to the progressive and short-term nature of the work, localising potential impacts to one section of the proposal site at a time. Mitigation measures detailed in section 6.3.4 would be implemented, where feasible and reasonable.

Construction traffic

As discussed in section 6.2, traffic is not expected to increase significantly during construction, and it is anticipated that traffic noise impacts during construction are not likely to be significant.

Table 6.14 Predicted LAeq construction noise levels (residential)

Activity NCA 1 NCA 2 NCA 3 NCA 4 NCA 5 NCA 6 NCA 7 NCA 8

Noise management level: Day 72 70 72 72 72 70 68 68

Evening 62 57 60 60 59 56 55 55

Night 36 33 36 36 35 36 39 39

Site clearance 87 88 85 88 91 90 89 83

Site clearance (without chainsaw)

82 83 80 83 86 85 84 78

Utility and service adjustment

82 83 80 84 86 86 84 79

Pavement and kerb demolition

89 90 87 90 93 93 91 86

Pavement and kerb demolition (without rock breaker)

85 86 83 86 89 89 87 82

Drainage pits and lines

85 86 83 86 89 88 87 82

Supply, lay and compact road and footpath

85 86 83 86 89 88 87 81

Traffic signals 79 80 78 81 83 83 81 76

Line marking 80 81 78 82 84 84 82 77 Notes: Bold font represents exceedance of the 75 dB(A) highly affected noise objective.

Bold underlined font represents exceedance of greater than 10 dB(A) above the day-time noise management level (20 dB(A) above day-time rating background level).


Table 6.15 Predicted LAeq construction noise levels (other sensitive receivers)

Activity Receivers

S1 S2 S3 S4 S5 S6 S7 S8 S9 S10 S11 S12 S13 S14 S15 S16 S17 S18

Criteria 70 70 70 70 70 70 70 70 70 70 55 55 70 55 70 70 70 55

Site clearance 78 76 73 77 77 80 79 64 81 82 79 74 78 83 77 76 77 82

Utility and service adjustment

74 72 68 72 72 76 75 59 77 77 74 70 73 79 72 71 72 77

Pavement and kerb demolition

80 79 75 79 79 83 82 66 84 84 81 77 80 86 79 78 79 84

Drainage pits and lines 76 74 71 75 75 79 78 62 79 80 77 72 76 82 75 74 75 80


76 74 71 75 75 78 77 62 79 80 77 72 76 82 75 74 75 80

Traffic signals 71 69 66 69 70 73 72 57 74 74 71 67 71 76 70 69 70 75

Line marking 72 70 66 70 71 74 73 57 75 75 72 68 72 77 71 69 70 75

Notes: Bold font represents exceedance of greater than 10 dB(A) above the day-time noise management level. Bold underlined font represents exceedance of the 75 dB(A) highly affected noise objective.


Table 6.16 Predicted LAmax construction noise levels for night works (residential)

Activity NCA 1 NCA 2 NCA 3 NCA 4 NCA 5 NCA 6 NCA 7 NCA 8

Sleep disturbance upper limit: night

65 65 65 65 65 65 65 65

Site clearance 81 80 82 80 78 79 80 83

Utility and service adjustment 78 77 79 77 75 76 77 80

Pavement and kerb demolition (without rock breaker)

86 85 88 85 83 84 85 88

Drainage pits and lines 87 86 88 86 84 85 86 89


78 77 79 77 75 76 77 80

Traffic signals 78 77 79 77 75 76 77 80

Line marking 78 77 79 77 75 76 77 80 Notes: Bold font represents exceedance of night-time sleep disturbance upper limit.

Noise level predictions for LAmax sleep disturbance have been made at the building façade.

Out of hours work

As discussed in section 3.3.3, it is anticipated that most construction activities would be undertaken during standard working hours recommended by the Interim Construction Noise Guideline (DECC, 2009). However, it will be necessary to undertake some work outside of these hours to minimise disruption to daily traffic and disturbance to surrounding land owners and businesses. As discussed in section 3.3.3, out of hours works would be required for the following activities:

Placement of asphalt along the length of Showground Road within the proposal site.

Intersection and tie-in activities at Britannia Road, Rowallan Avenue, Cecil Avenue, Cheriton Avenue, Kentwell Avenue, and Pennant Street.

Line marking along the length of Showground Road within the proposal site.

As shown in Table 6.16, without mitigation, construction noise is likely to exceed the sleep disturbance upper limit of 65 db(A) in all instances for all residential sensitive receivers along the proposal site.

The placement of asphalt (which is included under the supply, lay and compact of road activity in Table 6.16) and line marking would be undertaken progressively along Showground Road within the proposal site, and is unlikely to result in continuous noise disturbance to the same receivers. NCA8 is expected to be most impacted with a maximum exceedance of up to 15 db(A) above the sleep disturbance criteria.

Sensitive receivers within close proximity to the intersections would be most impacted during construction activities that are undertaken at the intersections and tie-in works on the connecting roads. These activities include placement of asphalt, line marking and installation of traffic signals. As discussed above, asphalt and line marking would be undertaken progressively throughout the proposal site. The installation of traffic signals could result in an exceedance of up to 15 dB(A) above the sleep disturbance criteria in NCA8.


Mitigation measures detailed in section 6.3.4 would be implemented, where feasible and reasonable, to minimise impacts of any out of hours work.

Construction vibration

Vibration generated by construction plant was estimated and potential vibration impacts are summarised in Table 6.17. The risk of structural damage during construction is generally assessed as being low, unless heavy vibratory rollers and or hydraulic hammers are used. This would increase the risk to medium for buildings within 10 to 15 metres of the construction activity. There is a medium to high risk of human disturbance from construction vibration, as humans are capable of detecting vibration at levels which are well below those causing risk of damage to a building.

As discussed in section 6.8, four locally listed heritage items front Showground Road within the proposal site. The buildings are set back between two and 13 metres from the existing carriageway. Potential vibration impacts on heritage listed buildings if construction was undertaken without mitigation is summarised in Table 6.18.

Table 6.17 Assessment of vibration impacts

Estimated distance to nearest buildings

Assessment of potential vibration impacts

Structural damage risk Human disturbance Vibration monitoring

10 – 15 m Medium risk of structural damage from vibratory rolling.

Low risk of structural damage from other activities.

High risk of adverse comment as a result of vibratory rolling.

Medium risk of adverse comment for other activities.

Vibration monitoring shall be conducted during the construction phase.

Table 6.18 Potential vibration impacts on heritage listed buildings

Property

Approximate distance from construction work (m)

Description of potential impact

House

30-34 Showground Road

8 Structural damage from vibratory rolling or excavation is possible.

Dogwoods House

74 Showground Road

13 Medium risk of structural damage from vibratory rolling.


House

107 Showground Road

18 Medium risk of structural damage from vibratory rolling.


Former Police Station 125 Structural damage very unlikely.

There is a risk of structural damage at three of the heritage listed buildings if construction was undertaken without mitigation. Mitigation measures provided in section 6.3.4 would be implemented to minimise the potential for impacts to these items.


Operation

Operational noise modelling for the proposal was undertaken for the following scenarios:

‘Opening year’, where noise levels are the levels produced by the 2016 traffic volumes for both the ‘build’ and ‘no build’ options, for the day and night periods.

‘Design year’, where noise levels are the predicted noise levels for 2026 for both the ‘build’ and ‘no-build’ options, for the day and night periods.

The outcomes of noise modelling indicate that:

The increase in noise levels between the design year ‘no build’ and ‘build’ options does not exceed two dB(A) at any residence. Therefore, the potential impact associated with increased noise from the proposal is considered to be minor.

Existing noise levels at receivers fronting Showground Road typically exceed the Road Noise Policy (DECCW, 2011) ‘acute’ criteria of 65 dB(A) LAeq,15h and/or 60 dB(A) LAeq,9h.

Design year noise levels were found to also be ‘acute’ at a number of residential receivers, particularly those fronting Showground Road. The ‘acute’ properties are identified in Appendix C of Appendix D.

A number of receivers experience noise in excess of the Road Noise Policy noise criteria.

The change in noise levels at all receiver locations is well below 12 dB(A) for design year and opening year. Therefore, the proposal complies with the relative increase criteria.

The predicted operational noise levels are detailed in Appendix C of Appendix D. A summary of the results is shown in Table 6.19.

Noise mitigation would be considered following consideration of feasible and reasonable measures where design year noise levels are acute (that is greater than or equal to LAeq,15hr 65 dB(A) day-time or LAeq,9hr 60 dB(A) night-time), where noise levels exceed the relative increase criteria, or if the change in noise level between the ‘no build’ and ‘build’ options increases by more than two dB(A) as a result of the proposal.

As shown in Table 6.19, 85 properties would be considered for further noise mitigation. These properties are shown on Figure 6.6 and listed in Appendix C of Appendix D.

Table 6.19 Summary of operational noise model results

NCA Does the proposal increase noise levels by more than 2 dB(A)?

Do noise levels exceed the relative increase criteria?

Do noise levels at any residential property exceed the RNP criteria?

Are noise levels at any residential property ‘acute’?

Number of properties where further noise mitigation would be considered where feasible and reasonable

1 No No Yes Yes 14

2 No No Yes Yes 8

3 No No Yes Yes 9

4 No No Yes Yes 13

5 No No Yes Yes 26

6 No No Yes Yes 14

7 No No Yes Yes Nil1


NCA Does the proposal increase noise levels by more than 2 dB(A)?

Do noise levels exceed the relative increase criteria?

Do noise levels at any residential property exceed the RNP criteria?

Are noise levels at any residential property ‘acute’?

Number of properties where further noise mitigation would be considered where feasible and reasonable

8 No No Yes Yes 1

Total 85

Note: 1. Properties are to be acquired by QIC.

Noise contours

The LAeq,15hr day and LAeq,9hr night noise contours for the 2026 ‘build’ and ‘no build’ scenarios are presented in Figure 6.7 through Figure 6.10. The noise contours assume that no noise mitigation measures have been incorporated into the road development. The noise contours are produced by interpolation from calculations to specific points within a regularly spaced grid, 1.5 metres above ground level. It is noted that the noise contours are estimates of the predicted noise levels, and that contour values may differ slightly from equivalent spot calculations.

New traffic signals at Rowallan Avenue and Kentwell Avenue/Cheriton Avenue

Stop-and-go conditions resulting from changing traffic signals result in deceleration and acceleration noise as vehicles approach and depart road intersections.

The assessment found that while the introduction of intersections may alter the character of noise that the surrounding receivers are currently experiencing, the new intersections themselves would not significantly alter the level of noise at those receivers (within one dB(A)).

Maximum noise level assessment

Since the proposal involves widening of the road within the road corridor, the change in distance from road to receiver would be minor and therefore LAmax noise levels in the future would remain similar to current levels.

The number of maximum noise events occurring on any night would increase in proportion to the volume of trucks on the road, and an indication of the expected number of maximum noise events for the future year 2026 is provided in Table 6.20. The increase in the number of Lmax events between 2013 and 2026 is in direct proportion to the increase in truck movements at night over the same period.

Noise mitigation options

Although the proposal is not expected to increase noise levels by more than two dB(A), some residences within the study area are already exposed to ‘acute’ noise levels. Therefore, an assessment of feasible and reasonable noise mitigation measures for these residences is required. Final noise mitigation treatments would be determined during detailed design.


Figure 6.6 Properties that would be considered for further noise mitigation


Figure 6.6(b) Properties that would be considered for further noise mitigation


Figure 6.7 LAeq,15h day-time noise contour during design year (2026) without the proposal


Figure 6.8 LAeq,9h night-time noise contour during design year (2026) without the proposal


Figure 6.9 LAeq,15h day-time noise contour during design year (2026) with the proposal


Figure 6.10 LAeq,9h night-time noise contour during design year (2026) with the proposal


Table 6.20 Maximum night-time levels at monitoring locations, dB(A)

Receiver

Measured 2013 Predicted 2026

LAmax range

LAmax - LAeq range

LAmax events per hour

LAmax events per night

Average No. of LAmax

events per night

LAmax range LAmax events per hour

LAmax events per night

Average No. of LAmax events per night

Min Max Min Max Min Max Min Max Min Max Min Max Min Max

115 Showground Rd 73 93 15 29 0 22 35 79 65 73 93 0 34 54 122 100

86 Showground Rd 69 82 10 20 0 13 9 59 37 72 84 0 20 14 90 56

49 Showground Rd 73 96 16 29 0 20 13 59 37 75 98 0 30 20 89 56

23-25 Showground Rd 73 93 16 29 0 16 29 62 51 76 96 0 19 34 72 59

Notes: Night-time LAmax values are shown only where LAmax > 65 dB(A) and where LAmax – LAeq ≥ 15 dB(A). LAmax traffic noise levels at night at locations are shown in locations where 1 second stored data was available from the noise monitor.



Mitigation measures provided in Table 6.21 would be implemented to minimise potential noise and vibration impacts.

Table 6.21 Summary of potential impacts and environmental safeguards – noise and vibration


Detailed design

Operational noise Final noise mitigation treatments would be determined during the detailed design phase.

Roads and Maritime

Detailed design

Pre-construction

Construction noise and vibration

A construction noise and vibration management plan would be prepared as part of the construction environmental management plan. This plan would include, but not be limited to:

• A map indicating the locations of sensitive receivers including residential properties.

• Management measures to minimise the potential noise impacts from the quantitative noise assessment and for potential works outside of standard working hours (including implementation of Interim Construction Noise Guidelines (DECC, 2009).

• A risk assessment to determine potential risk for activities likely to affect receivers (for activities undertaken during and outside of standard working hours).

• Mitigation measures to avoid noise and vibration impacts during construction activities including those associated with truck movements.

• A process for assessing the performance of the implemented mitigation measures.

• A process for documenting and resolving issues and complaints.

• A construction staging program incorporating a program of noise and vibration monitoring for sensitive receivers.

• A process for updating the plan when activities affecting construction noise and vibration change.

• Identify in toolbox talks where noise and vibration management is required.



Vibration impacts on buildings

An assessment to determine safe working distances would be prepared for the following heritage properties:

• 30 Showground Road. • 74 Showground Road. • 107 Showground Road. Vibration monitoring plan would be prepared and implemented during construction to ensure that these properties are not impacted.





Vibration impacts Building condition surveys would be conducted at all residential and other sensitive receivers Identified within the construction noise and vibration management plan.

Notification by letterbox drop would be carried out for all occupied buildings within 100 metres of the proposal site.


Pre-construction

Construction

Construction noise

Where reasonable and feasible, measures would be taken to shield residential receivers from noise such as:

• The layout of the construction compound so that primary noise sources are at a maximum distance from residences, with solid structures (sheds, containers, etc) placed between residences and noise sources (and as close to the noise sources as is practical).

• Enclosures to shield fixed noise sources such as pumps, compressors, fans, screens (where practicable).

• Taking advantage of site topography when situating plant.


Construction


Work generating high noise and/or vibration levels would be scheduled during less sensitive time periods if practicable.


Construction

Out of hours work General construction activities would be limited to the recommended construction hours where feasible and reasonable. If work is planned outside normal hours, an ‘out of hours work procedure’ would be prepared as part of the construction noise and vibration management plan for the proposal in accordance with the requirements of the Interim Construction Noise Guideline (DECC, 2009) and the Environmental Noise Management Manual Practice (RTA, 2001a).

The out of hours procedure would as a minimum include:

• Background levels for noise criteria in accordance with the Interim Construction Noise Guideline (DECC, 2009).

• Locations of the works. • Locations of sensitive receivers. • Predicted noise levels. • Communications plan. • Management measures where works are

unable to comply with Interim Construction Noise Guideline (DECC, 2009) and the Environmental Noise Management Manual Practice (RTA, 2001a).


Construction



Construction noise from machinery and equipment

All plant and equipment would be appropriately maintained to ensure optimum running conditions, with periodic monitoring.


Construction

Noise-emitting plant would be directed away from sensitive receivers where possible.


Construction

Traffic flow, parking and loading and unloading areas would be planned to minimise reversing movements within the proposal site.


Construction

Non-tonal reversing beepers (or an equivalent mechanism) would be fitted and used on all construction vehicles and mobile plant regularly used on-site for periods more than two months where practicable.


Construction

Construction noise from inappropriate practices

Site inductions would be provided to train staff on ways to minimise construction noise impacts on-site.

Responsible working practices include:

• Avoid the use of outdoor radios during the night-time period.

• Avoid shouting and slamming of doors.

• Where practical, operate machines at low speed or power and switched off when not being used rather than left idling for prolonged periods.

• Minimise reversing.

• Avoid dropping materials from height and avoid metal to metal contact on material.


Construction

Noise and vibration impacts and appropriate complaints handling

The local community would be contacted and informed of the proposed work, location, duration of work, and hours involved. The contact would be made a minimum five days before work starts.



A complaints management procedure would be put in place, with a mechanism for responding to complaints.


Construction

Construction noise monitoring would be undertaken and where necessary, further noise reduction measures (where reasonable and feasible) would be implemented.


Construction


Noise and vibration generating activities with impulsive, tonal or low frequency characteristics (such as jack hammering, rock breaking, rock hammering, vibratory rolling) would be carried out:

• In continuous blocks, up to but not exceeding three hours each.

• With a minimum respite period of one hour between each block.


Construction



Quieter and less noise/vibration emitting construction methods would be used where feasible and reasonable.

Where vibration intensive equipment is used within the minimum working distances identified, determine whether alternative construction methodology or less vibration intensive equipment can be used.


Construction

Construction vibration

Where construction activity involving vibration intensive plant occurs within the minimum working distances defined in Table 6.10 for cosmetic damage to buildings, and in Table 6.18 for heritage items, vibration testing of actual equipment on-site would be carried out before construction starts to determine acceptable buffer distances to the nearest affected receiver locations and ensure that vibration levels do not exceed the targets.


Pre-construction construction

To ensure that vibration does not impact on heritage buildings, vibration monitoring would be undertaken where construction is undertaken at or within the distances defined in Table 6.18.


Construction

Where vibration is found to be excessive, construction methods would be modified or time restrictions negotiated with affected receivers.



Operation

Operational noise A noise monitoring program would be undertaken within 12 months of opening once traffic flows have stabilised to verify the predicted noise levels.

Monitoring locations would be selected along the route at the most affected residential receiver locations.

Roads and Maritime

Operation

6.4 Soils, landscape, topography and geology


Topography, geology and soils

The topography of the study area is gently undulating with elevations ranging between 85 metres and 120 metres above sea level.

A review of the Soils Landscapes of Penrith 1:100,000 Sheet (Bannerman and Hazelton, 1990) indicates that the proposal site is located on the Glenorie soil landscape. The geology of the Glenorie Soil Landscape is characterised by undulating to rolling low hills on Wianamatta Group shales.

Soils are shallow to moderately deep red with brown podzolic soils on crests; moderately deep red and brown podzolic soils on upper slopes; deep yellow podzolic soils on lower slopes and gleyed podzolic soils along drainage lines. Soil limitations include high soil erosion hazard potential,


localised impermeable highly plastic subsoils and moderately reactive soils (Bannerman and Hazelton, 1990).

A description of existing catchments within the study area is provided in section 6.5.1 and shown in Figure 6.11 and Figure 6.12.

Salinity

Salinity potential mapping prepared by the Department of Infrastructure, Planning and Natural Resources (DIPNR, 2003) indicates that there is a moderate potential for salinity to occur within the proposal site. Salinity mapping is shown on Figure 6.13.

Acid sulphate soils

The Australian Soil Resource Information System was searched on 2 October 2013. The results of the search indicate that the proposal site has a low to extremely low probability of containing acid sulphate soils.

Contamination

The NSW Environment Protection Authority’s Contaminated Lands Register was searched on 2 October 2013 (for the suburb of Castle Hill). No contaminated sites were identified within the vicinity of the proposal site.

Based on the review of land uses and field observations, there is considered to be minimal potential for widespread contamination to occur in the proposal site.


Construction

Topography, geology and soils

As discussed in section 3.3.6, about 10,000 cubic metres of material would be excavated for the pavement construction and 5000 cubic metres of fill material would be imported. Fill material imported from off-site would be sourced from certified suppliers to avoid the potential for contaminated fill to be imported.

Most of the proposal would be constructed within the existing road corridor, with minor earthwork required for the construction of pathways and road widening between Rowallan and Pennant Street. The proposal would not result in any significant changes to local topography. The surface of the road would be raised by about 100 to 200 millimetres, and the proposal site would be levelled to match the existing terrain as far as practicable.

Erosion and sedimentation

The proposal would involve minor excavations and stockpiling of spoil for the construction of pathways and road widening activities. An estimated 10,000 cubic metres of spoil would be removed from the site during construction.

About 17,950 square metres (excluding areas of existing pavement) would be disturbed by the proposal. These areas would be limited to narrow sections along the northern and southern sides of the proposal site, which would be excavated to construct the new pathways and for road widening purposes.

Areas of potential disturbance within each catchment, and the receiving drainage lines are provided in Table 2.1 and shown in Figure 6.11 and Figure 6.12.


Table 6.22 Areas of disturbance within the proposal site

Catchment Area of disturbance (m2) Receiving waterway

1 1750 South to main arm of Cattai Creek

2A 6810 North west to a tributary of Cattai Creek

2B 4310 North west to a tributary of Cattai Creek

2C 1160 North west to a tributary of Cattai Creek

2D 1250 North west to a tributary of Cattai Creek

Catchment flows into local roads

2670 North west to a tributary of Cattai Creek

If not adequately managed, excavation, stockpiling and transportation of spoil could potentially have the following impacts:

Erosion of exposed soil and stockpiled materials, as soils are known to have high soil erosion potential.

An increase in sediment loads entering the receiving stormwater system.

Formal kerb and gutter is provided along the length of the proposal with the exception of a small section east of the Rowallan Avenue intersection, adjacent to the townhouse complex at 59A Castle Street. Sediment exposed during construction would be transported by runoff to the nearest stormwater inlet. This could result in a potential impact on the water quality of receiving waterways identified in Table 6.22. Hydrology and water quality is discussed further in section 6.5.

Potential erosion and sedimentation impacts would be minor as:

Excavations would be limited to narrow areas for new pathways and pavements.

The exposure of soil and stockpiling of spoil would be temporary and short-term in duration as the proposal would be staged, therefore limiting the duration of exposed surfaces.

Temporary stabilisation or revegetation/rehabilitation works would be undertaken to reduce the extent of disturbed surfaces.

Localised erosion and sediment control measures would be implemented to minimise the volume of sediment transported from disturbed areas.

With the implementation of erosion and sedimentation controls outlined in section 6.4.3, including the preparation of a detailed site-specific soil and water management plan, potential construction related erosion and sedimentation impacts would be appropriately managed and are not expected to be significant.

Salinity

Saline soils can have a detrimental effect on vegetation growth as well as cause damage to infrastructure such as roads, pipes and cables. Salinity also has the potential to make soils unsuitable for reuse and may have implications on the suitability of plants for landscaping. The potential for salinity to damage infrastructure and the suitability of excavated material for reuse as fill would be considered during detailed design.


Figure 6.11 Extent of disturbed areas between Carrington Road and Rowallan Avenue


Figure 6.12 Extent of disturbed areas between Rowallan Avenue and Old Northern Road



CARRINGTON ROAD

ROWALLAN AVENUE

DAWE

SAVE

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CHAP

MAN

AVEN

UE

PARTR

IDGE AVENUE

BELV

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SEXTON AVENUE

NANETTE PLACE

CUMBERLAND AVENUE

WATERLOO AVENUE

PATR

ICK A

VENU

E

BRITANNIA ROAD

ESSEX AVENUE

HUGHES AVENUE

KATH

LEEN

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UE

BOUN

TY AV

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WHITE PLACE

SHOW

GROU

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MIDDLETO

N AVENUE

LYGON PLACE

HUGHES AVENUE

CECIL AVENUE

KATH

LEEN

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BRITANNIA ROAD

FISHB

URN

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CENT

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CASTLE STREET

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Figure 6.13 Salinity potential

DRAFT0 50 100 15025

Metres

o



MCDOUGALL LANE

OLD NORTHERN ROAD

PENNANT STREET

WORT

HING

AVEN

UE

CHERITONAVENUE

BARWELL AVENUE

ROWALLAN AVENUE

KENTWELL AVENUE

OLD NORTHERN ROAD

CECIL AVENUE

SHOW

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LegendThe proposal

The proposal site

Salinity potentialModerate salinity potential

Very low salinity potential


Contamination

The proposal would require the removal of asbestos ducts as part of the utility adjustment work. This would be managed in accordance with safeguards provided in section 6.4.3.

Although there is considered to be minimal potential for widespread contamination to occur in the proposal site, in urban areas there is always the potential to encounter previously unknown contamination during construction. An approach to managing any unexpected contaminated material that may be uncovered would be specified in the construction environmental management plan.

Soil contamination could occur as a result of any accidental spills or leaks of fuels, oils and other chemicals from equipment and vehicles during construction. To avoid this potential impact, fuels and chemicals would be managed in accordance with the management measures provided in section 6.4.3.

Operation

Operation of the proposal is not likely to result in any significant impacts on soils, landscape, topography or geology. The risk of soil erosion during operation would be minimal as all areas impacted during construction would be sealed or rehabilitated and landscaped to prevent soil erosion from occurring.


Mitigation measures provided in Table 6.23 would be implemented to minimise potential impacts on soils, landscape and topography.

Table 6.23 Summary of potential impacts and environmental safeguards – soils, landscape, topography and geology


Pre-construction


A soil and water management plan (SWMP) will be prepared as part of the construction environmental management plan in accordance with the requirements of Roads and Maritime Services contract specification G38 prior to the commencement of construction. The SWMP will also address the following:

• Roads and Maritime Services Code of Practice for Water Management, the Rods and Maritime Services’ Erosion and Sedimentation Procedure.

• The NSW Soils and Construction – Managing Urban Stormwater Volume 1 “the Blue Book” (Landcom, 2004) and Volume 2 (DECC, 2008).

• Roads and Maritime Services Technical Guideline: Temporary Stormwater Drainage for Road Construction, 2011.

• Roads and Maritime Services Technical Guideline: Environmental Management of Construction Site Dewatering, 2011.


Pre-construction



The SWMP would detail the following as a minimum:

• Identification of catchment and sub-catchment areas, high risk areas and sensitive areas.

• Sizing of each of the above areas and catchment.

• The likely volume of run-off from each road sub-catchment.

• Direction of flow of on-site and off-site water.

• Separation of on-site and off-site water.

• The direction of run-off and drainage points during each stage of construction.

• The locations and sizing of sediment traps such as sump or basin as well as associated drainage.

• Dewatering plan which includes process for monitoring, flocculating and dewatering water from site (ie sediment basin and sumps).

• A mapped plan identifying the above.

• Include progressive site specific Erosion and Sedimentation Control Plans (ESCPs). The ESCP is to be updated at least fortnightly.

• A process to routinely monitor the BOM weather forecast.

• Preparation of a wet weather (rain event) plan which includes a process for monitoring potential wet weather and identification of controls to be implemented in the event of wet weather. These controls are to be shown on the ESCPs.

• Provision of an inspection and maintenance schedule for ongoing maintenance of temporary and permanent erosion and sedimentation controls.

Contamination of soil

An incident emergency spill plan would be developed and incorporated into the construction environmental management plan. The plan would include measures to avoid and manage spillages of fuels, chemicals, and fluids onto any surfaces or into stormwater inlets and an emergency response procedure.


Pre-construction

Construction


Erosion and sediment controls would be implemented before any construction starts and inspected regularly, particularly after a rainfall event. Maintenance work would be undertaken as needed.


Construction

Site stabilisation of disturbed areas would be undertaken progressively as stages are completed.


Construction



All stockpiles would be designed, established, operated and decommissioned in accordance with Roads and Maritime Services’ Stockpile Management Procedures (RTA, 2011).


Construction

Controls would be implemented at exit points to minimise the tracking of soil and particulates onto pavement surfaces.


Construction

Any material transported onto pavement surfaces would be swept and removed at the end of each working day.


Construction

Excess spoil Excess spoil not required or able to be used for backfilling would be stockpiled in a suitable location before being reused or removed from the site, and disposed of at an appropriately licensed facility.


Construction

Contamination of soils

In the event that indicators of contamination are encountered during construction (such as odours or visually contaminated materials), work in the area would cease until advice on the need for remediation or other action is obtained from an environmental consultant.


Construction

All staff would be inducted about incident and emergency procedures and made aware of the location of emergency spill kits.


Construction

Should a spill occur during construction, the emergency response plan would be implemented, and the Roads and Maritime’s Environment Officer, Sydney Region contacted. The NSW Environment Protection Authority would also be notified as per Part 5.7 of the POEO Act.


Construction

Machinery would be checked daily to ensure there is no oil, fuel or other liquid leaking from the machinery.


Construction

A fully equipped emergency spill kit would be kept on-site at all times.


Construction

6.5 Hydrology, water quality, flooding and drainage

As part of the concept design process, Roads and Maritime commissioned a drainage study, which was undertaken in 2013 by Lyall and Associates Consulting Water Engineers. The full report is provided in Appendix E. The results of this study are summarised in the relevant sections below.


Hydrology, drainage and flooding

The proposal site is located in the Cattai Creek sub-catchment of the greater Hawkesbury-Nepean catchment. Cattai Creek is located about 500 metres south-west of the proposal site. Cattai Creek ultimately flows into the Hawkesbury River about 20 kilometres to the north of the proposal site. There are no major watercourses within or within close proximity to the proposal site.

In general, the existing road alignment along the eastern side near its intersection with Pennant Street and Old Northern Road drains to the south towards the main arm of Cattai Creek. The


remainder of the proposal site drains to the north of Showground Road and west to a tributary of Cattai Creek, which joins the main arm on its right bank approximately 1.4 kilometres further west.

The study area is divided into five drainage catchments which are shown in Figure 6.14 and described below.

Concentrated stormwater currently discharges onto the road corridor via uncontrolled drainage paths, including along driveways and boundary fences.

Catchment 1

Catchment 1 is about 1.7 hectares in area and comprises mainly developed land, including a 240 metre long section of Showground Road extending west from Old Northern Road, and a small catchment that lies along the northern side of the road corridor.

The existing piped drainage system in catchment 1 drains towards a depression in Showground Road, located at the Pennant Street intersection. A 525 millimetre diameter pipe conveys runoff across the road corridor from north to south. The runoff leaving the road corridor is controlled by a 600 millimetre diameter pipe which conveys runoff to the south towards Drainage Line 1 (refer Figure 6.14) to the main arm of Cattai Creek.

Stormwater which surcharges the piped drainage system enters the Castle Hill Baptist Church grounds as overland flow via the existing driveway.

Catchment 2A

Catchment 2A is about 6.1 hectares in area and comprises a 450 metre long section of Showground Road and existing residential development located along the southern side of the road corridor.

The existing piped drainage system in this catchment drains towards a depression in the road corridor located just east of Cecil Avenue. A 300 millimetre diameter pipe and 525 millimetre diameter pipe convey stormwater under the roadway from south to north. These two piped drainage lines join immediately north of the roadway and continue to the north as twin 600 millimetre diameter pipes.

The runoff leaving the road corridor along drainage Line 2A (refer Figure 6.14) is controlled by a single 750 millimetre diameter pipe, which runs north through the adjacent townhouse complex at 59A Castle Street towards Castle Street. Stormwater which surcharges the piped drainage system within the road corridor flows overland through this property.

Catchment 2B

Catchment 2B is about 10.7 hectares in area and comprises a 410 metre long section of Showground Road and the existing residential development located along the southern side of the road corridor.

The existing piped drainage system comprises two main branches. The first branch is a 375 millimetre diameter pipe located under the southern kerb of Showground Road, which crosses the roadway as a 600 millimetre diameter pipe at the location of a depression in the road corridor. The second branch drains most of the residential catchment upstream (south) of Showground Road, and crosses the roadway as a separate 600 millimetre diameter pipe a short distance west of the depression.

The two piped branches join immediately north of the roadway and continue to the north as a 900 millimetre diameter pipe. This pipe controls runoff leaving the road corridor. It is located within


80 Showground Road. Stormwater which surcharges the piped drainage system within the road corridor flows through this property and adjacent residential development as overland flow.

Catchment 2C

Catchment 2C is about 1.9 hectares in area and comprises a 190 metre long section of Showground Road and existing residential development located along the southern side of the road corridor.

Stormwater runoff is controlled by a piped drainage system that crosses Showground Road as a 525 millimetre diameter pipe. A 600 millimetre diameter pipe controls runoff leaving the road corridor to the north along Drainage Line 2C (refer Figure 6.14). Stormwater which surcharges the existing road drainage system flows west along the road corridor into Catchment 2D.

Catchment 2D

Catchment 2D is about 5.2 hectares in area and comprises a 350 metre long section of Showground Road and existing residential development located along the southern side of the road corridor, as well as a portion of the former Council Chambers site on the western side of Carrington Road.

The existing piped drainage system drains towards a depression in Showground Road on the western side of the Carrington Road intersection. A 600 millimetre diameter pipe conveys runoff across the road corridor from south to north. The pipe continues to the north of the road along Drainage Line 2D (refer Figure 6.14).The pipeline is located along the boundary between 122 and 124 Showground Road. The stormwater which surcharges the piped drainage system within the road corridor would flow through the former property as overland flow.

The existing piped drainage system within the study area is shown in Figures 2.1 and 2.2 in Appendix E.

Water quality

Water quality in the Cattai Creek Sub-catchment is described as poor due to the effects of stormwater and wastewater discharges. Water quality is being further degraded by increased sedimentation as a result of the upstream urbanisation (Hawkesbury-Nepean Catchment Management Authority, 2013).

The Hills Shire Council undertakes water quality monitoring at two locations along Cattai Creek. The 2006 to 2012 water quality results indicate that most key water quality indicators exceed the Australian New Zealand Environment Conservation Council’s Guidelines for Recreational Water Quality for secondary contact (The Hills Shire Council, 2014).

Groundwater

Existing groundwater borehole records were reviewed on 4 October 2013 using the Natural Resource Atlas. The results of the review identified that eight groundwater bores are located within 600 metres of the proposal site. On average, the standing groundwater level within the boreholes was observed at about eight metres below ground level.


Figure 6.14 Drainage catchments within the study area



Construction

Hydrology and flooding

Construction activities have the potential to result in local changes to overland flow regimes and the obstruction of drainage inlets resulting in temporary localised flooding. Due to limitations in the existing drainage system within the proposal site, this could result in minor increases in surface flows along existing overland flow paths to the nearest drainage line. To minimise the potential for localised flooding and erosion during construction, it would be necessary to carefully plan, implement and maintain measures aimed at intercepting any concentrated flow and diverting it toward the existing piped stormwater drainage system.

The proposal would not alter local drainage patterns within the road corridor and in adjacent properties. To minimise the rate of flow discharging to properties along the northern side of the road corridor, it would be necessary to maintain the available pit inlets and pipe capacity during construction.

There is also potential for stormwater surcharges into properties along the northern side of the proposal site from overland flow. Controls would be installed along the northern side of the road corridor adjacent to the depressions in the roadway to reduce the likelihood of stormwater surcharging into adjacent properties, especially during the removal of the existing kerb and gutter. This would minimise the potential for localised flooding during construction.

The implementation of the mitigation measures provided in section 6.5.3 would minimise the potential for significant impacts.

Water quality

Construction activities have the potential to impact on water quality within local receiving waters (Cattai Creek). The main potential impacts relate to soil disturbance, which represents a risk to surface water quality, and run-off during construction. Pollutants such as sediment, soil nutrients and construction waste have the potential to mobilise and enter drainage lines, particularly during high rainfall events.

Water quality impacts could also potentially occur during construction as a result of contamination by fuel or chemical spills from construction vehicles.

As discussed in section 6.4.2, the impact of construction activities on the quality of runoff discharging to the receiving drainage lines would be minimised by implementing an effective soil and water management plan. The likelihood of adverse impacts on water quality would be further reduced by the implementation of mitigation measures in sections 6.4.3 and 6.5.3.

Groundwater

Excavations for the proposal would be relatively shallow compared to the potential depth of the groundwater table. As a result, groundwater is not likely to be encountered during excavation and substantial dewatering is not expected to be required. Any dewatering that may be required is likely to be superficial and associated with managing local and recent rainfall at the proposal site. If groundwater is encountered during construction, it would be pumped out into a contained area, tested, and if necessary treated, before re-use, discharge or disposal.


Operation

Hydrology and flooding

The proposal would involve upgrading the existing road drainage and stormwater management system, as described in section 3.2.5. Stormwater run-off from the widened sections of road pavement would be managed by new or upgraded pavement drainage systems, which would discharge to the existing piped stormwater drainage system.

The proposal would result in an improvement to drainage and reduce the volumes of overland flows.

Table 6.24 provides the results of hydrologic modelling by Lyall and Associates (2013) undertaken with and without the implementation of the proposed stormwater upgrades for 10 and 100 year ARI. Changes to drainage in each sub-catchment during operation are described in the following sections. As shown in Table 6.24, (indicated by green), the proposed stormwater upgrades would reduce the volume of overland flows in most catchments for a range of storm events up to the 100 year ARI. And therefore reducing the potential for localised flooding.

The downstream stormwater infrastructure has sufficient capacity to cater for the increase in runoff as a result of additional impervious surfaces (about 8750 square metres) and drainage improvements.

Catchment 1

Peak flows discharging from the road corridor to the existing 600 millimetre diameter pipe opposite Pennant Street would not increase for storms with ARIs of up to 100 years.

Catchment 2A

Whilst peak flows discharging to the north would increase as a result of the proposal, the proposed improvements in the hydraulic capacity mean that more flow would be conveyed to the existing 750 millimetre diameter pipe compared to the existing conditions. As a result, there would be an overall reduction in the peak flow discharging to the north of the depression in the road corridor as overland flow.

The shallow depths of the two 132 kV feeder lines which run along the northern side of Showground Road (to the west of Cheriton Avenue) make it impractical to install a sufficient cross drainage to prevent surcharge of the depression in Showground Road for events larger than about 5 year ARI. In order to drain the depression on the southern side of Showground Road, the stormwater drainage system would be routed further west, where it could cross under the 132 kV feeder lines.

The widths of flow along the westbound kerbline also exceed the 1 in 10 year ARI event for the case where a new SA3 stormwater pit is provided in line with the north-south boundaries of each of the adjacent private properties (that is, provision of one kerb inlet pit per property). Whilst the provision of additional pits along the kerb would assist in reducing widths of gutter flow, the final spacing of the inlet pits would depend on the set out of driveways and pedestrian crossings.

Catchment 2B

As the hydrologic standard of the existing 900 millimetre diameter pipe is only about the 5 year ARI, it is not possible to prevent ponding across the upgraded section of the road at the location of the depression during more intense storm events.


Widths of flow along the westbound kerbline are greater than the 1 in 10 year ARI event, especially where gutter flows approach the depression in the road. The provision of additional pits in this area would not necessarily assist in reducing the widths of flow, given that the hydrologic standard of the longitudinal drainage system is less than 10 year ARI.

The installation of a 600 millimetre diameter pipe beneath the western kerbline of Rowallan Avenue, extending from Showground Road to Castle Street, would reduce the rate at which flow discharges overland through existing residential development located to the north of the road corridor at the location of the depression.

Catchment 2C

Peak flows discharging from the road corridor would be subject to minor increases over the full range of design storm events. This would occur as a result of the small increase in impervious area within the upgraded road corridor. However, the existing 900 millimetre diameter pipe that runs north from the road corridor at this location through No. 106 Showground Road has sufficient capacity to convey the increased rate of flow for storms with ARIs up to 100 years.

Catchment 2D

The hydrologic modelling (Appendix E) shows a minor increase in peak flows discharging overland to residential development north of the road corridor, for events larger than about the 10 year ARI.

Water quality

Stormwater run-off from impervious road surfaces can impact the water quality of receiving watercourses as a result of the transport of pollutants, including:

Sediment from paved surfaces.

Heavy metals attached to particles washed off paved surfaces.

Oil, grease and other hydrocarbon products.

Litter.

Nutrients such as nitrogen and phosphorus from atmospheric deposition of particles.

The proposal would result in a small increase in the impervious road surface (about 8750 square metres). This would contribute to a minor increase in pollutants in the context of the receiving water volume.


Table 6.24 Peak stormwater flows before and after the proposal

Catchment Location Identifier3

Pre-upgrade conditions Post-upgrade conditions Difference 2

Piped Overland Piped Overland Piped Overland

10 year ARI

100 year ARI

10 year ARI

100 year ARI

10 year ARI

100 year ARI

10 year ARI

100 year ARI

10 year ARI

100 year ARI

10 year ARI

100 year ARI

1 F1 0.52 0.72 0 0 0.52 0.68 0 0 0 -0.04 0 0

2A

F2 - - 0.06 0.09 - - 0 0 - - -0.06 -0.09

F3 0.78 0.84 0.61 1.43 1.37 1.54 0.03 0.96 0.59 0.70 -0.58 -0.47

F4 0.88 0.95 0.50 1.32 1.37 1.55 0 0.87 0.49 0.60 -0.50 -0.45

F5a 4.24 4.30 7.42 13.2 5.95 6.22 6.04 11.5 1.71 1.92 -1.38 -1.7

F2b 12.0 18.1 - - 12.8 19.1 - - 0.8 1.0 - -

2B

F6a - - 0.04 0.06 - - 0 0 - - -0.04 -0.06

F6b - - 0 0 0.54 0.81 0 0 - - 0 0

F7 1.37 1.42 1.08 2.65 1.85 2.08 0 1.19 0.48 0.66 -1.08 -1.46

2C F8 2.06 2.09 0.57 2.42 2.32 2.43 0.09 1.20 0.26 0.34 -0.48 -1.22

2D F9 0.42 0.52 0 0 0.43 0.62 0 0 0.01 0.10 0 0

F10 0.56 0.61 0.72 1.41 0.52 0.55 0.72 1.45 -0.04 -0.06 0 0.04

Notes: 1. Peak flows have been quoted to more than one decimal place for comparative purposes only. 2. A positive value represents an increase in peak flows when compared to present conditions. Orange shading (bold font) indicates an increase in peak flow as a result of the

proposal, whilst green shading indicates a reduction (or no change) in peak flow. 3. Refer to Figures 5.1 and 5.2 in Appendiix E for location identifiers.



Mitigation measures provided in Table 6.25 would be implemented to minimise potential impacts on hydrology, water quality and drainage.

Table 6.25 Summary of potential impacts and environmental safeguards – hydrology, water quality and drainage


Detailed design

Drainage design Consultation with the Hills Shire Council would be undertaken during detailed design to ensure appropriate integration with council’s stormwater network.

Roads and Maritime

Detailed design

The potential for an overland increase in peak flows in Catchment 2D would be considered during detail design.

Roads and Maritime

Detailed design

Pre-construction

Sedimentation and contamination of surface water

Erosion, sedimentation and contamination measures identified in Table 6.23 would be implemented.

Roads and Maritime and construction contractor


Construction

Contamination of surface water

All fuels, chemicals, and liquids would be stored at least 50 metres away from any waterway or drainage line and would be stored in an impervious bunded area within the compound site.


Construction

The refuelling of plant and maintenance of machinery would be undertaken in impervious bunded areas in the designated compound area.


Construction

Vehicle wash downs and/or concrete truck washouts would be undertaken within a designated bunded area of an impervious surface or undertaken off-site.


Construction

Dewatering Low lying areas of construction formations and excavations that collect stormwater would be dewatered in accordance with the Roads and Maritime Services’ Technical Guideline for Dewatering.


Construction

6.6 Biodiversity

This section summarises the results of the biodiversity assessment undertaken by GHD as an input to the REF. The full report is provided in Appendix E.

The biodiversity assessment involved:

A desktop review of relevant database records for the study area.

A field survey conducted on 11 September 2013 in accordance with Threatened Species Survey Guidelines for Developments and Activities 2004 (DEC, 2004). The field survey included a terrestrial flora survey and a terrestrial fauna survey.

Impact assessment and reporting.


A detailed description of the methodology is provided in Appendix F.


Flora

Flora within and adjoining the proposal site includes the nature strip, front gardens of residential properties, and scattered stands of trees (mainly planted street trees), over a mown lawn understorey with some herbaceous exotic annual groundcover species.

The planted street trees are mostly non-native or are not endemic to the area, and include Jacaranda (Jacaranda mimosifolia), Western Australia Red Gum hybrid (Eucalyptus sp.) and Murray (Murray paniculata).There are also planted native species present that may be endemic to the area, such as Spotted Gum (Corymbia 120aculate). There are also numerous cultivar and horticultural species such as Bottlebrush (Callistemon sp.) and Grevillea (Grevillea sp.).

Typical views of trees within the road verge are shown in Photograph 6.1. Existing vegetation within the proposal site is shown in Figure 6.15.

Photograph 6.1 Typical views of trees within the road reserve

Some of the trees are large and mature, and appear to be remnant rather than planted. These include six Blue Gums (Eucalyptus saligna); four Blackbutts (Eucalyptus pilularis); and seven Turpentine (Syncarpia glomulifera) trees, two of which are within the road verge, and five of which are in an adjoining garden. Two of the Blue Gums within the proposal site are shown in Photograph 6.2. These trees are characteristic canopy species of the native vegetation communities that would once have naturally occurred within the study area.

Gardens within the study area are highly modified and generally comprise mown lawns, with small shrubs and occasional canopy trees.

In total, 63 flora species from 31 families were recorded in the study area, comprising 27 native and 36 exotic species. A full list of the flora species recorded is presented in Appendix E.

Threatened flora species

The desktop review identified that 17 threatened flora species (listed under the TSC Act, and/or EPBC Act) and one endangered population (Pomaderris prunifolia) have been previously recorded in the study area. These species are unlikely to occur in the study area given the highly modified nature of the proposal site and the lack of intact native vegetation in the immediate surrounds. The full results of the database searches, and the likelihood of occurrence assessment is provided in Appendix E.


One threatened flora species, Wallangarra White Gum (Eucalyptus scoparia) was recorded during the field survey. This species is listed as an endangered species under the TSC Act and a vulnerable species under the EPBC Act. Wallangarra White Gum is a commonly planted street tree, often selected for its attractive foliage and relatively small size. The specimens in the study area are planted within the road verge, are of unknown provenance and are located well outside of the species’ natural distribution in northern NSW (near Tenterfield) and Queensland. These trees are therefore not considered of conservation significance for the purpose of this assessment.

Photograph 6.2 Blue Gum trees within the proposal site

Threatened ecological communities

The study area is devoid of intact native vegetation cover consistent with any naturally occurring vegetation communities, including the threatened ecological communities known to occur within the wider locality.

As noted above, a small number of remnant native canopy trees were identified within the road verge. These trees are characteristic of the native vegetation communities that would once have naturally occurred within the study area:

Blue Gum and Blackbutt are canopy species characteristic of Sydney Blue Gum High Forest, which is listed as a critically endangered ecological community under the TSC and EPBC Acts.

Turpentine is a characteristic canopy species of Sydney Turpentine Ironbark Forest, which is listed as an endangered ecological community under the TSC Act, and a critically endangered ecological community under the EPBC Act.

The Blue Gums and Blackbutts occur as isolated individuals amongst planted street trees at scattered locations within the road verge. Turpentines are located in a small stand within the road verge and an adjoining garden to the west of Cecil Avenue. The street trees are not close to any


stands of Sydney Blue Gum High Forest or Sydney Turpentine Ironbark Forest, and there is no opportunity for species recruitment or the natural re-establishment of either community within the road verge.

An assessment against the NSW Scientific Committee and EPBC Act Threatened Species Scientific Committee final determination criteria for Blue Gum High Forest and Sydney Turpentine Ironbark Forest is provided in Appendix E. The trees do not meet the condition criteria listed in the final determinations, and therefore do not constitute threatened ecological communities.

Groundwater dependant ecosystems

There are no intact stands of native vegetation or any wetland areas or springs located within the study area that constitute groundwater dependent ecosystems.

Noxious weeds

The following species declared as noxious weeds in the Hawkesbury County Council control area, which includes The Hills Shire local government area were identified within the study area:

Large-leaved Privet (Ligustrum lucidum).

Small-leaved Privet (Ligustrum sinense).

Lantana (Lantana camara).

African Olive (Olea europaea subsp. Cuspidate).

Bridal Creeper (Asparagus asparagoides).

These species typically occur within overgrown gardens and as garden escapees or scattered small trees or shrubs within the road verge.

Fauna

The study area comprises a highly modified, urban environment with limited fauna habitat values. The habitat value of the study area is further reduced by ongoing disturbance as a result of:

Light and noise pollution generated by surrounding residential and urban areas.

Proximity to the existing road.

Nearby construction activities.

Introduced predators (such as domestic dogs and cats).

Generalist, aggressive native fauna species such as Noisy Miners.

The recorded native fauna and those that would be expected to occur in the study area are highly mobile, disturbance-tolerant species typical of urban parks and gardens. There are no water bodies or drainage lines to provide aquatic habitat for frogs or other wetland species. The street trees and lawns provide some limited foraging habitat for common bird species.

The Grey-headed Flying-fox (Pteropus poliocephalus) may forage in flowering eucalypt and melaleuca trees, although there is limited foraging habitat within the study area. Insectivorous microchiropteran bats (microbats) capable of foraging in more open, urban environments may potentially occur in the study area on occasion.

Twelve hollow-bearing trees with small hollows were recorded at scattered locations in the study area (see Appendix E). Hollows were about five centimetres or less in diameter and would be too small for use by larger native fauna species such as parrots, cockatoos or forest owls. However, they could provide temporary roost sites for tree-dwelling microbats. The hollow-bearing trees are


immediately adjacent to Showground Road and noise and light disturbance is likely to reduce the habitat quality and suitability of these trees for fauna occupation. The presence of aggressive hollow-using Noisy Miners (Manorina melanocephala) is also likely to limit the suitability of these hollow-bearing trees for use by other native fauna species. The trees are unlikely to support local populations or meet the preferred habitat requirements of the various threatened hollow-dependant fauna predicted or previously recorded within the locality (see Appendix E).

There is no continuous vegetated link through the proposal site or links to any stands of native vegetation within reserves in the study area.

Threatened fauna species

The desktop review identified 37 threatened fauna species listed under the TSC Act, and 43 threatened fauna species listed under the EPBC Act, previously recorded in the study area.

No threatened fauna species were detected during the field survey. The majority of the threatened fauna species that were previously recorded are expected to occur within parks and reserves. An assessment of the likelihood of occurrence of these species in the proposal site is provided in Appendix E.

The vegetation present may provide low condition foraging habitat for more mobile threatened fauna species typical of urban and highly modified environments that may forage in the study area on occasion including:

Grey-headed Flying-fox (Pteropus poliocephalus) which is listed as vulnerable under the TSC Act and the EPBC Act.

Eastern Bentwing-bat (Miniopterus schreibersii oceanensis) which is listed as vulnerable under the TSC Act.

Eastern False Pipistrelle (Falsistrellus tasmaniensis) which is listed as vulnerable under the TSC Act.

Eastern Freetail-bat (Mormopterus norfolkensis) which is listed as vulnerable under the TSC Act.

Greater Broad-nosed Bat (Scoteanax rueppellii) which is listed as vulnerable under the TSC Act.

Large-eared Pied Bat (Chalinolobus dwyeri) which is listed as vulnerable under the TSC Act and the EPBC Act.

Little Bentwing-bat (Miniopterus australis) which is listed as vulnerable under the TSC Act.

Yellow-bellied Sheathtail-bat (Saccolaimus flaviventris) which is listed as vulnerable under the TSC Act.

Assessments of significance under Section 5A of the EP&A Act (a ‘seven part test’) for these species have been prepared and are provided in Appendix E.

An assessment of significance under the EPBC Act was also prepared for the Grey-headed Flying-fox and the Large-eared Pied Bat (refer Appendix E).

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Legend

The proposal site (areawithin which vegetationmay be impacted)

EImpacted by theproposal

Vegetation

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Noxious weedskj African Olive

kj Bridal Creeper

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Migratory species

The desktop review identified 33 migratory species listed under the EPBC Act as potentially occurring in the study area. This included 16 marine bird species, five marine reptile species, eight migratory terrestrial species and four migratory wetland birds.

No migratory species listed under the EPBC Act were observed during field surveys. The proposal site’s highly modified urban environment does not contain any habitat of relevance for any migratory species.


Construction

The proposal would be undertaken on land which has been modified as a result of existing development. It contains very little native vegetation; minimal habitat resources for native fauna; and has negligible value as a movement corridor.

Vegetation clearing

Construction of the proposal would not remove any stands of intact native vegetation. The proposal would involve the disturbance and/or removal of about 2.68 hectares of predominantly planted/exotic vegetation, comprising lawn and planted street trees and shrubs within the proposal site.

The proposal would result in the removal of up to three mature Blue Gums, three sub-mature planted eucalypts tentatively identified as Blue Gum, and one planted sub-mature Turpentine. As these trees do not constitute an endangered ecological community, no assessments of significance (seven part tests) for these communities are required. The Blackbutt and Turpentine trees along Showground Road would be avoided.

There is the potential for construction to adversely impact remnant native trees or planted trees retained close to the boundaries of the site through damage to tree roots and soil compaction. Mitigation measures have been provided to minimise the risk of potential impacts to remnant native trees outside of the proposal site, including accidental damage to vegetation from large construction plant (refer section 6.6.3).

Habitat removal and fragmentation

One hollow-bearing tree would be removed. In addition, three potential habitat trees (with peeling bark or deep fissures) would be removed. Two trees containing possum dreys would also require removal.

The majority of hollows identified within the study area were occupied by the aggressive Noisy Miner, which is likely to discourage use by other less aggressive threatened species. The study area does not support sufficient habitat for the majority of native fauna species, and any impacts resulting from the proposal are unlikely to influence the degree of fragmentation or habitat loss within the locality.

The assessments of significance prepared for the Grey-headed Flying-fox and threatened microbats concluded that the proposal is not likely to have a significant impact on these species (refer Appendix E).


Fauna mortality

Construction may result in injury to small opportunistic fauna which may seek shelter in vegetation within the proposal site. Mitigation measures to minimise disturbance to roosting individuals are provided in section 6.6.3.

Introduction/spread of weeds

The proposal is highly unlikely to result in increased weed invasion as there are no significant infestations of noxious or environmental weeds within the study area. The potential for weed prologues to be transported to and from the proposal site during construction would be managed by implementing a weed management plan, as outlined in section 6.6.3. Similarly, the potential for introduction of new exotic species is low, as following construction works, the same or similar maintenance regimes would continue with grassy areas regularly mowed/slashed, and private gardens maintained by occupants.

Introduction of pests and pathogens

The potential for impacts associated with introducing or spreading pathogens such as Phytophthora (Phytophthora cinnamomi) and Myrtle Rust (Uredo rangelii) is very low, given the disturbed nature of, and high visitation rates to the proposal site, and the lack of intact native vegetation. These pathogens were not observed during the field survey.

Impacts on migratory species

No listed migratory species were recorded within the study area. The study area would not represent an area of important habitat for any migratory species. The proposal would not result in a significant impact on any migratory species listed under the EPBC Act.

Operation

The study area is already of limited habitat value for most native species and no additional adverse impacts on native species are anticipated as a result of the operation of the proposal.

Key threatening processes

Key threatening processes potentially relevant to the proposal are considered in Table 6.26.

Table 6.26 Key threatening processes

Key threatening process Status Comment

Infection of native plants by Phytophthora cinnamomi

TSC Act; EPBC Act

Construction activities have a low potential to introduce the root-rot fungus Phytophthora cinnamomi to the study area, which could lead to dieback of vegetation. Mitigation measures in section 6.6.3 would be implemented to limit the potential for introduction of pathogens during construction of the proposal.

Introduction and establishment of Exotic Rust Fungi of the order Pucciniales pathogenic on plants of the family Myrtaceae

TSC Act Construction activities have a low potential to introduce Myrtle Rust to the study area. The fungus infects leaves of susceptible plants producing spore-filled lesions on young actively growing leaves, shoots, flower buds and fruits. Leaves may become buckled or twisted and may die as a result of infection. Infection on highly susceptible plants may result in plant death (DPI, 2011). Mitigation measures in section 6.6.3 would be implemented to limit the potential to introduce Myrtle Rust to the study area.


Key threatening process Status Comment

Clearing of hollow-bearing trees

TSC Act One hollow-bearing tree, with small hollows will be removed from the proposal site.

Mitigation measures in section 6.6.3 would be implemented to minimise impacts to native flora and fauna within the proposal site.


Mitigation measures provided in Table 6.27 would be implemented to minimise potential impacts on flora and fauna.

Table 6.27 Summary of potential impacts and environmental safeguards – biodiversity


Detailed design

Direct impacts to native vegetation

Where possible, minimise the clearing of mature street trees, in particular remnant and regenerating Blue Gum trees, hollow-bearing and habitat trees shown on Figure 6.14 during the design of the pathways and stormwater pipes.

Roads and Maritime

Detailed design

Pre-construction

Potential for impact to native fauna that may occur within the proposal site and habitat features to be retained

A biodiversity management plan would be prepared as part of the construction environmental management plan. The biodiversity management plan would include (but not be limited to) the following:

• A site walk with qualified site personnel including Roads and Maritime representatives to confirm clearing boundaries and sensitive location (ie prior to commencement of works.

• Identification (marking) of the clearing boundary and identification (marking) of habitat features to be protected. Eg use of flagging tape.

• A map which clearly shows vegetation clearing boundaries and sensitive areas/no go zones.

• Incorporation of management measures identified as a result of the pre-clearing survey report (G40, section 2.4) and nomination of actions to respond to the recommendations made. This would include details of measures to be implemented to protect clearing limits and no go areas.

• A detailed clearing process in accordance with Roads and Maritime Services’ Biodiversity Guidelines 2011 including requirements of Guide 1,2, 4 & 9.

• Identify in toolbox talks where biodiversity would be included such as vegetation clearing or works in or adjacent to sensitive locations.

• Identify control/mitigations measures to prevent impacts on sensitive locations or no go zones.

• A stop works procedure in the event of identification of unidentified species, habitats or


Pre-construction


Impact Environmental safeguards Responsibility Timing populations.

Potential for spread of exotic or invasive species, or spread of pathogens that may be harmful to native biota.

A weed management plan would be prepared in accordance with Roads and Maritime Services’ Biodiversity Guidelines 2011 and incorporated into the biodiversity management plan and would address:

• Identification of the weeds on-site (confirm during ecologist pre-clearing inspection).

• Weed management priorities and objectives.

• Sensitive environmental areas within or adjacent to the site.

• Location of weed infested areas.

• Weed control methods.

• Measures to prevent the spread of weeds, including machinery hygiene procedures and disposal requirements.

• A monitoring program to measure the success of weed management.

• Communication with the local council’s noxious weed representative.


Pre-construction

Construction

Potential for direct impacts on native fauna species

Immediately prior to the commencement of clearing each day, a suitably qualified ecologist would check the area that would be cleared that day for any resident fauna, and if any is found, a suitably qualified wildlife handler or ecologist would relocate that fauna into suitable habitat nearby. If no habitat is present or there is concern over impacts of a day-time release of a nocturnal species, the animal would be released into the care of WIRES.

Any unexpected threatened species finds would be dealt with in accordance with the Biodiversity Guidelines 2011 (RTA, 2011).


Construction

Direct impacts to native vegetation

Any ripe seed would be collected from mature Blue Gums (Eucalyptus saligna) and Turpentine (Syncarpia glomulifera) during pre-clearing and provided to a local council nursery or similar for propagation and use in local rehabilitation areas. Following completion of construction, impacted areas would be re-vegetated, where practicable, with local endemic species, representative of adjoining native vegetation and appropriate to the final landform of the site.


Construction

6.7 Aboriginal cultural heritage

A preliminary Aboriginal cultural heritage assessment was undertaken by Roads and Maritime in October 2013 as an input to the REF. The full report is provided in Appendix G.

The preliminary assessment was based on Stage 1 of the Roads and Maritime Services’ Procedure for Aboriginal Cultural Heritage Consultation and Investigation and included a desktop search for known objects in the study area, followed by a site inspection by the Roads and Maritime


Aboriginal Cultural Heritage Advisor on 14 October 2013. The results of this assessment are summarised in the following sections.


A search of the Office of Environment and Heritage Aboriginal Heritage Information Management System was undertaken. The search results indicated that no known Aboriginal objects or places are located in the search area, which included the proposal site. The preliminary assessment concluded that the Aboriginal cultural heritage potential of the study area is severely reduced due to past disturbance.


The natural landscape of the proposal site has been substantially modified as a result of cutting, levelling and filling for the construction of Showground Road and surrounding development. As such, the proposal would impact on an area which has previously been highly disturbed and exhibits low archaeological potential. No listed or registered Aboriginal sites are located within the proposal site and none were observed during field surveys for the proposal. Furthermore, due to the highly disturbed nature of the proposal site, it is unlikely that previously unrecorded Aboriginal objects or sites would be uncovered during construction. The proposal is not anticipated to have any impact on Aboriginal cultural heritage.


Mitigation measures have been provided in Table 6.28 in the unlikely event that items of potential Aboriginal significance are uncovered during construction of the proposal.

Table 6.28 Summary of potential impacts and environmental safeguards – Aboriginal cultural heritage

Impact Environmental safeguard Responsibility Timing

Aboriginal heritage item encountered during work

In the event of an unexpected find of an Aboriginal heritage item (or suspected item), work would cease in the affected area and Roads and Maritime’s Environment Officer, Sydney Region and the Roads and Maritime Aboriginal Cultural Heritage Officer, would be contacted for advice on how to proceed. The Roads and Maritime Services’ Unexpected Archaeological Finds Procedure 2012 would be followed in the event a potential artefact is uncovered.


Construction

6.8 Non-Aboriginal heritage

This section summarises the results of the non-Aboriginal heritage assessment and statement of heritage impacts prepared by Artefact Heritage as an input to the REF. The full report is provided in Appendix H.

The heritage assessment included:

A desktop search of relevant statutory and non-statutory registers and schedules on 5 September 2013 to identify any items of non-Aboriginal heritage significance in the proposal site.

An inspection of the proposal site on 6 September 2013 to verify identified heritage items and any other potential items located within 20 metres of the road reserve. The survey involved physical inspections of the carriageway, footpaths, grassed verges and all heritage


listed items located within the study area. A photographic record was kept, with photographs taken of all heritage items (refer Appendix H).


Historical context

The area now known as Castle Hill was originally home to the Bidjigal people, a clan of the Dharug Aboriginal group, who occupied all the land to the north-west of Sydney. Aboriginal people had inhabited the Hills region for thousands of years before the arrival of the first European settlers. Within three years of European settlement, small settlements of farmers were located around the Hawkesbury, Windsor, Rouse Hill and Castle Hill areas.

Castle Hill is located between two of the earliest roads that were constructed after European settlement. Windsor Road was constructed as an extension of the Sydney Road from Parramatta to Windsor, to serve the agricultural community in the Hawkesbury area. The Old Northern Road is a section of the Great North Road between Dural and Wiseman’s Ferry. The Great North Road traverses over 260 kilometres and was built to link Sydney with the Hunter Valley and the penal settlement of Port Macquarie to the north.

Showground Road, which links Windsor Road and the Old Northern Road through Castle Hill, was first constructed in 1891 to provide access to the Castle Hill Showgrounds.

Database and survey results

Four locally listed heritage items are located in the study area. These are listed in Table 6.29 and are shown on Figure 6.15.

Table 6.29 Heritage items

Item Name Description Heritage listings

Heritage significance

1 House 30-34 Showground Road

The building is a federation weatherboard with a hipped iron roof. An asphalt driveway and parking are located on the western side of the building. A low timber and wire fence marks the property boundary at the front about 3.5 metres from the road. The buildings are currently used as a church and administration buildings.

The Hills Local Environmental Plan 2012 Built item # 166

Local

2 Dogwoods House 74 Showground Road

The building is a federation double fronted brick structure with a complex gable tiled roof and bay windows at the front. The house is set about 13 metres from the road, hedges and plantings highlight the entrance and a bitumen driveway and parking are present on the eastern side of the property. The building is currently used as a solicitor’s office.


Local


Item Name Description Heritage listings

Heritage significance

3 House 107 Showground Road

This item is a federation weatherboard with a hipped roof and a protruding gable at the front and a skillion addition to the rear. The house has a bull-nose veranda to two aspects, timber railings and double hung windows. The house is set back and elevated from the street about 20 metres with mature eucalypts at the front and screened by a hedge. The building is currently used as a commercial property.


Local

4 Former Police Station

The building is situated within two metres of the footpath of Showground Road. Plantings and a high security fence separate the building from Old Northern Road and Showground Road. The building is within land owned by QIC and is currently not in use.


Local



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Heritage Items1, 30-34 ShowgroundRoad

2, Dogwoods House 74Showground Road

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A summary of the potential impacts of the construction of the proposal on listed heritage items is provided in Table 6.30.

Table 6.30 Potential impacts on non-Aboriginal heritage items

Item Name Potential impact Assessment

1 House 30-34 Showground Road

Direct physical impacts to small sections of the item including removal of existing front fences, installation of a retaining wall and garden bed, driveway, parking area and reconstruction of an existing path. Potential vibration impacts. Possible minor impacts on views and setting as a result of the proposed retaining wall.

The proposal would impact around four to five metres of the grassed verge, and would encroach slightly on the historic curtilage of the property at the south-eastern end. This end is marked by a low timber and wire fence, which would be removed, and the letterbox aligned with the fence would be relocated to the property boundary line. The shared footpath and cycleway would be within the grassed verge. The road would be about four to five metres closer to the house. The existing post and chain fence along the property boundary fronting Showground Road would be removed and replaced with a one metre high retaining wall. The retaining wall would be located below the level of the road and generally would not be visible from street level. It would therefore have only minor impacts on the views and setting of the heritage item. The proposal includes a one metre wide garden bed along the northern edge of the retaining wall in front of the house. This would improve the view to the retaining wall from the house. Removing the existing fences would enhance the views and setting of the heritage item. Work within the curtilage of the item would also include installing a new concrete driveway and asphalt parking area, and reconstructing the existing path. The new structures would be aligned with the existing structures, and would have no negative impact on the views and setting of the heritage item. The proposal would have a relatively minor impact on the overall heritage significance of this item and minor impacts on its views and setting. Potential vibration impacts (as described in section 6.3) would be managed with the implementation of measures provided in section 6.3.4.

2 Dogwoods House 74 Showground Road

Potential vibration impact

The proposal is unlikely to directly impact this item. Potential vibration impacts (as described in section 6.3) would be managed with the implementation of measures provided in section 6.3.4.

3 House 107 Showground Road

Potential vibration impact

The proposal is unlikely to directly impact this item. Potential vibration impacts (as described in section 6.3) would be managed with the implementation of measures provided in section 6.3.4.

4 Former Police Station

None The proposed work at the Pennant Street and Showground Road intersection are more than 100 metres to the north-west of the building, and would not impact on the heritage significance of this item.

In summary, the proposal would not result in any significant impacts on heritage listed items within the study area and would not affect the heritage significance of any listed heritage items. Indirect impacts to heritage items may occur due to the proximity of construction to the listed items.


Implementation of the mitigation measures in section 6.8.3 would ensure that there would be minimal potential for indirect impacts and inadvertent impacts on non-Aboriginal heritage.


Mitigation measures provided in Table 6.31 would be implemented to minimise potential impacts on non-Aboriginal heritage.

Table 6.31 Summary of potential impacts and environmental safeguards – non-Aboriginal heritage


Detailed design

House


The proposed retaining wall along the property boundary would be as unobtrusive as possible. The design, colour and construction of the wall would aim to minimise impacts on the views and setting of the heritage item.

Roads and Maritime

Detailed design

Direct impacts on heritage items

If the final design of the proposal changes considerably from that currently proposed, additional assessment may be required.

Roads and Maritime

Detailed design

Pre-construction

House


Photographic archival recording would be undertaken to document the timber and wire fence and its relationship to the house. The fence would be surveyed to that the position and layout are recorded.

Roads and Maritime

Pre-construction

Vibration impacts on heritage items

A construction noise and vibration management plan would be prepared as part of the construction environmental management plan to determine what construction methods would be used in the vicinity of heritage listed items. This would include measures to minimise the likelihood of vibration impacts.

Construction Contractor

Pre-construction

Vibration management measures provided in section 6.3.4 would be implemented to minimise structural vibration impacts to heritage items.


Pre-construction

Construction

Inadvertent impacts on heritage items

A heritage induction would be provided to all workers before construction begins informing them of the location of heritage items within the study area, and guidelines to follow if unanticipated heritage items or deposits are located during construction.


Construction

Unanticipated archaeological finds

If any unanticipated archaeological deposits are identified within the study area during construction the Roads and Maritime Services’ Unexpected Archaeological Finds Procedure 2012 would be followed.


Construction


6.9 Landscape character and visual impacts

An urban design report and landscape character and visual impact assessment was prepared by GHD in February 2014. The results of the report are summarised in the following sections. A full copy of the report is provided in Appendix I.

The assessment was prepared in accordance with the Environmental Impact Assessment Practice Note: Guideline for Landscape Character and Visual Impact Assessment (Roads and Maritime, 2013). The report defines several landscape character zones and assesses the potential landscape character and visual impacts of the proposal. The assessment is based on the sensitivity of a view and the magnitude of the proposal in that view. Sensitivity and magnitude are combined to give a visual impact rating of high, moderate, low or negligible.


The landscape and visual environment of the proposal site is characterised by the existing road, and detached residential dwellings, residential apartment blocks, and scattered commercial premises which front Showground Road. Some vegetation screening is provided along the road corridor providing buffered views of the roadway. The vegetation is highly fragmented and consists mainly of sparse mature trees and exotic vegetation (refer section 6.6).

Landscape character zones

The proposal site transitions through a number of character zones. These are described in Table 6.29 and shown in Figure 6.17.

Table 6.32 Landscape character zones

Character zone

Description Sensitivity

A Predominantly low density detached residential development with commercial and residential buildings. The road alignment is essentially straight with residences set back from the carriageway, with direct access. The substantial road shoulders contribute to the sense of spaciousness. The road follows the gentle undulations of the landform with each ridgeline defining a viewshed of up to 200 metres.

Vegetation within private properties screens views of the road and reinforces the transition in landscape character from commercial centre to low density residential, and beyond to open space.

Two heritage listed buildings, set in formal gardens, make a positive contribution to the landscape character and the visual amenity of road users.

Moderate

B Predominantly medium density residential development characterised by relatively new multi-unit developments. The scale of development is consistent with the commercial centre around Old Northern Road.

Setbacks are minimal with limited vegetation within adjacent properties or the road reserve. Vegetation is limited to a few large trees along the footpath and is less prominent than landscape character zone A.

Low

C Incorporates the commercial centre at the eastern end of the zone, and is defined by a mix of commercial development. Commercial signage, especially the McDonalds sign, add to the visual elements in this landscape character zone. Vegetation is almost completely absent.

Low


Character zone

Description Sensitivity

D Includes an area of car parking and vacant land that will be developed as car parking associated with the Castle Towers Expansion project. In the near future, the area is likely to change to more commercial use.

Vegetation includes large trees along the road and within adjoining properties. It is likely that roadside vegetation will be reduced with future development.

Low

E Includes a mix of low and medium density development. The Wesley Church is prominent within this character zone and is an important landmark along the route. It is also a heritage listed building.

The extent of vegetation and its contribution to the character and amenity of the route varies through this zone, with a definite increase in visually important vegetation near the boundary of landscape character zone A.

Moderate – high

Viewpoints

The visual catchment or visual envelope of the proposal site is generally limited to adjoining land, and the western end of Showground Road. Although there may be some views towards the proposal site may be from further afield, such views would be unlikely to be significantly impacted by the proposal.

Although there are not considered to be any regionally significant views towards or along the proposal site, the following local views form part of the visual amenity of the proposal site.

Views toward the Wesley Church for traffic in both directions, between Kentwell Avenue and approximately 100 metres west of the Church (refer Photograph 6.3).

Views toward the commercial centre at the intersection of Showground Road and Old Northern Road (refer Photograph 6.4).

Where they exist, views towards the road from properties adjoining the road (refer Photograph 6.5).

Photograph 6.3 Views of Wesley Church


Photograph 6.4 View towards the commercial centre of Showground Road

Photograph 6.5 Typical view of Showground Road

Visual receptors

Visual receptors are individuals and/or groups of people whose views may be affected by the proposal. The most sensitive visual receptors are identified in Figure 6.19 and include:

VR01 – Adjoining residents with a low to moderate sensitivity rating.

VR02 – Wesley church attendees with a moderate sensitivity rating.

VR03 – Road users with a moderate sensitivity rating.


Figure 6.17 Landscape character zones


Figure 6.18 Key views towards and from proposal site


Figure 6.19 Sensitive visual receptors where existing screening is likely to be removed



Construction

During construction, positioning of plant and equipment within the view of neighbouring properties and existing road users would result in minor, temporary visual impacts. Earthworks would also expose subsoil. The use of lighting towers during any night work may result in light spill impacting adjoining properties and residents.

The proposal would require removal of some vegetation within the boundaries of the proposal site. This would include trimming and/or clearing of some street trees (as described in section 6.6.2) and landscaping within the road corridor and private property. Some of this vegetation contributes to the amenity and character of the local area, and/or screens views from properties adjoining the road. The removal of this vegetation would have the potential to reduce some screening between residential dwellings and the road. This would lead to temporary visual impacts during construction until the works are complete and disturbed areas rehabilitated.

Potential visual impacts during construction would be minimised through implementation of the safeguards and management measures outlined in section 6.9.3.

Operation

In general, the impact of the proposal on the landscape and visual environment is expected to be relatively limited as the proposal includes a lateral extension of an existing road, and the extent of new road would be located within the existing road easement.

Change resulting from the proposal would mainly affect owners, residents, and tenants of properties adjoining the proposal site, and future road users.

Landscape character impact

A summary of the landscape character impact is provided in Table 6.33. The impacts on landscape character zones B, C, and D are expected to be of low significance, largely because the landscape character zones are not particularly sensitive to change and the magnitude of change is expected to be low.

Impacts on landscape character zones A and E are expected to be of moderate significance. The sensitivity of each landscape character zone is higher as a result of the importance of key landscape features (visually important trees and heritage buildings within landscape character zone A, and Wesley Church within landscape character zones E).

Table 6.33 Summary of landscape character impact ratings

Landscape character zone

Sensitivity Magnitude Significance of impact rating

A Moderate Moderate Moderate

B Low Low Low

C Low Low Low

D Low Low Low

E Moderate – High Low Moderate


Landscape character zone A

The character of zone A is reasonably consistent and is predominantly residential. It includes some attractive features, particularly the roadside vegetation which makes an important contribution to the character and amenity of the area and is reasonably vulnerable to change. Considering the contributions they make to the landscape and visual environment, combined with the fact that there is little screening at the front of both properties, the sensitivity of each heritage property is considered to be moderate.

The magnitude of impact on the vegetation would vary from low – where vegetation is affected but the change has little impact on the landscape and visual environment to moderate/high – where visually important vegetation is removed and there is a noticeable impact on the landscape and visual environment. The magnitude of impact on other landscape features and the character as a whole would be low. Overall, the magnitude of impact on this landscape character is considered to be moderate.

The combination of the above sensitivity and the magnitude results in a moderate landscape character impact.

Landscape character zone B

The landscape character in zone B incorporates less distinctive landscape features. The church has a limited exposure to the road corridor and as such is not particularly sensitive to change.

The proposal would result in a minor impact on vegetation or other landscape features within this landscape zone owing largely to the fact that the proposal is an extension of an existing road within the road reserve. Some trees would be removed but the loss would not be significant in terms of overall character. The magnitude of impact on this landscape character is considered to be low.

The combination of the above sensitivity and the magnitude results in a low landscape character impact.

Landscape character zone C

The landscape character is zone C does not have a unique or memorable character and, given its urban nature and the potential for other developments in the vicinity, it has a low vulnerability to change.

The proposal would result in a minor impact on vegetation or other landscape features within this zone and is therefore, the magnitude of impact on this landscape character is considered to be low.


Landscape character zone D

The landscape character is zone D does not have a unique or memorable character and, given the likely redevelopment of the area, it has a low vulnerability to change of the type expected from the proposal.

The proposal would result in a minor impact on vegetation or other landscape features within this zone and is therefore, the magnitude of impact on this landscape character is considered to be low.



Landscape character zone E

The character of this landscape character zone is varied but is largely defined by the prominent Wesley Church. Because of its prominence, its contrast with the surrounding built form, its visual accessibility, and the high levels of associated activities, the Church is highly sensitive to change.

The remainder of the landscape features in this zone such as vegetation have only a low sensitivity to change. Overall, the landscape character zone has a moderate-high sensitivity to change.

The magnitude of impact of the proposal on the Wesley Church is likely to be low. The proposal would require minor property adjustment (in the form of a new retaining wall and driveways), the visual setting and appearance of the Church would not be substantially affected. The magnitude of impact on other landscape features and the character as a whole would be low.

The combination of the above sensitivity and the magnitude results in a moderate landscape character impact.

Visual impacts

A summary of the results of the visual impact assessment in relation to the potential impacts on visual receptors is provided in Table 6.34.

Table 6.34 Summary of visual impacts

Visual receptors Sensitivity Magnitude Significance of impact rating

VR01 – Adjoining residents Low – Moderate Moderate Moderate

VR02 – Wesley Church attendees

Moderate Moderate Moderate

VR03 – Road users Moderate Low Moderate – Low

The assessment concludes that receptors would experience impacts of moderate or moderate to low significance. The magnitude of impacts, and thus their significance, varies within each group of receptors, depending on the amount of visually important vegetation that would be removed.

VR01 – Adjoining residents

The sensitivity of adjoining residents would vary and would depend on the following:

Amount of screening vegetation that exists and vegetation that would remain between the receptor and the road.

Setback of the viewing location (usually the house) from the road.

Residents whose views are currently screened and would continue to be screened (ie no substantial vegetation to be removed) would have a low sensitivity to change. Residents whose views are not currently screened would have a low-moderate sensitivity to change. Residents whose views are currently screened but would have their screening affected by the proposal would have a moderate sensitivity to the proposal.

The magnitude of change that would be experienced by these receptors would also vary, but is considered to be moderate. Whilst the road would not extend beyond the exiting road easement, removal of vegetation and construction activity would have a varying degree of impact, as would the reduction in separation between receptors and traffic.

The combination of the above sensitivity and magnitude of impact would result in an overall moderate impact significance rating. The potential for visual impacts would be greater where the


proposal would be constructed within close proximity to residential dwellings and where vegetation that is currently providing screening is removed.

VR02 – Wesley Church attendees

People attending the Wesley Church are considered to be particularly sensitive to change due to the unique type of amenity experienced by and valued by these receptors.

The magnitude of change resulting from the proposal would be relatively low during operation of the proposal. The magnitude of impact during construction may be higher, depending on the siting of stockpiles and storage areas.

The combination of the above sensitivity and magnitude of impact would result in an overall moderate impact significance rating.

VR03 – Road users

Road users generally are considered to be moderately sensitive to change, particular in terms of impacts on the visual experience, on the legibility of the route, and on the overall landscape character.

The magnitude of change on road users during the operation of the road would be low, with only minor changes in the existing horizontal and vertical alignment. The expected reduction in traffic congestion is likely to have a positive impact in the long-term. Maintaining views to identified landmarks and maintaining or enhancing the identified transition points would maintain or enhance the legibility of the route.

The combination of the above sensitivity and magnitude of impact would result in an overall moderate – low impact significance rating.

With the implementation of mitigation measures provided in section 6.9.3, the potential impacts on landscape character and visual receptors would be minimised.


Mitigation measures provided in Table 6.35 would be implemented to minimise potential impacts on landscape character and visual amenity.

Table 6.35 Summary of potential impacts and environmental safeguards – landscape character and visual impacts


Detailed design

Light spill Lighting would be designed to minimise light spill into residential properties and sensitive receptors.

Roads and Maritime Detailed design

Visual impacts

Permanent signage would be located in a manner that does not impede views to identified landmarks and heritage properties.




Detailed design would consider use of a different pavement treatment to the part of the footpath and shared path which extends east beyond the Cheriton Avenue and Kentwell Avenue intersection (identified as a future transition point). A more elaborate use of colours and textures, or the incorporation of a higher quality finish would emphasise the transition into a more urban environment and would mark the approach to the commercial centre.


The quality of finishes and treatments that can be viably maintained over time would be considered during detailed design.


Cyclist safety

Where the shared path crosses driveways, consideration would be given to use treatment (materials or colours) to provide a visual cue to remind cyclists to look out for cars.


Construction

Visual impacts

Construction equipment, stockpiles, and other visible elements would be located away from key views to and from the identified visual receptors where feasible.

Where this is not feasible, screening measures and practices to keep sites tidy would be implemented.


Construction

Light spill Temporary lighting would be sited and designed to avoid light spill into residential properties and identified sensitive receptors.


Construction

Operation

Visual impacts

Where visually important vegetation is removed, revegetation would occur where it is safe and practicable to do so. Locations would include remaining road verges, such as the front of 101-119 Showground Road.


Operation

New plantings would incorporate locally occurring species which reflect the landscape character zone (generally transitioning from a greater variety and informal compositions through the residential areas, to more formal and less diverse plantings through the approach to the commercial centre and around commercial uses).


Operation

Safety New plantings along the shared path or footpath would be selected and positioned such that they do not present safety hazards and reduce casual surveillance from the road and adjoining properties.


Operation


6.10 Air quality


The National Pollutant Inventory was searched on 14 October 2013. The results of the search for The Hills Shire local government area identified 13 air pollutant substances from five sources during the 2011 to 2012 reporting period. The closest identified source of air pollutant is the Castle Hill Sewage Treatment Plan, which is located more than 1.6 kilometres north-west of the proposal site.

The air quality of the study area is considered to be typical of an urban area within the Sydney region. The main contributors to air quality are emissions from motor vehicles on the surrounding road network. Other contributors to air quality in the area include backyard burning, domestic wood-fire heaters, domestic and commercial aerosol and solvent use (The Hills Shire Council, 2013).

Climate data for the study area was obtained from the Bureau of Meteorology station located at Kathleen Avenue in Castle Hill (station number 67100), which is about 200 metres north of the proposal site (BoM, 2013). Based on the climate data between 1985 and 2013, the annual average rainfall for Castle Hill is 1002.3 millimetres with February receiving the highest average monthly rainfall of about 153.4 millimetres.


Construction

Construction of the proposal may have short-term localised impacts on air quality as a result of:

Clearing of vegetation for the construction of the shared footpath and cycleway along the northern and southern side of Showground Road, and stormwater drainage pipe along Rowallan Avenue.

Stripping, stockpiling and managing of topsoil for pavement works.

Earthwork, including:

– Excavation for road widening, construction of the road.

– Box excavations for the shared footpath and cycleway.

– Excavations for the installation of drainage pits, pipes and utility adjustments.

Road sub-grade preparation and road pavement work.

Transport and handling of soil and materials to and from the proposal site.

Use of construction vehicles.

Spray painting for line marking.

Potential air quality impacts during construction would be predominantly associated with the generation of dust from excavations required for the pathways, road widening and installation of stormwater pipes and utility adjustments. Dust settlement may impact properties adjoining Showground Road. Air quality impacts as a result of dust generation are considered to be minor as they would be limited to the construction phase and would be minimised by the implementation of the safeguards and management measures outlined in section 6.10.3.

The operation of machinery and other construction vehicles would result in the emission of exhaust fumes. The impact of these emissions would be temporary in nature (limited to the duration of construction and staging of construction) and are considered to be minor when compared to the


exhaust fumes emitted by traffic on Showground Road. Implementation of the safeguards and management measures outlined in section 6.10.3 would minimise these impacts.

Odours may be generated during the application of asphalt and line marking. However, the construction period would be temporary and there would be no long-term odour impacts for nearby receivers.

Overall, potential air quality impacts during construction would be temporary in nature and minimised by the implementation of mitigation measures outlined in section 6.10.3.

Operation

The proposal would increase the carrying capacity of Showground Road. This increase in traffic would impact on local air quality through an increase in vehicle emissions. However, the proposal would improve the operation of Showground Road by reducing local congestion and queuing times. This would therefore reduce the number of idling vehicles and is likely to improve local air quality during peak periods.

The proposal incorporates a permanent shared footpath and cycleway which would provide a non-polluting means of transport for local residents and employees.


Mitigation measures provided in Table 6.36 would be implemented to minimise potential impacts on air quality.

Table 6.36 Summary of potential impacts and environmental safeguards – air quality


Pre-construction

General air quality impacts

An air quality management plan would be prepared as part of the construction environmental management plan. The plan would include but not be limited to:

• A map identifying locations of sensitive receivers.

• Identification of potential risks/impacts due to the work/activities as dust generation activities.

• Management measures to minimise risk including a progressive stabilisation plan.

• A process for monitoring dust on-site and weather conditions.

• A process for altering management measures as required.


Pre-construction

Construction

Dust emissions

Dust suppression measures would be implemented as per the air quality management plan.


Construction

Stockpiled materials would be covered, stabilised or stored in areas not subject to high wind.


Construction

All trucks would be covered when transporting material to and from the site.


Construction



Work activities would be reprogrammed if the mitigation measures are not adequately restricting dust generation.


Construction

Exhaust emissions

Construction plant and equipment would be maintained in a good working condition in order to limit impacts on air quality.


Construction

Plant and machinery would be turned off when not in use.


Construction

Impacts on sensitive receivers

Local residents would be advised of hours of operation and duration of work and supplied with a contact name and number for queries regarding air quality.


Construction

6.11 Land use and property


Land uses within the study area include low to medium density residential uses and commercial uses. Educational, commercial and other non-residential land uses interspersed along the proposal site include:

Castle Hill Baptist Church located at 13 Showground Road.

Wesley Church and Family Centre located at 30-34 Showground Road.

Angel’s Castle Hill Pre-school and Fiona Childcare located at 79 Showground Road.

Various commercial properties.

Endeavour Energy Cheriton Avenue Zone Substation located at the intersection of Showground Road and Cheriton Avenue.

Other non-residential land uses within 500 metres of the proposal site include:

Castle Towers, which is located about 200 metres from the eastern extent of the proposal site.

Castle Hill RSL and Bowling Club which are located about 240 metres north of the proposal site.

Castle Hill High School which is located about 380 metres north of the proposal site.

Castle Hill Public School which is located about 400 metres north of the proposal site.

Land uses within the study area are shown on Figure 6.20.

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Figure 6.20Zoning and land use

LegendSensitive receiver!( Commercial

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Waterways

North West Rail Link (future)

The proposal site

Cadastre

Zoning (The Hills LEP)B2 - Local Centre

B4 - Mixed Use

B6 - Enterprise Corridor

E4 - Environmental Living

IN2 - Light Industrial

R1 - General Residential

R2 - Low Density Residential

R3 - Medium Density Residential

R4 - High Density Residential

RE1 - Public Recreation

RE2 - Private Recreation

SP2 - Infrastructure

0 100 200 300 40050

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Future land uses

The land use along Showground Road is likely to change with the construction of the North West Rail Link, associated train stations and the expansion of Castle Towers. This is likely to lead to increased residential densities along the road, and a potential increase in commercial development. Increases in residential densities in the Castle Hill centre are provided for in The Hills Local Environmental Plan 2012.

The North West Rail Link will run beneath Showground Road. Two new train stations will be constructed close to the proposal site, as described in section 2.1.3.

As discussed in section 2.1.2, QIC has approval to expand Castle Towers. A portion of the expanded shopping centre and car park will be constructed along the northern side of Showground Road between Kentwell Avenue and Old Northern Road.


Construction

Direct impacts on land use as a result of the proposal would mainly relate to the short-term presence of construction work along the proposal site. Construction may temporarily impact on vehicular and pedestrian access in the immediate vicinity of the work sites. Potential traffic and access impacts are considered in section 6.2.

Land acquisition for the proposal has already been undertaken along both sides of the road corridor to the road boundary identified in The Hills Local Environmental Plan 2012.

Strip acquisition of land from three properties along the northern side of Showground Road (width of about five metres) was undertaken by Roads and Maritime in 2010. Strip acquisition of land from nine properties along the southern side of the road corridor (width of about five metres from the existing footpath) was undertaken by Transport for NSW in early 2013 for work associated with the North West Rail Link. This land will be transferred to Roads and Maritime for use as part of the proposal. In addition, as part of the Voluntary Planning Agreement, QIC agreed to dedicate strips of land between Kentwell Avenue and Pennant Street along the northern side of the road corridor for road widening purposes. No additional acquisition is required.

Impacts to private property may include impacts to private infrastructure such as fences, driveways and landscaping. Newer developments within the study area have allowed for the future expansion of the roadway and have been constructed a suitable distance from the existing carriageway. Roads and Maritime would consult with potentially affected landholders before and during construction to minimise the potential for impacts on land use.

Construction activities have the potential to impact on existing utilities and services, in particular underground services such as electricity, gas, and telecommunications. The proposed strategies for adjustment and/or protection of each utility (based on initial consultation with utility providers) are provided in section 3.5. Roads and Maritime would consult with relevant service providers during detailed design to identify possible interactions and develop procedures to be implemented to minimise the potential for service interruptions which have the potential to impact on existing land use.

Operation

The proposal would not result in long-term land use impacts. It would be constructed within the road reserve which is currently set aside for transport infrastructure. The proposal is compatible with changes that will occur to land use in the area as a result of future developments.



No additional specific safeguards or management measures are required.

6.12 Socio-economic


The population of The Hills Shire local government area in 2011 was 169,872 (ABS, 2011). In 2011 the dominant age groups were the 40-44 age group, and the 45-49 age group (ABS, 2011). The 2011 median weekly household income level in The Hills Shire was $2044 compared to $1237 for NSW (ABS, 2011).

In 2011, The Hills Shire labour force numbered 91,134 people, of which 56,783 were employed full-time (62.3 per cent) and 25,993 were employed part-time (28.5 per cent). Overall, 95.8 per cent of the labour force was employed and 4.2 per cent unemployed, compared with 94.1 per cent and 5.9 per cent respectively in NSW.

A description of the existing and future surrounding land uses is provided in section 6.11. Commercial and other non-residential premises located immediately adjacent to the proposal site are described in section 6.11.

A number of bus services operate along Showground Road. There are eight bus stops located within the proposal site (four along either side of Showground Road) (refer section 2.2.1).


Construction

Construction of the proposal may result in minor amenity impacts on the local community due to the following:

Potential increase in construction traffic due to the delivery of plant, materials and construction personnel and disruptions to access.

Increases in noise due to the operation of plant and equipment and increased traffic.

Visual impacts due to construction work.

Potential dust disturbance due to exposed soils or removal of existing infrastructure.

These issues have been addressed in other sections of this report, as follows:

Traffic and access (refer section 6.2).

Noise and vibration (refer section 6.3).

Visual impacts (refer 6.9).

Air quality (refer 6.10).

Land use and property (refer 6.11).

Amenity impacts would be temporary and appropriately managed with the safeguards provided in sections 6.2.3, 6.3.4, 6.9.3, 6.10.3, 6.11.3, 6.13.3. Amenity in the broader Castle Hill area is unlikely to be impacted by construction as impacts would be localised and limited to areas immediately adjacent to the proposal site.

Traffic and access issues, discussed in section 6.2, have the potential to result in minor impacts to the community (both residents and business operators) through traffic delays, impacts to access,


reduced parking and potentially increased travel times during construction. All pedestrian access to properties would be maintained throughout construction and there would be no major disruptions to current bus services (apart from minor delays). Delays accessing local facilities or nearby schools (including Castle Hill School) may be experienced in the locality. The proposal would result in a loss of informal on-street parking along Showground Road which may reduce the availability for parking for visitors to local residents and businesses. Potential traffic, transport and access impacts are assessed in section 6.2.

Mitigation measures provided in section 6.12.3 would be implemented to minimise impacts on the community.

Business impacts

It is anticipated that a workforce of about 100 personnel would be required during peak construction. The source of the workforce is unknown; however, it is assumed that some of the workforce would come from north-western Sydney, with the remainder being sourced from the greater Sydney area. The increased workforce would also result in increased business in the locality.

Potential impacts on businesses would include the following:

Loss of business if people avoid the area due to delays and inconvenience caused by construction.

Reduced parking.

Amenity impacts.

Potential impacts on businesses within the proposal site would be temporary and managed by the implementation of mitigation measures provided in section 6.12.3. The majority of residential and commercial properties fronting Showground Road generally have off-street car parking.

Other impacts

Construction activities have the potential to result in temporary disruptions to services (power, water, gas and telecommunications) for neighbouring properties during the relocation of utility services (refer section 6.11). These impacts are considered to be minimal as the disruptions would be short-term in nature and affected residents would be notified of the disruptions by letter in accordance with Roads and Maritime utility relocation requirements.

Operation

The main negative operational impacts on the local community would be the change in traffic movements as a result of the restriction to left-in and left-out movements from and to properties, and at some intersections; and the loss of informal on-street parking.

The proposal would also result in positive impacts for the local community, including improvements to road safety, travel times, pedestrian and cycle access.

These potential impacts are assessed in section 6.2.


Mitigation measures provided in Table 6.37 would be implemented to minimise potential socio-economic impacts.


Table 6.37 Summary of potential impacts and environmental safeguards – socio-economic


Pre-construction

Construction impacts on the community

A complaints handling procedure and register would be included in the construction environment management plan.


Pre-construction

Local residents and potentially affected businesses would be notified before work starts and would be kept regularly informed of construction activities during the construction process.


Pre-construction and Construction

A communication plan would be prepared and included in the construction environmental management plan. The communication plan would include (as a minimum):

• Requirements to provide details and timing of proposed activities to affected residents.

• Contact name and number for complaints.

• Procedure to notify adjacent land users for changed conditions during the construction period such as traffic, pedestrian or driveway access.

The communications plan would be prepared in accordance with G36 requirements and Roads and Maritime Services’ Community Engagement and Communications Manual 2012c.


Pre-construction

Construction

Construction impacts on road users

During construction, road users, pedestrians and cyclists would be informed of any changed conditions.


Construction

Construction impacts on utilities and services

Residents and businesses would be informed before any interruptions to utility services that may be experienced as a result of utilities relocation.


Construction

6.13 Resource use and waste management


Roads and Maritime is committed to ensuring the responsible management of unavoidable waste and promotes the reuse of such waste in accordance with the resource management hierarchy principles outlined in the Waste Avoidance and Resource Recovery Act 2000. These resource management hierarchy principles, in order of priority are:

Avoidance of unnecessary resource consumption.

Resource recovery (including reuse, reprocessing, recycling and energy recovery).

Disposal.

By adopting the above principles, Roads and Maritime aims to efficiently reduce resource use, reduce costs, and reduce environmental harm in accordance with the principles of ecologically sustainable development.



Resource use

Construction of the proposal would require the use of a number of resources, including:

Resources associated with the operation of construction machinery and motor vehicles (this includes the use of diesel and petrol).

Material required for road surface and pavements (road base, asphalt, spray seal, sand, concrete, aggregate etc).

Fill required to meet design levels. About 5000 cubic metres of fill material would be imported.

Materials required for road signage, street lighting and traffic signals.

Construction water (for concrete mixing and dust suppression).

The initial estimated quantities of these materials that would be required for the proposal are provided in section 3.3.6.

The materials required for construction of the proposal are not currently limited in availability. However, materials such as metal and fuel are non-renewable and would be used conservatively. Excess spoil, not suitable for reuse, would be disposed of in accordance with safeguards and mitigation measures outlined in section 6.13.3.

As discussed in section 3.3.6, the amount of water required for construction is currently unknown.

The management measures outlined in section 6.13.3 to reuse waste on-site would assist in minimising the amount of resources required for construction.

Waste generation

The proposal has the potential to generate waste from the following activities:

Vegetation (native, exotic and noxious) to be removed as part of the proposal.

Earthworks for road widening outside the existing carriageway.

Utility adjustments.

Waste streams likely to be generated during construction of the proposal include:

Excess spoil – about 10,000 cubic metres of spoil would be removed from the site.

Green waste as a result of vegetation clearing. Noxious weed material would be separated from native green waste.

Roadside materials (fencing, guide posts, guard rails etc).

Packaging and general waste from staff (lunch packaging, portable toilets etc).

Chemicals and oils.

Waste water from wash-down and bunded areas.

Redundant erosion and sediment controls.

Asbestos waste from the removal of asbestos ducts.

The potential to reuse materials would be investigated during detailed design. Unsuitable fill material and excess cut material that cannot be used on-site would be classified in accordance with


the Waste Classification Guidelines (DECCW, 2009) and disposed of at an approved materials recycling or waste disposal facility.


Mitigation measures provided in Table 6.38 would be implemented to minimise resource use and ensure appropriate management of waste.

Table 6.38 Summary of potential impacts and environmental safeguards – resource use and waste management


Detailed design

Demand on resources

Procurement would endeavour to use materials and products with a recycled content where that material or product is cost and performance effective.



Pre-construction

Waste management

A resource and waste management plan would be prepared and included in the construction environmental management plan. The plan would include the following (as a minimum):

• The type, classification and volume of all materials to be generated and used on-site including identification of recyclable and non-recyclable waste in accordance with Waste Classification Guidelines.

• Quantity and classification of excavated material generated as a result of the proposal (refer Roads and Maritime Service’s Waste Management Fact sheets 1-6, 2012).

• Interface strategies for cut and fill on-site to ensure re-use where possible.

• Strategies to ‘avoid’, ‘reduce’, ‘reuse’ and ‘recycle’ materials.

• Classification and disposal strategies for each type of material.

• Destinations for each resource/waste type either for on-site reuse or recycling, offsite reuse or recycling, or disposal at a licensed waste facility.

• Details of how material would be stored and treated on-site.

• Identification of available recycling facilities on and off-site.

• Identification of suitable methods and routes to transport waste.

• Procedures and disposal arrangements for unsuitable excavated material or contaminated material including asbestos waste.

• Site clean-up for each construction stage.


Pre-construction



Construction

Demand on resources

Excavated material would be reused on-site for fill where feasible to reduce demand on resources.


Construction

Any additional fill material required would be sourced from appropriately licensed facilities and/or other Roads and Maritime projects.


Construction

Waste minimisation

The following resource management hierarchy principles would be followed: • Avoid unnecessary resource consumption as a

priority. • Avoidance would be followed by resource

recovery (including reuse of materials, reprocessing, and recycling and energy recovery).

• Disposal would be undertaken as a last resort (in accordance with the Waste Avoidance and Resource Recovery Act 2001).


Construction

Management of green waste

Cleared weed-free vegetation would be chipped and reused on-site as part of the proposed landscaping and to stabilise disturbed soils where possible.


Construction

Spoil management

Excess excavated material would be disposed of at an appropriate facility or reused appropriately for fill on the proposal site.


Construction

Excess soil requiring waste disposal would first be assessed against the Waste Classification Guidelines- Part 1: Classifying Waste (DECCW, 2009). Soil samples would be taken from stockpiled material and analysed. Transportation would be undertaken by a licensed contractor capable of transporting the waste and waste would be disposed of to an appropriately licensed waste facility with supporting waste classification documentation.


Construction

Waste management

Garbage receptacles would be provided and recycling of materials encouraged. Rubbish would be transported to an appropriate waste disposal facility.


Construction

All wastes would be managed in accordance with the POEO Act.


Construction

Portable toilets would be provided for construction workers and would be managed by the service provider to ensure the appropriate disposal of sewage.


Construction

Noxious weeds removed during work would be managed in accordance with the Department of Primary Industries’ requirements that relate to its classification status.


Construction

Site inductions would occur and be recorded by a Site Supervisor to ensure staff are aware of waste disposal protocols.


Construction



Wastewater contamination of soils and water

A dedicated concrete washout facility would be provided during construction so that run-off from the washing of concrete machinery and equipment can be collected and disposed of at an appropriate waste facility.


Construction

6.14 Hazards and risks


Existing hazards and risks in the vicinity of the proposal site are generally associated with operation of the existing road network.


Construction

Hazards and risks associated with construction include:

Spills or leakage of contaminants such as fuels, chemicals and hazardous substances entering surface and groundwater or contaminating soils.

Discharge of turbid run-off, resulting in pollution of waterways.

Encountering utilities or contaminated material during earthwork including asbestos.

Spread of noxious weed material.

Flooding of the area during extreme rain events.

Changed traffic conditions leading to incidents.

An emergency response plan for hazards and risk during construction would be incorporated into the construction environmental management plan.

Operation

Operational hazards and risks relating to the proposal could include:

Fuel and oil spills during maintenance activities polluting the natural environment.

Vehicle incidents.

Vehicle crashes are an inherent aspect of the operation of any road. During design of the proposal, Roads and Maritime has applied the requirements of the Road Design Guide (RTA, undated) to meet appropriate safety standards. Similarly, uncontrolled pedestrian access is a risk that Roads and Maritime has endeavoured to control and the proposal includes a dedicated off-road shared path for safe pedestrian and cyclist movement.


Mitigation measures provided in Table 6.39 would be implemented to ensure potential hazards and risks are minimised.


Table 6.39 Summary of potential impacts and environmental safeguards – hazards and risks


Risk Management

Emergency response plans would be incorporated into the construction environmental management plan including a flood evacuation plan.



A pollution incident response management plan would be developed and implemented in accordance with the POEO Act requirements. The plan would form a sub-plan within the construction environmental management plan.



6.15 Climate change and greenhouse gases


Climate change refers to the warming temperatures and altered climate conditions associated with the concentration of greenhouse gases in the atmosphere. These changes to future climatic conditions have the potential to impact existing and new road infrastructure.

In 2010 the NSW Government published climate change projections for NSW. The study focused on projections to the year 2050 for rainfall, evaporation and maximum and minimum temperatures as these are the four climate variables considered to most directly affect biophysical systems across the State.

The projected climatic changes by 2050 for the Sydney region of NSW show that rainfall is likely to increase in all seasons except for winter; sea levels are predicted to rise, changing flood frequency; and average daily maximum and minimum temperatures are likely to increase in all seasons by 1.5 to 3.0 °C (DECCW, 2010). Table 6.40 shows the projected climate change in the Sydney region.

Table 6.40 Current and projected climate change in the Sydney region

Season Minimum temperatures

Maximum temperatures

Precipitation Evaporation

Spring 2-3°C warmer 2-3°C warmer 10-20% increase 10-20% increase

Summer 1.5-3°C warmer 1.5-2°C warmer 20-50% increase 10-20% increase

Autumn 1.5-3°C warmer 1.5-3°C warmer No significant change No clear pattern

Winter 1.5-3°C warmer 2-3°C warmer 10-20% decrease No clear pattern

Roads and Maritime Climate Change Plan

To address the challenge of climate change, Roads and Maritime has developed a Climate Change Plan which includes actions to:

Reduce Roads and Maritime’s carbon footprint.

Help reduce the carbon footprint of NSW road transport.

Adapt the Road and Maritime road transport system to the impacts of climate change.

Manage Road and Maritime’s transition to a low carbon economy.


Roads and Maritime also reports its greenhouse gas emissions and direct energy consumption annually to the Office of Environment and Heritage in accordance with the NSW Government Sustainability Policy. The annual report includes information on greenhouse gas emissions from energy usage associated with the operation of Roads and Maritime Services’ properties, street lighting, traffic signals, and vehicles.


Potential climate change impacts on the proposal

Changes in rainfall patterns and severe weather events may influence the risk of erosion impacts on the proposal site and associated sediment loss. Severe weather events may also influence the construction schedule.

In the long-term, increases in temperature may affect the integrity of pavement and other construction elements, either directly or through evaporative changes and then changes to soil moisture content and soil instability which may eventually impact on foundations of structures, softening of pavements, and road rutting.

The proposal is not in a coastal location and would not be directly affected by sea level changes.

Potential impacts of the proposal on climate change

The effect of greenhouse emissions on the climate has been provided to be the main instrument driving increased temperatures and other associated indicators of climate change. Each gas that has been identified by the Intergovernmental Panel on Climate Change has been classified with a global warming potential, the units of which are ‘carbon dioxide equivalents’. Greenhouse gas emissions are also categorised according to the source of emission. Scope one emissions are created directly by a person, for example fuel consumption. Scope two emissions are indirect emissions and include the generation of electricity. Scope three emissions are indirect emissions generated by the wider economy for example coal mining and export.

Construction

Construction of the proposal would result in greenhouse gas emissions being produced, including:

Release of stored carbon dioxide from vegetation removal (decomposition of cleared vegetation).

Carbon dioxide and nitrous oxide from liquid fuel use in plant and vehicles (diesel, petrol) during construction, disposal and transport of materials.

Use of materials such as concrete that have high embodied energy content.

Methane from landfilling any carbon based waste, and possible fugitive emissions from the use of natural gas.

On-site electricity usage.

It is anticipated that operation of construction equipment would be the main emissions source during construction.

The proposal would involve the removal and/or disturbance of about 2.68 hectares of exotic and planted native vegetation and the potential removal of upto six Blue Gums and one Turpentine. Vegetation removal can result in an increase in carbon dioxide in the atmosphere as the carbon would no longer be stored in this vegetation through carbon sequestration. However, the potential


loss of vegetation as a result of the proposal is considered to result in a negligible increase in carbon dioxide.

Operation

During operation, the proposal may alleviate vehicle emissions through increased efficiency of the road network, reducing congestion and travel times. A minimal amount of emissions would be generated during maintenance activities (which would be frequency and intensity dependant) and through the use of electricity for street lighting and new traffic signals.


Mitigation measures provided in Table 6.41 would be implemented to minimise potential climate change impacts and greenhouse gas emissions.

Table 6.41 Summary of potential impacts and environmental safeguards – climate change and greenhouse gases


Detailed design

Climate change impacts on the proposal

Detailed design would take into consideration the potential effect of climate change on the proposal, including flooding and drainage requirements in accordance with Roads and Maritime Service’ s Climate Change Plan.

Roads and Maritime

Pre-construction

Pre-construction

Greenhouse gas emissions

The use of alternative fuels and power sources for construction plant and equipment would be investigated and implemented, where appropriate.


Pre-construction

The energy efficiency and related carbon emissions would be considered in the selection of vehicle and plant equipment.


Pre-construction

Construction

Greenhouse gas emissions

Materials would be delivered as full loads and local suppliers would be used where possible.


Construction

Construction equipment, plant and vehicles would be appropriately sized for the task.


Construction

Equipment would be serviced frequently to ensure they are operating efficiently.


Construction

Vehicles and machinery would not be left idling when not in use.


Construction

Clearing of vegetation would be minimised where possible.


Construction


6.16 Cumulative environmental impacts

Cumulative impacts have the potential to arise from the interaction of individual elements within the proposal and the additive effects of other external projects. Roads and Maritime is required under Clause 228 (2) of the EP&A Act, to take into account potential cumulative impacts as a result of the proposal.

This section describes the cumulative impacts and benefits likely to arise from the combination of the construction and operation of the proposal with other projects being carried out in the area.

Based on the major projects register search maintained by the Department of Planning and Infrastructure and discussions with The Hills Shire Council, the following projects within the vicinity of the proposal site are likely to be constructed at the same time as the proposal:

North West Rail Link.

Castle Towers Shopping Centre Expansion – Stage 3.

North West Rail Link

The North West Rail Link project includes the construction of eight new train stations, provision of 4000 commuter car parking spaces and the construction of two 15 kilometre tunnels from Bella Vista to Epping. Two new stations will be construction within the vicinity of the proposal site, including a station within the Castle Hill centre (Castle Hill Station) and a station near the Castle Hill Showground (Showground Station). The area surrounding the new train stations is predicted to provide 27,400 new homes and 49,500 new jobs by 2036. The North West Rail Link is expected to be operational in late 2019.

Castle Hill Station will be located about 430 metres from the eastern end of the proposal site. It will be located within the Castle Hill centre, next to Castle Towers and beneath Arthur Whitling Park.

Showground Station will be located about 300 metres from the western end of the proposal site. It will be located within land owned by The Hills Shire Council near the previous council chambers and Castle Hill Showground.

Construction of the North West Rail Link is underway. Tunnel boring and construction is expected to start in late 2014. Construction of Castle Hill Station and the Showground Road stations are proposed to occur between 2017 and 2018. Tunnelling work would be undertaken 24 hours per day during this period. Showground Road is currently used as one of the haulage routes for the project.

Castle Towers Expansion

The proposed expansion is expected to be completed in 2016. The majority of the proposed development is anticipated to be on the sites adjacent to Showground Road to the eastern and western sides of Pennant Street.

Other proposed development

Other planned developments within the Castle Hill centre include a mix of land uses comprising retail, commercial and residential. The Hills Shire Council has also identified the potential for other residential developments to the north and north-west of the Castle Hill centre. A summary of proposed developments is provided in Table 6.42.


Table 6.42 Planned development within the Castle Hill centre

Site Retail (m2) Commercial (m2) Residential (units) Completion

Crane Road Precinct 6600 9900 165 2016

Terminus Street Precinct Nil 29,000 680 2016

Pennant Street Precinct Nil Nil 100 2016

Peripheral development Nil Nil 1040 2031

Source: Proposed Expansion of Castle Towers, Section 96 Application Transport Report, July 2013. Note: The completion year is indicative only. Actual completion time for full development is likely to vary.

Based on discussions with The Hills Shire Council, the construction of the Crane Road Precinct is expected to occur at the same time as the proposal.

No other major development proposals have been identified in the vicinity of the proposal site. Other developments likely to occur within the locality would be small scale projects such as residential dwellings in adjacent residential areas.


Potential cumulative impacts may occur as a result of construction activities occurring simultaneously with the construction of Castle Towers, North West Rail Link and the Crane Road Precinct. Potential impacts include:

Increased traffic along Showground Road and the surrounding road network and associated delays for road users.

Construction noise and vibration.

Reduced visual amenity.

Cumulative impacts are not expected to be significant and would be minimised through the application of individual project specific environmental safeguards and management measures as summarised in sections 6.16.2 and 7.2. Consultation with the relevant stakeholders would be undertaken during construction planning to ensure that potential cumulative impacts are minimised. Any additional mitigation measures from the consultation would be included in the traffic management plan and noise and vibration management plan.

The long-term effect of upgrading Showground Road would have a positive cumulative impact on travel times, road safety and efficiency, facilitating the anticipated increase in traffic volumes as a result of future traffic predictions and population growth. The proposal would result in an improved transport corridor in the area and better access to the Castle Hill centre.


Mitigation measures provided in Table 6.43 would be implemented to minimise potential cumulative impacts.


Table 6.43 Summary of potential impacts and environmental safeguards – cumulative impacts


Detailed design

Cumulative impacts

Ongoing coordination and consultation would be undertaken with North West Rail Link and QIC to ensure cumulative noise and traffic impacts are appropriately assessed and managed.


Detailed design and construction

Pre-construction

Cumulative impacts

The construction environmental management plan would be revised to consider potential cumulative impacts from surrounding development activities as they become known.


Pre-construction

Cumulative traffic and access impacts

The traffic management plan would be prepared in consultation with the Transport Management Centre and The Hills Shire Council to minimise potential cumulative impacts on traffic and access.


Pre-construction

Construction

Night work An ‘out of hours work procedure’ would be prepared as part of the construction noise and vibration management plan for the proposal in accordance with the requirements of the Interim Construction Noise Guideline (DECC, 2009) and the Roads and Maritime Services’ Environmental Noise Management Manual Practice (RTA, 2001a) and would consider the cumulative impact from other construction activities occurring in the vicinity of the proposal.


Construction

6.17 Summary of beneficial effects

The beneficial effects of the proposal would include:

Reduced travel times and congestion.

Improved intersection performance.

Improved road safety for all road users.

Provision of pedestrian and cyclist facilities.

Improved stormwater drainage.

6.18 Summary of adverse effects

The key potential adverse effects of the proposal would include:

Construction phase traffic impacts, due to increased heavy vehicle movements on the existing road network.

Indirect impacts to non-Aboriginal heritage items.

Construction experienced by properties adjacent to the proposal site.

Loss of informal on-street parking along Showground Road.


Temporary disruptions to traffic flow and access during construction.

Minor vegetation removal.


7. Environmental management This section describes how the proposal would be managed to reduce potential environmental impacts throughout detailed design, construction and operation. A framework for managing the potential impacts is provided with reference to environmental management plans and relevant Roads and Maritime QA specifications. A summary of site-specific environmental safeguards is provided as detailed in section 6 and the licence and approval requirements required before construction starts are also listed.

7.1 Environmental management plans

A number of safeguards and management measures have been identified in order to minimise adverse environmental impacts, including social impacts, which could potentially arise as a result of the proposal. Should the proposal proceed, these management measures would be incorporated into the detailed design and applied during the construction and operation of the proposal.

A project environmental management plan and a construction environmental management plan would be prepared to describe safeguards and management measures identified. These plans would provide a framework for establishing how these measures will be implemented and who would be responsible for their implementation.

The plans would be prepared before construction of the proposal and must be reviewed and certified by Roads and Maritime’s Environment Officer, Sydney Region, before the start of any on-site work. The construction environmental management plan would be a working document, subject to ongoing change and updated as necessary to respond to specific requirements. The construction environmental management plan and project environmental management plan would be developed in accordance with the specifications set out in the RTA QA Specification G36 – Environmental Protection (Management System), RTA QA Specification G38 – Soil and Water Management (Soil and Water Plan) and RTA QA Specification G40 – Clearing and Grubbing.

7.2 Summary of safeguards and management measures

Environmental safeguards outlined in this document would be incorporated into the detailed design phase of the proposal and during construction and operation of the proposal, should it proceed. These safeguards would minimise any potential adverse impacts arising from the proposed work on the surrounding environment. The safeguards and management measures are summarised in Table 7.1.

Table 7.1 Summary of site specific environmental safeguards

No. Impact Environmental safeguards Responsibility Timing

Traffic and access

1 Access to properties

Residents and businesses would be notified of any specific impacts to property access and arrangements required during construction during detailed design.

Roads and Maritime

Detailed design



2 Traffic A detailed traffic management plan would be prepared in accordance with Traffic Control at Work Sites (RTA, 2010) and Specification G10 – Control of Traffic. The plan would be approved by Roads and Maritime before implementation to provide a comprehensive and objective approach to minimise any potential impacts on road network operations during construction.


Pre-construction

3 The traffic management plan would include measures such as:

• Safe access points to work areas from the adjacent road network.

• Safety barriers where necessary.

• Temporary speed restrictions when necessary.

• Maintaining adequate sight distance.

• Displaying prominent warning signage.

• Minimise the use of local roads by construction vehicles.

The plan would be reviewed when complaints are received.


Pre-construction

4 Consultation would be undertaken with local bus operators before and during construction.

Roads and Maritime


5 The community would be kept informed about construction through advertisements in the local media and by prominently placed advisory notices or variable message signs.

Roads and Maritime


6 Congestion and safety

Traffic control would be provided to manage and regulate traffic movements during construction.


Construction

7 Access to properties

Property access would be maintained at all times where practicable.


Construction

8 Where changes to access arrangements are necessary, Roads and Maritime would advise owners and tenants and consult with them in advance regarding alternate access arrangements.


Construction

Noise and vibration

9 Operational noise

Final noise mitigation treatments would be determined during the detailed design phase.

Roads and Maritime

Detailed design



10 Construction noise and vibration

A construction noise and vibration management plan would be prepared as part of the construction environmental management plan. This plan would include, but not be limited to:

• A map indicating the locations of sensitive receivers including residential properties.

• Management measures to minimise the potential noise impacts from the quantitative noise assessment and for potential works outside of standard working hours (including implementation of Interim Construction Noise Guidelines (DECC, 2009).

• A risk assessment to determine potential risk for activities likely to affect receivers (for activities undertaken during and outside of standard working hours).

• Mitigation measures to avoid noise and vibration impacts during construction activities including those associated with truck movements.

• A process for assessing the performance of the implemented mitigation measures.

• A process for documenting and resolving issues and complaints.

• A construction staging program incorporating a program of noise and vibration monitoring for sensitive receivers.

• A process for updating the plan when activities affecting construction noise and vibration change.

• Identify in toolbox talks where noise and vibration management is required.



11 Vibration impacts on buildings

An assessment to determine safe working distances would be prepared for the following heritage properties:

• 30 Showground Road. • 74 Showground Road. • 107 Showground Road. Vibration monitoring plan would be prepared and implemented during construction to ensure that these properties are not impacted.



12 Vibration impacts

Building condition surveys would be conducted at all residential and other sensitive receivers Identified within the construction noise and vibration management plan.

Notification by letterbox drop would be carried out for all occupied buildings within 100 metres of the proposal site.

Roads and Maritime

Detailed design



13 Construction noise

Where reasonable and feasible, measures would be taken to shield residential receivers from noise such as:

• The layout of the construction compound so that primary noise sources are at a maximum distance from residences, with solid structures (sheds, containers, etc) placed between residences and noise sources (and as close to the noise sources as is practical).

• Enclosures to shield fixed noise sources such as pumps, compressors, fans, screens (where practicable).

• Taking advantage of site topography when situating plant.


Construction


Work generating high noise and/or vibration levels would be scheduled during less sensitive time periods if practicable.


Construction

15 Out of hours work

General construction activities would be limited to the recommended construction hours where feasible and reasonable. If work is planned outside normal hours, an ‘out of hours work procedure’ would be prepared as part of the construction noise and vibration management plan for the proposal in accordance with the requirements of the Interim Construction Noise Guideline (DECC, 2009) and the Environmental Noise Management Manual Practice (RTA, 2001a).

The out of hours procedure would as a minimum include:

• Background levels for noise criteria in accordance with the Interim Construction Noise Guideline (DECC, 2009).

• Locations of the works. • Locations of sensitive receivers. • Predicted noise levels. • Communications plan.

Management measures where works are unable to comply with Interim Construction Noise Guideline (DECC, 2009) and the Environmental Noise Management Manual Practice (RTA, 2001a).


Construction

16 Construction noise from machinery and equipment

All plant and equipment would be appropriately maintained to ensure optimum running conditions, with periodic monitoring.


Construction

17 Noise-emitting plant would be directed away from sensitive receivers where possible.


Construction

18 Traffic flow, parking and loading and unloading areas would be planned to minimise reversing movements within the proposal site.


Construction



19 Non-tonal reversing beepers (or an equivalent mechanism) would be fitted and used on all construction vehicles and mobile plant regularly used on-site for periods more than two months where practicable.


Construction

20 Construction noise from inappropriate practices

Site inductions would be provided to train staff on ways to minimise construction noise impacts on-site.

Responsible working practices include:

• Avoid the use of outdoor radios during the night-time period.

• Avoid shouting and slamming of doors.

• Where practical, operate machines at low speed or power and switched off when not being used rather than left idling for prolonged periods.

• Minimise reversing.

• Avoid dropping materials from height and avoid metal to metal contact on material.


Construction

21 Noise and vibration impacts and appropriate complaints handling

The local community would be contacted and informed of the proposed work, location, duration of work, and hours involved. The contact would be made a minimum five days before work starts.



22 A complaints management procedure would be put in place, with a mechanism for responding to complaints.


Construction

23 Construction noise monitoring would be undertaken and where necessary, further noise reduction measures (where reasonable and feasible) would be implemented.


Construction


Noise and vibration generating activities with impulsive, tonal or low frequency characteristics (such as jack hammering, rock breaking, rock hammering, vibratory rolling) would be carried out:

• In continuous blocks, up to but not exceeding three hours each.

• With a minimum respite period of one hour between each block.


Construction

25 Quieter and less noise/vibration emitting construction methods would be used where feasible and reasonable.


Construction

26 Where vibration intensive equipment is used within the minimum working distances identified, determine whether alternative construction methodology or less vibration intensive equipment can be used.


Construction



27 Construction vibration

Where construction activity involving vibration intensive plant occurs within the minimum working distances defined in Table 6.10 for cosmetic damage to buildings, and in Table 6.18 for heritage items, vibration testing of actual equipment on-site would be carried out before construction starts to determine acceptable buffer distances to the nearest affected receiver locations and ensure that vibration levels do not exceed the targets.



28 To ensure that vibration does not impact on heritage buildings, vibration monitoring would be undertaken where construction is undertaken at or within the distances defined in Table 6.18.


Construction

29 Where vibration is found to be excessive, construction methods would be modified or time restrictions negotiated with affected receivers.



30 Operational noise

A noise monitoring program would be undertaken within 12 months of opening once traffic flows have stabilised to verify the predicted noise levels.

Monitoring locations would be selected along the route at the most affected residential receiver locations.

Roads and Maritime

Operation

Soils, landscape, topography and soils

31 Erosion and sedimentation

A soil and water management plan (SWMP) will be prepared as part of the construction environmental management plan in accordance with the requirements of Roads and Maritime Services contract specification G38 prior to the commencement of construction. The SWMP will also address the following:

• Roads and Maritime Services Code of Practice for Water Management, the Roads and Maritime Services’ Erosion and Sedimentation Procedure.

• The NSW Soils and Construction – Managing Urban Stormwater Volume 1 “the Blue Book” (Landcom, 2004) and Volume 2 (DECC, 2008).

• Roads and Maritime Services Technical Guideline: Temporary Stormwater Drainage for Road Construction, 2011.

• Roads and Maritime Services Technical Guideline: Environmental Management of Construction Site Dewatering, 2011.

The SWMP would detail the following as a minimum:

• Identification of catchment and sub-


Pre-construction


No. Impact Environmental safeguards Responsibility Timing catchment areas, high risk areas and sensitive areas

• Sizing of each of the above areas and catchment.

• The likely volume of run-off from each road sub-catchment.

• Direction of flow of on-site and off-site water.

• Separation of on-site and off-site water. • The direction of run-off and drainage

points during each stage of construction. • The locations and sizing of sediment traps

such as sump or basin as well as associated drainage.

• Dewatering plan which includes process for monitoring, flocculating and dewatering water from site (ie sediment basin and sumps).

• A mapped plan identifying the above. • Include progressive site specific Erosion

and Sedimentation Control Plans (ESCPs). The ESCP is to be updated at least fortnightly.

• A process to routinely monitor the BOM weather forecast.

• Preparation of a wet weather (rain event) plan which includes a process for monitoring potential wet weather and identification of controls to be implemented in the event of wet weather. These controls are to be shown on the ESCPs.

• Provision of an inspection and maintenance schedule for ongoing maintenance of temporary and permanent erosion and sedimentation controls.

32 Contamination of soil

An incident emergency spill plan would be developed and incorporated into the construction environmental management plan. The plan would include measures to avoid and manage spillages of fuels, chemicals, and fluids onto any surfaces or into stormwater inlets and an emergency response procedure.


Pre-construction

33 Erosion and sedimentation

Erosion and sediment controls would be implemented before any construction starts and inspected regularly, particularly after a rainfall event. Maintenance work would be undertaken as needed.


Construction

34 Site stabilisation of disturbed areas would be undertaken progressively as stages are completed.


Construction



35 All stockpiles would be designed, established, operated and decommissioned in accordance with Roads and Maritime Services’ Stockpile Management Procedures (RTA, 2011).


Construction

36 Controls would be implemented at exit points to minimise the tracking of soil and particulates onto pavement surfaces.


Construction

37 Any material transported onto pavement surfaces would be swept and removed at the end of each working day.


Construction

38 Excess spoil Excess spoil not required or able to be used for backfilling would be stockpiled in a suitable location before being reused or removed from the site, and disposed of at an appropriately licensed facility.


Construction

39 Contamination of soils

In the event that indicators of contamination are encountered during construction (such as odours or visually contaminated materials), work in the area would cease until advice on the need for remediation or other action is obtained from an environmental consultant.


Construction

40 All staff would be inducted about incident and emergency procedures and made aware of the location of emergency spill kits.


Construction

41 Should a spill occur during construction, the emergency response plan would be implemented, and the Roads and Maritime’s Environment Officer, Sydney Region contacted. The NSW Environment Protection Authority would also be notified as per Part 5.7 of the POEO Act.


Construction

42 Machinery would be checked daily to ensure there is no oil, fuel or other liquid leaking from the machinery.


Construction

43 A fully equipped emergency spill kit would be kept on-site at all times.


Construction

Hydrology, water quality, flooding and drainage

44 Drainage design

Consultation with the Hills Shire Council would be undertaken during detailed design to ensure appropriate integration with council’s stormwater network.

Roads and Maritime

Detailed design

45 Drainage design

The potential for an overland increase in peak flows in Catchment 2D would be considered during detail design.

Roads and Maritime

Detailed design

46 Sedimentation and contamination of surface water

Erosion, sedimentation and contamination measures identified in Table 6.23 would be implemented.





47 Contamination of surface water

All fuels, chemicals, and liquids would be stored at least 50 metres away from any waterway or drainage line and would be stored in an impervious bunded area within the compound site.


Construction

48 The refuelling of plant and maintenance of machinery would be undertaken in impervious bunded areas in the designated compound area.


Construction

49 Vehicle wash downs and/or concrete truck washouts would be undertaken within a designated bunded area of an impervious surface or undertaken off-site.


Construction

50 Dewatering Low lying areas of construction formations and excavations that collect stormwater would be dewatered in accordance with the Roads and Maritime Services’ Technical Guideline for Dewatering.


Construction

Biodiversity

51 Direct impacts to native vegetation

Where possible, minimise the clearing of mature street trees, in particular remnant and regenerating Blue Gum trees, hollow-bearing and habitat trees shown on Figure 6.15 during the design of the pathways and stormwater pipes.

Roads and Maritime

Detailed design

52 Potential for impact to native fauna that may occur within the proposal site and habitat features to be retained

A biodiversity management plan would be prepared as part of the construction environmental management plan. The biodiversity management plan would include (but not be limited to) the following:

• A site walk with qualified site personnel including Roads and Maritime representatives to confirm clearing boundaries and sensitive location (ie prior to commencement of works.

• Identification (marking) of the clearing boundary and identification (marking) of habitat features to be protected. Eg use of flagging tape.

• A map which clearly shows vegetation clearing boundaries and sensitive areas/no go zones.

• Incorporation of management measures identified as a result of the pre-clearing survey report (G40, section 2.4) and nomination of actions to respond to the recommendations made. This would include details of measures to be implemented to protect clearing limits and no go areas.

• A detailed clearing process in accordance with Roads and Maritime Services’


Pre-construction


No. Impact Environmental safeguards Responsibility Timing Biodiversity Guidelines 2011 including requirements of Guide 1,2, 4 & 9.

• Identify in toolbox talks where biodiversity would be included such as vegetation clearing or works in or adjacent to sensitive locations.

• Identify control/mitigations measures to prevent impacts on sensitive locations or no go zones.

• A stop works procedure in the event of identification of unidentified species, habitats or populations.

53 Potential for spread of exotic or invasive species, or spread of pathogens that may be harmful to native biota.

A weed management plan would be prepared in accordance with Roads and Maritime Services’ Biodiversity Guidelines 2011 and incorporated into the biodiversity management plan and would address:

• Identification of the weeds on-site (confirm during ecologist pre-clearing inspection).

• Weed management priorities and objectives.

• Sensitive environmental areas within or adjacent to the site.

• Location of weed infested areas.

• Weed control methods.

• Measures to prevent the spread of weeds, including machinery hygiene procedures and disposal requirements.

• A monitoring program to measure the success of weed management.

• Communication with the local council’s noxious weed representative.


Pre-construction

54 Potential for direct impacts on native fauna species

Immediately prior to the commencement of clearing each day, a suitably qualified ecologist would check the area that would be cleared that day for any resident fauna, and if any is found, a suitably qualified wildlife handler or ecologist would relocate that fauna into suitable habitat nearby. If no habitat is present or there is concern over impacts of a day-time release of a nocturnal species, the animal would be released into the care of WIRES.

Any unexpected threatened species finds would be dealt with in accordance with the Biodiversity Guidelines 2011 (RTA, 2011).


Construction



55 Direct impacts to native vegetation

Any ripe seed would be collected from mature Blue Gums (Eucalyptus saligna) and Turpentine (Syncarpia glomulifera) during pre-clearing and provided to a local council nursery or similar for propagation and use in local rehabilitation areas. Following completion of construction, impacted areas would be re-vegetated, where practicable, with local endemic species, representative of adjoining native vegetation and appropriate to the final landform of the site.


Construction

Aboriginal cultural heritage

56 Aboriginal heritage item encountered during work

In the event of an unexpected find of an Aboriginal heritage item (or suspected item), work would cease in the affected area and Roads and Maritime’s Environment Officer, Sydney Region and the Roads and Maritime Aboriginal Cultural Heritage Officer, would be contacted for advice on how to proceed. The Roads and Maritime Services’ Unexpected Archaeological Finds Procedure 2012 would be followed in the event a potential artefact is uncovered.


Construction

Non-Aboriginal heritage

57 House


The proposed retaining wall along the property boundary would be as unobtrusive as possible. The design, colour and construction of the wall would aim to minimise impacts on the views and setting of the heritage item.

Roads and Maritime

Detailed design

58 Direct impacts on heritage items

If the final design of the proposal changes considerably from that currently proposed, additional assessment may be required.

Roads and Maritime

Detailed design

59 House


Photographic archival recording would be undertaken to document the timber and wire fence and its relationship to the house. The fence would be surveyed to that the position and layout are recorded.

Roads and Maritime

Pre-construction

60 Vibration impacts on heritage items

A construction noise and vibration management plan would be prepared as part of the construction environmental management plan to determine what construction methods would be used in the vicinity of heritage listed items. This would include measures to minimise the likelihood of vibration impacts.


Pre-construction

61 Vibration management measures provided in section 6.3.4 would be implemented to minimise structural vibration impacts to heritage items.


Pre-construction



62 Inadvertent impacts on heritage items

A heritage induction would be provided to all workers before construction begins informing them of the location of heritage items within the study area, and guidelines to follow if unanticipated heritage items or deposits are located during construction.


Construction

63 Unanticipated archaeological finds

If any unanticipated archaeological deposits are identified within the study area during construction the Roads and Maritime Services’ Unexpected Archaeological Finds Procedure 2012 would be followed.


Construction

Landscape character and visual impacts

64 Light spill Lighting would be designed to minimise light spill into residential properties and sensitive receptors.

Roads and Maritime

Detailed design

65 Visual impacts

Permanent signage would be located in a manner that does not impede views to identified landmarks and heritage properties.

Roads and Maritime

Detailed design

66 Detailed design would consider use of a different pavement treatment to the part of the footpath and shared path which extends east beyond the Cheriton Avenue and Kentwell Avenue intersection (identified as a future transition point). A more elaborate use of colours and textures, or the incorporation of a higher quality finish would emphasise the transition into a more urban environment and would mark the approach to the commercial centre.

Roads and Maritime

Detailed design

67 The quality of finishes and treatments that can be viably maintained over time would be considered during detailed design.

Roads and Maritime

Detailed design

68 Cyclist safety

Where the shared path crosses driveways, consideration would be given to use treatment (materials or colours) to provide a visual cue to remind cyclists to look out for cars.

Roads and Maritime

Detailed design

69 Visual impacts

Construction equipment, stockpiles, and other visible elements would be located away from key views to and from the identified visual receptors where feasible.

Where this is not feasible, screening measures and practices to keep sites tidy would be implemented.


Construction

70 Light spill Temporary lighting would be sited and designed to avoid light spill into residential properties and identified sensitive receptors.


Construction

71 Visual impacts

Where visually important vegetation is removed, revegetation would occur where it is safe and practicable to do so. Locations would include remaining road verges, such as the front of 101-119 Showground Road.


Operation



72 New plantings would incorporate locally occurring species which reflect the landscape character zone (generally transitioning from a greater variety and informal compositions through the residential areas, to more formal and less diverse plantings through the approach to the commercial centre and around commercial uses).


Operation

73 Safety New plantings along the shared path or footpath would be selected and positioned such that they do not present safety hazards and reduce casual surveillance from the road and adjoining properties.


Operation

Air quality

74 General air quality impacts

An air quality management plan would be prepared as part of the construction environmental management plan. The plan would include but not be limited to:

• A map identifying locations of sensitive receivers.

• Identification of potential risks/impacts due to the work/activities as dust generation activities.

• Management measures to minimise risk including a progressive stabilisation plan.

• A process for monitoring dust on-site and weather conditions.

• A process for altering management measures as required.


Pre-construction

75 Dust emissions

Dust suppression measures would be implemented as per the air quality management plan.


Construction

76 Stockpiled materials would be covered, stabilised or stored in areas not subject to high wind.


Construction

77 All trucks would be covered when transporting material to and from the site.


Construction

78 Work activities would be reprogrammed if the mitigation measures are not adequately restricting dust generation.


Construction

79 Exhaust emissions

Construction plant and equipment would be maintained in a good working condition in order to limit impacts on air quality.


Construction

80 Plant and machinery would be turned off when not in use.


Construction

81 Impacts on sensitive receivers

Local residents would be advised of hours of operation and duration of work and supplied with a contact name and number for queries regarding air quality.


Construction



Land use and property

No additional specific safeguards or management measures are required.

Socio-economic

82 Construction impacts on the community

A complaints handling procedure and register would be included in the construction environment management plan.


Pre-construction

83 Local residents and potentially affected businesses would be notified before work starts and would be kept regularly informed of construction activities during the construction process.


Pre-construction and Construction

84 A communication plan would be prepared and included in the construction environmental management plan. The communication plan would include (as a minimum):

• Requirements to provide details and timing of proposed activities to affected residents.

• Contact name and number for complaints.

• Procedure to notify adjacent land users for changed conditions during the construction period such as traffic, pedestrian or driveway access.

The communications plan would be prepared in accordance with G36 requirements and Roads and Maritime Services’ Community Engagement and Communications Manual 2012c.


Pre-construction

85 Construction impacts on road users

During construction, road users, pedestrians and cyclists would be informed of any changed conditions.


Construction

86 Construction impacts on utilities and services

Residents and businesses would be informed before any interruptions to utility services that may be experienced as a result of utilities relocation.


Construction

Resource use and waste management

87 Demand on resources

Procurement would endeavour to use materials and products with a recycled content where that material or product is cost and performance effective.



88 Waste management

A resource and waste management plan would be prepared and included in the construction environmental management plan. The plan would include the following (as a minimum):

• The type, classification and volume of all materials to be generated and used on-site including identification of recyclable and non-recyclable waste in accordance


Pre-construction


No. Impact Environmental safeguards Responsibility Timing with Waste Classification Guidelines.

• Quantity and classification of excavated material generated as a result of the proposal (refer Roads and Maritime Service’s Waste Management Fact sheets 1-6, 2012).

• Interface strategies for cut and fill on-site to ensure re-use where possible.

• Strategies to ‘avoid’, ‘reduce’, ‘reuse’ and ‘recycle’ materials.

• Classification and disposal strategies for each type of material.

• Destinations for each resource/waste type either for on-site reuse or recycling, offsite reuse or recycling, or disposal at a licensed waste facility.

• Details of how material would be stored and treated on-site.

• Identification of available recycling facilities on and off-site.

• Identification of suitable methods and routes to transport waste.

• Procedures and disposal arrangements for unsuitable excavated material or contaminated material including asbestos waste.

• Site clean-up for each construction stage.

89 Demand on resources

Excavated material would be reused on-site for fill where feasible to reduce demand on resources.


Construction

90 Any additional fill material required would be sourced from appropriately licensed facilities and/or other Roads and Maritime projects.


Construction

91 Waste minimisation

The following resource management hierarchy principles would be followed: • Avoid unnecessary resource consumption

as a priority. • Avoidance would be followed by resource

recovery (including reuse of materials, reprocessing, and recycling and energy recovery).

• Disposal would be undertaken as a last resort (in accordance with the Waste Avoidance and Resource Recovery Act 2001).


Construction

92 Management of green waste

Cleared weed-free vegetation would be chipped and reused on-site as part of the proposed landscaping and to stabilise disturbed soils where possible.


Construction



93 Spoil management

Excess excavated material would be disposed of at an appropriate facility or reused appropriately for fill on the proposal site.


Construction

94 Excess soil requiring waste disposal would first be assessed against the Waste Classification Guidelines- Part 1: Classifying Waste (DECCW, 2009). Soil samples would be taken from stockpiled material and analysed. Transportation would be undertaken by a licensed contractor capable of transporting the waste and waste would be disposed of to an appropriately licensed waste facility with supporting waste classification documentation.


Construction

95 Waste management

Garbage receptacles would be provided and recycling of materials encouraged. Rubbish would be transported to an appropriate waste disposal facility.


Construction

96 All wastes would be managed in accordance with the POEO Act.


Construction

97 Portable toilets would be provided for construction workers and would be managed by the service provider to ensure the appropriate disposal of sewage.


Construction

98 Noxious weeds removed during work would be managed in accordance with the Department of Primary Industries’ requirements that relate to its classification status.


Construction

99 Site inductions would occur and be recorded by a Site Supervisor to ensure staff are aware of waste disposal protocols.


Construction

100 Wastewater contamination of soils and water

A dedicated concrete washout facility would be provided during construction so that run-off from the washing of concrete machinery and equipment can be collected and disposed of at an appropriate waste facility.


Construction

Hazards and risks

101 Risk Management

Emergency response plans would be incorporated into the construction environmental management plan including a flood evacuation plan.



102 A pollution incident response management plan would be developed and implemented in accordance with the POEO Act requirements. The plan would form a sub-plan within the construction environmental management plan.





Climate change and greenhouse gases

103 Climate change impacts on the proposal

Detailed design would take into consideration the potential effect of climate change on the proposal, including flooding and drainage requirements in accordance with Roads and Maritime Service’ s Climate Change Plan.

Roads and Maritime

Pre-construction

104 Greenhouse gas emissions

The use of alternative fuels and power sources for construction plant and equipment would be investigated and implemented, where appropriate.


Pre-construction

105 The energy efficiency and related carbon emissions would be considered in the selection of vehicle and plant equipment.


Pre-construction

106 Greenhouse gas emissions

Materials would be delivered as full loads and local suppliers would be used where possible.


Construction

107 Construction equipment, plant and vehicles would be appropriately sized for the task.


Construction

108 Equipment would be serviced frequently to ensure they are operating efficiently.


Construction

109 Vehicles and machinery would not be left idling when not in use.


Construction

110 Clearing of vegetation would be minimised where possible.


Construction

Cumulative impacts

111 Cumulative impacts

Ongoing coordination and consultation would be undertaken with North West Rail Link and QIC to ensure cumulative noise and traffic impacts are appropriately assessed and managed.


Detailed design and construction

112 Cumulative impacts

The construction environmental management plan would be revised to consider potential cumulative impacts from surrounding development activities as they become known.


Pre-construction

113 Cumulative traffic and access impacts

The traffic management plan would be prepared in consultation with the Transport Management Centre and The Hills Shire Council to minimise potential cumulative impacts on traffic and access.


Pre-construction

114 Night work An ‘out of hours work procedure’ would be prepared as part of the construction noise and vibration management plan for the proposal in accordance with the requirements of the Interim Construction Noise Guideline (DECC, 2009) and the Roads and Maritime Services’ Environmental Noise Management Manual Practice (RTA, 2001a) and would consider the cumulative impact from other construction activities occurring in the vicinity of the proposal.


Construction


7.3 Licensing and approvals

No additional licences or approvals are required for the proposal.


8. Conclusion This section provides the justification for the proposal taking into account its biophysical, social and economic impacts, the suitability of the site and whether or not the proposal is in the public interest. The proposal is also considered in the context of the principles of ecologically sustainable development as defined in Schedule 2 of the Environmental Planning and Assessment Regulation 2000.

8.1 Justification

The proposal is considered to be consistent with a number of national, State and local strategies and plans, including:

NSW 2021: A plan to make NSW number one.

Metropolitan Plan for Sydney 2036.

Metropolitan Transport Plan: Connecting the City of Cities.

Draft North West Subregional Strategy.

NSW Long Term Transport Master Plan.

State Infrastructure Strategy 2012-2032.

National Road Safety Strategy 2011-2020.

NSW Bike Plan.

North West Rail Link Corridor Strategy.

The Hills 2026 Community Strategy Direction.

The Hills Shire Council’s Road and Traffic Blueprint.

The proposal is considered to be justified as it would:

Address congestion issues on Showground Road leading to improved efficiency and travel times.

Improve intersection performance.

Improve road safety for all road users.

Provide pedestrian and cyclist facilities.

Fulfil the requirements of the Voluntary Planning Agreement between QIC, Roads and Maritime and The Hills Shire Council.

While there would be some environmental impacts as a consequence of the proposal, they have been avoided or minimised wherever possible through design and site-specific safeguards summarised in section 7. The beneficial effects listed in section 6.17 are considered to outweigh the mostly temporary adverse impacts and risks associated with the proposal (refer section 6.18).


8.2 Objects of the Environmental Planning and Assessment Act 1979

Table 8.1 provides a summary of the proposal against the objects of the EP&A Act.

Table 8.1 Objects of the EP&A Act

Object Comment

5(a) (i) To encourage the proper management, development and conservation of natural and artificial resources, including agricultural land, natural areas, forests, minerals, water, cities, towns and villages for the purpose of promoting the social and economic welfare of the community and a better environment.

The proposal is needed to address identified congestion and safety issues on Showground Road. A number of mitigation measures would be implemented to minimise any environmental impacts associated with the proposal.

5(a) (ii) To encourage the promotion and co-ordination of the orderly economic use and development of land.

The proposal would reduce congestion on Showground Road improving travel times and catering for likely future traffic growth in the area. It would provide for future growth and development in Castle Hill centre, and fulfil the requirements of the Voluntary Planning Agreement in relation to the expansion of Castle Towers.

5(a) (iii) To encourage the protection, provision and co-ordination of communication and utility services.

Some utilities would need to be relocated or protected during construction. The management of utilities is considered in section 3.5.

5(a) (iv) To encourage the provision of land for public purposes.

The proposal involves work for the purpose of a road, which is for a public purpose. It would also include a shared path on the northern side of the Showground Road that would be used by the public.

5(a) (v) To encourage the provision and co-ordination of community services and facilities.

The proposal involves work for the purpose of a road and would not impact on any community services or facilities. During construction, potential noise impacts may be experienced at sensitive receivers, however these would be minimised through the implementation of safeguards and management measures outlined in section 6.3.4. The proposal would benefit the community by providing an upgraded road, reducing current congestion and improving travel times and safety.

5(a)(vi) To encourage the protection of the environment, including the protection and conservation of native animals and plants, including threatened species, populations and ecological communities, and their habitats.

Construction of the proposal would require the clearing or permanent modification of existing vegetation (mainly grass and landscaping). The potential impacts on vegetation, threatened species, population and ecological communities are discussed in section 6.6. The proposal would be designed to minimise the potential for impacts to significant street trees.

5(a) (vii) To encourage ecologically sustainable development.

Ecologically sustainable development is considered in section 8.2.

5(a) (viii) To encourage the provision and maintenance of affordable housing.

Not relevant to the proposal.

5(b) To promote the sharing of the responsibility for environmental planning between different levels of government in the State.

Not relevant to the proposal.


Object Comment

5(c) To provide increased opportunity for public involvement and participation in environmental planning and assessment.

Consultation with the community and relevant government agencies was undertaken during the development of the proposal. The REF would be placed on public display providing further opportunities for comments. Details of this consultation can be found in section 5.

An objective of the EP&A Act is to encourage ecologically sustainable development. The principles of ecologically sustainable development have been considered throughout development of the proposal and are considered further below.

8.2.1 The precautionary principle

This principle states “if there are threats of serious or irreversible damage, lack of scientific certainty should not be used as a reason for postponing measures to prevent environmental degradation”.

Evaluation and assessment of alternative options have aimed to reduce the risk of serious and irreversible impacts on the environment. Stakeholder consultation considered issues raised by stakeholders and a range of specialist studies were undertaken for key issues to provide accurate and impartial information to assist in the evaluation of options.

The concept design has sought to minimise impacts on the amenity of the study area while maintaining engineering feasibility and safety for all road users. A number of safeguards have been proposed to minimise potential impacts. These safeguards would be implemented during construction and operation of the proposal. No safeguards have been postponed as a result of lack of scientific certainty.

A construction environment management plan would be prepared before construction starts. This requirement would ensure the proposal achieves a high-level of environmental performance. No mitigation measures or management mechanisms would be postponed as a result of a lack of information.

8.2.2 Intergenerational equity

The principle states, ‘the present generation should ensure that the health, diversity and productivity of the environment is maintained or enhanced for the benefit of future generations’.

The proposal would not result in any impacts that are likely to adversely impact on the health, diversity or productivity of the environment for future generations. The proposal would benefit future generations by ensuring road safety is improved, with this being a positive benefit for all road users.

Should the proposal not proceed, the principle of intergenerational equity may be compromised, as future generations would inherit a lower level of service associated with Showground Road. Travel times and public safety may be affected by future traffic incidents within the corridor.

8.2.3 Conservation of biological diversity and ecological integrity

This principle states the ‘diversity of genes, species, populations and communities, as well as the ecosystems and habitats to which they belong, must be maintained and improved to ensure their survival.

The environment in which the proposal would be undertaken is a highly modified urban environment. However, a thorough assessment of the existing local environment was undertaken


to identify and manage any potential impacts of the proposal on local biodiversity. Specific design efforts have been taken to minimise impacts upon locally significant vegetation.

The proposal would not have a significant impact on biological diversity and ecological integrity. A biodiversity assessment and appropriate site-specific safeguards are provided in section 6.6.

8.2.4 Improved valuation, pricing and incentive mechanisms

This principle requires ‘costs to the environment should be factored into the economic costs of a project’.

The REF has examined the environmental consequences of the proposal and identified mitigation measures to manage the potential for adverse impacts. The requirement to implement these mitigation measures would result in an economic cost to Roads and Maritime. The implementation of mitigation measures would increase both the capital and operating costs of the proposal. This signifies that environmental resources have been given appropriate valuation.

The concept design has been developed with an objective of minimising potential impacts on the surrounding environment. This indicates that the proposal is being developed with an environmental objective in mind.

8.3 Conclusion

The proposal involves upgrading about 1.5 kilometres of Showground Road, between Carrington Road and Old Northern Road from a two-lane partially divided carriageway to a four-lane divided carriageway. The proposal also includes modifications to existing intersections, bus priority measures in the eastbound direction, upgrades to drainage, relocation of services and new pathways for pedestrians and cyclists to integrate with the surrounding network.

The proposal is subject to assessment under Part 5 of the EP&A Act. The REF has examined and taken into account to the fullest extent possible all matters affecting or likely to affect the environment by reason of the proposed activity. A number of potential environmental impacts from the proposal have been avoided or reduced during the options assessment and concept design process. The proposal as described in the REF best meets the proposal objectives. However, it would still result in some potential impacts. These would be mainly short-term and temporary, and associated with construction, including potential traffic and access disruptions, noise and vibration impacts, potential impacts on non-Aboriginal heritage items and loss of on-street parking.

The mitigation measures detailed in this REF would ameliorate or minimise these potential impacts. The proposal would also reduce travel times and congestion, improve safety for road users, improve driving conditions and intersection performance, provide pedestrian and cyclist facilities and improve stormwater drainage. On balance the proposal is considered justified.

The environmental impacts of the proposal are not likely to be significant and therefore it is not necessary for an environmental impact statement to be prepared and approval sought for the proposal from the Minister for Planning and Infrastructure under Part 5.1 of the EP&A Act. The proposal is unlikely to affect threatened species, populations or ecological communities or their habitats, within the meaning of the TSC Act or FM Act and therefore a species impact statement is not required. The proposal is also unlikely to affect Commonwealth land or have an impact on any matters of national environmental significance. Therefore, a referral to the Australian Government Department of the Environment is not required.


References Australian Bureau of Statistics (ABS) 2011, 2011 Census Data, Australian Bureau of Statistics.

Bannerman and Hazelton, 1990, Soils Landscapes of Penrith 1:100,000 Sheet.

Commonwealth Scientific and Industrial Research Organisation, Australian Soil Resource Information System (ASRIS). Accessed 2 October 2013: http://www.asris.csiro.au/.

Department of Environment and Climate (DEC) 2006, Assessing Vibration: A technical guideline.

Department of Environment and Climate Change (DECC), 2008, Volume 2D Main Road Construction in Managing Urban Stormwater: Soils and Construction, DECC in association with the Sydney Metropolitan Catchment Authority.

Department of Environment and Climate Change (DECC), 2009, Interim Construction Noise Guideline, DECC, Sydney.

Department of Environment, Climate Change and Water (DECCW), 2009, Waste Classification Guidelines. DECCW, Sydney.

Department of Environment, Climate Change and Water (DECCW), 2010, NSW Climate Impact Profile. DECCW, Sydney.

Department of Environment, Climate Change and Water (DECCW), 2011, Road Noise Policy, DECCW, Sydney.

Department of Planning, 2007, Draft North West Subregional Strategy, NSW Government, Sydney.

German Standards, 1999, Structural Vibration Part 3: Effects of vibration on structures, DIN 4150-3 -1999, German Standards.

Hawkesbury-Nepean Catchment Management Authority, 2013, Cattai Creek Subcatchment Summary. Accessed November 2013: http://www.hn.cma.nsw.gov.au/multiversions/ 3402/FileName/Vol2_Cattai%2019-21.pdf.

Landcom, 2004, Managing Urban Stormwater: Soils and Construction, Volume 1, 4th Edition.

NSW Transport and Infrastructure, 2010, Metropolitan Transport Plan: connecting the city of cities, NSW Government, Sydney.

Office of Environment and Heritage, 2013, NSW Natural Resource Atlas website. Accessed May 2013: http://www.nratlas.nsw.gov.au.

Roads and Maritime, 2013, Environmental Impact Assessment Practice Note: Guideline for Landscape Character and Visual Impact Assessment.

Roads and Traffic Authority (RTA), 2001, Environmental Noise Management Manual.

Roads and Traffic Authority (RTA), 2011, Draft Stockpile Site Management Procedures.

Roads and Traffic Authority (RTA), Roads and Traffic Control at Work Sites 2010.

Roads and Traffic Authority (RTA), 2007, Preliminary Urban Design Investigation, February 2007.

The Hills Shire Council, 2013, The Hills Shire Council website. Accessed: November 2013: http://www.thehills.nsw.gov.au/Air-Quality.html.

The Hills Shire Council, 2014, The Hills Shire Council Water Quality testing Results 2006-2013. Accessed February 2014: http://www.thehills.nsw.gov.au.


Terms and acronyms used in this REF Term Definition

ARI The average recurrence interval (ARI) is a measure of the rarity of a rainfall event and is the average, or expected, value of the periods between exceedances of a given rainfall total accumulated over a given duration.

DPI Department of Primary Industries.

EP&A Act Environmental Planning and Assessment Act 1979 (NSW). Provides the legislative framework for land use planning and development assessment in NSW.

EPBC Act Environment Protection and Biodiversity Conservation Act 1999 (Commonwealth). Provides for the protection of the environment, especially matters of national environmental significance, and provides a national assessment and approvals process.

FM Act Fisheries Management Act 1994 (NSW).

GHD GHD Pty Ltd.

ISEPP State Environmental Planning Policy (Infrastructure) 2007.

LEP Local Environmental Plan. A type of planning instrument made under Part 3 of the EP&A Act.

LoS The level of service is the standard measure used to assess the operational performance of the network and intersections. There are six levels of service from LoS A to LoS F, with LoS A representing the best performance and LoS F the worst.

NCA Noise catchment area.

Proposal site The area that would be directly impacted by the proposal.

QIC Queensland Investment Corporation.

REF Review of environmental factors

RTA NSW Roads and Traffic Authority which now forms part of Roads and Maritime.

RTA QA Specifications Specifications developed by Roads and Maritime for use with roadwork and bridgework contracts let by Roads and Maritime.

State Environmental Planning Policy

A type of planning instrument made under Part 3 of the EP&A Act.

TSC Act Threatened Species Conservation Act 1995 (NSW).

Appendices

Appendix A Concept design plans

WA

LK

WA

Y

EP

EP

EP

EP

EP

EP

SS

SS

1326

107.

292

4044

104.

394

ST31

107.

044

ST32

104.

875

WH

WH

WH

SLH

THE HILLS SHIRE COUNCIL

WA

LK

WA

Y

BUS ZONE

EXISTING FOOTPATH

TIES INTO

SCALES

0 10 20 30 40 50

SCALE 1:1000m

PR

OD

UC

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FIL

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AT

H:

PE

N T

AB

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9:4

1:3

0 A

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REFERENCE NUMBER

DESIGN CONTROL

LINE

MC00PENNANT HILLS

TO WESTVAR.

3.3

3.3

3.3

3.8

LEGEND

CONCEPT DESIGN

SURVEY

SURVEY BOUNDARIES

DRIVEWAY ADJUSTMENT

CONCRETE PAVEMENT

EXISTING

SHOULDER PAVEMENT

EXISTING

REF_SK01

DENTAL CENTRE

PAEDIATRIC

SMILEGROUP

HABITAT FEATURE

HERITAGE ITEMEJ

B

EC

?

BUS

BUS

TSP

TSP

TSP

TSC

WH

WH

WH

WH

WH

WH

WHWH

2 / DP2605881 / DP260588

111 / DP250610 110 / DP250610

4 / DP258093

3 / DP258093 2 / DP258093 1 / DP258093

213 / DP597104 133 / DP255043

132 / DP255043 131 / DP255043

1 / DP135696

163 / DP597071136 / DP246101

137 / DP246101138 / DP246101 139 / DP246101

1 / DP564968

109 / DP250610

101 / DP617912

3 / DP578072 2 / DP578072

1 / DP578072

9 / DP249837

140 / DP246101

0.0

00

20.0

00

40.0

00

60.0

00

80.0

00

100.0

00

120.0

00

140.0

00

160.0

00

180.0

00

200.0

00

220.0

00

240.0

00

260.0

00

117.4

63 T

P

134.8

70 T

P

251.3

18 T

P

47.5

24 T

P

FROM KELLYVILLE

WO

RK

S

SH

AR

ED P

AT

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LIM

IT O

FLIM

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FOOTPATH W

ORKS

LIMIT O

F

3.3

3.3

3.3

3.8

VAR.

VAR.

NOTES

4. Pavement marking and sign posting to be in accordance with the RMS specification.

3. Kerbside lane widths include the width of the gutter.

2. All measurements are in metres unless otherwise shown.

1. All work to be carried out in accordance with current RMS and Australian Standards unless otherwise stated.

MR157

SHOWGROUND ROAD

WORKS

PAVEMENT

ADJ

OIN

S R

EF_S

K02

CA

RRIN

GT

ON R

OA

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EP

EP

EP

EP

EP EP

EP

EP

EP

EP

EP

EPEP

EP

EP

DP

DH

SS

SS1326

107.

292

1327

109.

159

ST27

106.

178

ST28

109.

481

ST29

108.

809

ST31

107.

044

WH

WH

WH

WH

LEGEND

CONCEPT DESIGN

SURVEY

SURVEY BOUNDARIES

DRIVEWAY ADJUSTMENT

CONCRETE PAVEMENT

EXISTING

SHOULDER PAVEMENT

EXISTING

HABITAT FEATURE

REMNANT BLUE GUM

HERITAGE ITEM

HILLS

PENNANT

TO WEST

AAACOM.PTY.LTD

BUS SHELTER

BUS STOPFOOTPATH

EXISTING

TIES INTO

REMNANT BLACKBUTT

REGENERATING TURPENTINE

WA

LK

WA

Y

DENTIST

CUSTOM SMILES

SCALES

0 10 20 30 40 50

SCALE 1:1000m

PR

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REFERENCE NUMBER

REF_SK02

50

EP

EP

EP

EP

EP

EP

EP

EP

EP

EP

EP

BPBP

BP

BP

DHNA

NA

TC

TSP

TSP

TSP

TSP

TSPTS

P

WHWH

WH

WH

WH

WH

2 / DP578072 1 / DP578072

9 / DP249837

140 / DP246101

101 / DP777039 1 / DP246981

11 / DP24983710 / DP24983713 / DP249837 14 / DP249837 15 / DP249837 16 / DP249837 17 / DP249837 18 / DP249837

41 / DP24698142 / DP24698143 / DP2469812 / DP2469811 / DP559872X / DP406454 13 / DP246630 14 / DP246630 15 / DP246630

21 / DP249837

20 / DP24983719 / DP249837

260.0

00

280.0

00

300.0

00

320.0

00

340.0

00

360.0

00

380.0

00

400.0

00

420.0

00

440.0

00

460.0

00

480.0

00

500.0

00

520.0

00

540.0

00

560.0

00

580.0

00

600.0

00251.3

18 T

P

NOTES





ADJ

OIN

S R

EF_S

K01

KELLYVILLE

FROM

ADJ

OIN

S R

EF_S

K03

3.3

3.3

3.3

3.8

3.15

WORKS

LIMIT OF

3.3

3.3

3.15

VAR.

3.3

3.3

VAR.

3.3

3.3

3.3

3.3

3.9

3.15

3.15MR157 SHOWGROUND ROAD

DESIGN CONTROL LINE MC00

BRIT

AN

NIA R

OA

D

EP EP

EP

EP

EP

EP

EP

EP

EP

EP

EPEP

EP

EP

EPEP

EP

EP EPEP

EP

EP

EP

EP

EP

EP EPEP

DH

SS

SS

1336

112.7

32

ST23

112.7

42

ST24

112.0

89

ST25

109.

950

ST26

116.5

77

ST37

113.17

4

TSC

TSCTSC

WH

WHWHWHWH

WHWH

WH

SLH

SLHSLH

SCALES

0 10 20 30 40 50

SCALE 1:1000m

TM

50

EP

EP

EP

EP

EP EP

EP

EP

EP EP EP

EP EP

EP

EP EP EP

?

?

??????

BP BPBPBP BP

BP BP

BP

BPBPBP BP

BP

DH

DH

DH

DH

DH

DH

DH

DHDH

DH

DH

DH

DH

DHNA

NANA

BUS

BUS

TDP

TSP

TSP

TSP

TSP

TSP

TSP

TSP

TSP

TSC

WH

WH

WHW

HW

HW

HW

H

BUSES

EXCEPTED

600.0

00

620.0

00

640.0

00

660.0

00

680.0

00

700.0

00

720.0

00

740.0

00

760.0

00

780.0

00

800.0

00

820.0

00

840.0

00

860.0

00

880.0

00

900.0

00

920.0

00

940.0

00

LEGEND

CONCEPT DESIGN

SURVEY

SURVEY BOUNDARIES

DRIVEWAY ADJUSTMENT

CONCRETE PAVEMENT

EXISTING

SHOULDER PAVEMENT

EXISTING

HABITAT FEATURE

REMNANT BLUE GUM

HERITAGE ITEM

REMNANT BLACKBUTT

REGENERATING TURPENTINE

3.3

3.3

3.3

3.3

3.9

3.15

3.15

14 / DP246630 15 / DP246630

21 / DP24983720 / DP249837

KELLYVILLE

FROM

ADJ

OIN

S R

EF_S

K02

REFERENCE NUMBER

1 / DP3928681 / DP124531 3 / DP392868 3 / DP3095102 / DP3095101 / DP309510

22 / DP249837

23 / DP249837

202 / DP551843

HEALTH

SIVANNAMEDIAN

SLOTTED

3.15

3.3

3.3

3.9

3.3

3.3

3.15

/ SP42485 / SP41155 11 / DP2624112 / DP26241X / DP40578810 / DP719944 / SP58491

2 / DP272231 / DP844028

2 / DP844028 100 / DP839840

101 / DP839840

1 / DP135768102 / DP841648

101 / DP841648

2 / DP207142

9 / DP502963

BUS ZONE

BUS ZONE

3.15

3.3

3.3

3.9

3.3

3.3

3.15

1 / DP203728 2 / DP203728

X / DP400444

6 / DP2170565 / DP21705611 / DP50296310 / DP502963

NOTES

ADJ

OIN

S R

EF_S

K04

MR157 SHOWGROUND ROAD

CE

CIL A

VE

NU

E

WORKS

LIMIT OF

FOOTPATH

EXISTING

TIES INTO

SURGERY

COLORECTAL

HILLS

RO

WA

LL

AN A

VE

NU

E

SOLICITORS

& Co.

ROWLANDSONDENTIST

SMILES

CUSTOM

DESIGN CONTROL LINE MC00

CENTRE

CARE

CHILD

CASTLE

ANGEL’S

HILLS

PENNANT

TO WEST

FOOTPATH

TIES INTO EXISTING

PR

OD

UC

ED:

FIL

E P

AT

H:

PE

N T

AB

LE:

PL

OT D

RIV

ER:

d:\data\B

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Space\Sta

ndards\plotdrv\P

DF-F

ull.pltcfg

d:\data\B

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ork

Space\Sta

ndards\tables\p

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EX

T_S

UB

STIT

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5. For traffic signal control details refer drawing 0157.031.VV.2729.




unless otherwise stated.

1. All work to be carried out in accordance with current RMS and Australian Standards

REF_SK03

COUNCIL NETWORK TO THE NORTH

CONNECTS INTO EXISTING

DRAINAGE NETWORK

PROPOSED STORMWATER

PAVEMENT WORKS

LIMIT OF PERMANENT

FOOTPATH

TIES INTO EXISTING

EP

EP

EP

EP

EP EP

EP

EP

EP

EP

EP

EP

EP

EP EP

EPEP

EP EPEP

DP

DH DH

DHDH

7220

125.

842

ST16

132.

136

ST17

125.

842

ST19

127.

582

ST20

130.

912

ST21

119.7

54

ST22

119.4

10

WH

WH

WHWH

WH

WH

WHWHWH

WH

WH

WH

WH

WH

WH

R2-14 (L)

SCALES

0 10 20 30 40 50

SCALE 1:1000m

50

50EP EP

EP

EP EP

EP EP EPEP EPEP

EP

EP

EFP

EJB

ECEC

?

?

?

?

DH

BUS

BUS

TC

TC

TDP

WH

WHW

HW

HWH

WH

WH

WH

WH

BUS

ONLY

EXCEPTED

BUSES

940.0

00

960.0

00

980.0

00

1000.0

00

1020.0

00

1040.0

00

1060.0

00

1080.0

00

1100.0

00

1120.0

00

1140.0

00

1160.0

00

1180.0

00

1200.0

00

1220.0

00

1240.0

00

1260.0

00

1280.0

00

ADJ

OIN

S R

EF_S

K03

ADJ

OIN

S R

EF_S

K05

2 / DP203728 X / DP400444 3 / DP28135

4 / DP28135

5 / DP28135

1 / DP135681A / DP26438

52 / DP864273

6 / DP2170565 / DP217056

3.15

3.3

3.3

3.0

3.3

3.3

3.0

CHURCH

WESLEY

CHERITON

ZONE

SUBSTATION

Y / DP417765 X / DP417765

36 / DP663868

/ SP67875

9 / DP8709682 / DP1035768

9 / DP281358 / DP28135

1 / DP135596

2 / DP135596

3 / DP135596

4 / DP135596

7 / DP281351 / DP840031

EXISTING VMS

(SEE NOTE 6.)

3.3 3.3 3.3 3.33.33.3 4.02.4

FOOTPATH

EXISTING

TIES INTOFOOTPATH

EXISTING

TIES INTO

CASTLE HILL

BAPTIST CHURCH

DP135596

5

DP135596

6DP135596

7

DP135596

8

DP135596

9

/ SP62655 21 / DP845898

6 / DP8709688 / DP870968

/ SP63916

EXISTING FOOTPATH

TIES INTO

LEGEND

CONCEPT DESIGN

SURVEY

SURVEY BOUNDARIES

CONCRETE PAVEMENT

EXISTING

SHOULDER PAVEMENT

EXISTING

HABITAT FEATURE

REMNANT BLUE GUM

HERITAGE ITEM

DRIVEWAY ADJUSTMENT

NOTES

to tie in with RMS limit of works.

6. QIC development shown in green to be amended by QIC designers

5. Saw cut existing VMS concrete apron to suit proposesd kerb line.




unless otherwise stated.

1. All work to be carried out in accordance with current RMS and Australian Standards

PRACTITIONERS

MEDICAL

& NG M.P

LEE C.C.

CLINIC

SENSE

SKIN

KELLYVILLE

FROM

HILLS

PENNANT

TO WESTMR157 SHOWGROUND ROADDESIGN CONTROL LINE MC00

(SEE NOTE 5.)

BARRIER

HALF TYPE ’F’

PROPOSED

OF WORKS

LIMIT

REMOVED

TO BE

TREE

EXISTING

PR

OD

UC

ED:

FIL

E P

AT

H:

PE

N T

AB

LE:

PL

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Space\Sta

ndards\plotdrv\P

DF-F

ull.pltcfg

d:\data\B

entley\W

ork

Space\Sta

ndards\tables\p

en\T

EX

T_S

UB

STIT

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K:\

Desig

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h 0

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10:0

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REFERENCE NUMBER

KE

NT

WE

LL A

VE

NU

E

33 / DP221044

(300mm - 500mm)

RETAINING WALL

(600mm - 800mm)

RETAINING WALL

WORKS

OF

LIMIT

PURPOSES

FOR DRAINAGE

PAINTED MEDIAN

DIRECTIONAL SIGN TO REPLACE EXISTING

NEW TYPE 12 CANTILEVERED

3.15

3.3

3.3

3.9

3.3

3.3

3.15

3.15

3.3

3.3

6.9

3.3

3.5

CH

ERIT

ON A

VE

NU

E

REF_SK04

EP

DP

DH

DHDH

DH

DH

DH

DH

DH

DH DH

SS

TPL

TB

TB

TB

TB

TB

TB

TB

TB

TBTB TB

TB

TB

TB TBTBTB

BIN

BIN

128.

173

IN

ST10

137.

012

ST11

139.

152

ST12

134.

176

ST14

129.

848

ST15

131.0

74

ST16

132.

136

ST18

129.

916

TSC

TSC

TSC

TSC

TSC

TSC

TSCTSC

TSC

TSC

TSC

TSC

TSC

TSC

WHWH

WH

WH

VAR

3.3

3.1

3.1

3.3

VAR

PE

NN

AN

T HIL

LS

TO W

ES

T

ACCESS

McDONALD’S

EXISTING

MC00

R2-14 (L)

PENNANT ST

NO ACCESS TO

KELLYVILLE

FROM

3.15

3.3

3.3

3.3

3.5

3.8

3.3

McDONALD’S

RESTAURANT

CASTLE HILL

BAPTIST CHURCH

6.9

TO BE REMOVED

EXISTING TREE

HIL

LS

BA

UL

KH

AM

FR

OM

KERB

KLEMMFIX

250mm WIDE

SCALES

0 10 20 30 40 50

SCALE 1:1000m

SCALES

0 10 20 30 40 50

SCALE 1:1000m

LINEDESIGN CONTROL

50

50

EP

EGL

EGL

EGL

EGL

EGL

EGL

EGL

EGL

EJB

EJB

EJB

EJB

EJB

EJBEJB

EJB

EJB

EJB

EJB

EJB

EJB

EJB

EJBEJB

?

?

?

?

?

?

DH

BIN

BIN

BINBIN

TDP

TSC

TSC

WH

WH

WH

WH

WH

WH

WH

WH

WH

1280.0

00

1300.0

00

1320.0

00

1340.0

00

1360.0

00

1380.0

00

1400.0

00

1420.0

00

1440.0

00

1460.0

00

1398.6

02 T

P

1428.1

39 T

P

1433.2

24 T

P

1462.6

14 T

P

1471.5

43 T

P

ADJ

OIN

S R

EF_S

K04 TO BE RETAINED

EXISTING KERB

LIMIT OF WORKS

WORKS

PAVEMENT

LIMIT OF

WORKS

PAVEMENT

LIMIT OF

NOTES

PE

NN

AN

T S

TR

EE

T

CONCEPT DESIGN

SURVEY

SURVEY BOUNDARIES

CONCRETE PAVEMENT

EXISTING

SHOULDER PAVEMENT

EXISTING

HABITAT FEATURE

REMNANT BLUE GUM

HERITAGE ITEM

DRIVEWAY ADJUSTMENT

LEGEND

LIM

IT O

F W

OR

KS

AV

EN

UE

BA

RW

ELL

MR

160 O

LD N

OR

TH

ER

NR

OA

D







PR

OD

UC

ED:

FIL

E P

AT

H:

PE

N T

AB

LE:

PL

OT D

RIV

ER:

d:\data\B

entley\W

ork

Space\Sta

ndards\plotdrv\P

DF-F

ull.pltcfg

d:\data\B

entley\W

ork

Space\Sta

ndards\tables\p

en\T

EX

T_S

UB

STIT

UTIO

NS_F

OR_

CO

LO

UR.tbl

K:\

Desig

n\p

ds6\D

S2013_000926_Sho

wgro

und R

d\Dra

win

gs\R

EF Dra

win

gs\R

EF_Sketc

h 0

05.d

gn

3/0

2/2

014

AT

10:0

1:3

6 A

MU

SE

R: tiricovr

REFERENCE NUMBER

SEE NOTE 5.NOTE 6.

SEE

MR157 SHOWGROUND ROAD

REF_SK05

Appendix B Consideration of Clause 228(2) factors and matters of national environmental significance

Clause 228(2) checklist In addition to the requirements of the Is an EIS required? guideline as detailed in the REF, the following factors, listed in Clause 228 (2) of the Environmental Planning and Assessment Regulation have also been considered to assess the likely impacts of the proposal on the natural and built environment.

Consideration of Clause 228(2) factors

Factor Impact

a. Any environmental impact on a community?

Construction of the proposal would result in negative traffic and noise impacts to the local community for the duration of construction as discussed in section 6. Potential traffic impacts include an increase in the volume of heavy vehicles, disruptions to access and local traffic changes. Construction noise impacts would be managed by adopting feasible and reasonable noise management measures identified in the Interim Construction Noise Guideline (DECC, 2009) in order to reduce noise levels as much as practicable during construction.

Long-term positive impacts would include an increase in the road capacity, improved safety and congestion for all road users.

Short-term minor negative

Long-term minor positive

b. Any transformation of a locality?

The proposal would be located within an existing road corridor and would result in a minor transformation of the locality.

Visual impacts of the proposal on the locality would be reduced through the implementation of safeguards and management measures outlined in section 6.9.3.

Neutral

c. Any environmental impact on the ecosystems of the locality?

The proposal would remove and/or impact about 2.68 hectares of predominantly planted and exotic vegetation and up to six Blue Gums and one Turpentine. The study area comprises a highly modified, urban environment with limited fauna habitat values.

The proposal would have minimal impacts to flora and fauna during operation.

Long-term minor negative

d. Any reduction of the aesthetic, recreational, scientific or other environmental quality or value of a locality?

During construction, the proposal would result in a reduction in the aesthetic quality of the locality as a result of dust generation, noise, visual and traffic movements. These impacts would be minimised through implementation of the management measures and safeguards summarised in section 7.


Factor Impact

e. Any effect on a locality, place or building having aesthetic, anthropological, archaeological, architectural, cultural, historical, scientific or social significance or other special value for present or future generations?

The proposal would not impact on any Aboriginal heritage items. Impacts on non-Aboriginal heritage items would be minor and are not expected to be significant. Mitigation measures provided in section 6.8.3 would be implemented to minimised impacts on heritage items.

Neutral

f. Any impact on the habitat of protected fauna (within the meaning of the National Parks and Wildlife Act 1974)?

The proposal would remove and/or impact about 2.68 hectares of predominantly planted and exotic vegetation. This includes the removal of one hollow-bearing tree and three habitat trees. Due to the modified and urban environment of the proposal site, the potential for protected species to use this area is reduced. The proposal would not result in a significant impact on protected fauna habitat.

Impacts on protected fauna habitat would further be minimised through the implementation of the safeguards and management measures in section 6.6.3.

Long-term minor negative

g. Any endangering of any species of animal, plant or other form of life, whether living on land, in water or in the air?

The proposal would remove and/or impact about 2.68 hectares of predominantly planted and exotic vegetation and would not result in the endangering of any flora or fauna species. Refer section 6.6.

Neutral

i. Any degradation of the quality of the environment?

Construction would also result in potential traffic , noise and air quality impacts. These impacts would be minimised through the implementation of safeguards outlined in section 7.1.

Construction activities have the potential to result in impacts to water quality as a result of pollutants such as sediment, soil nutrients, waste, and fuels and chemicals entering the stormwater system. Potential impacts to water quality would be managed with the implementation of controls provided in sections 6.4.3 and 6.5.3.


Long-term nil

j. Any risk to the safety of the environment?

There is potential for road safety to be decreased during construction due to altered traffic conditions and detours. Traffic management safeguards including the preparation of a traffic management plan, would address safety risks.

The proposal would improve safety for road users during operation by reducing congestion and queuing, improved intersections and pedestrian and cyclist facilities.

Short-term potential negative

Long-term moderate positive

k. Any reduction in the range of beneficial uses of the environment?

The proposal would not result in the reduction in the range of beneficial uses of any property.

During construction, minor traffic impacts due to an increase in heavy vehicle movements and interruptions to traffic flow would temporarily reduce the beneficial use of the local road network.


Factor Impact

l. Any pollution of the environment?

The proposal could potentially result in minor short-term water pollution from sediments, soil nutrients, waste, and spilt fuels and chemicals. Management of water quality impacts would be undertaken in accordance with the mitigation measures outlined in sections 6.4.3 and 6.5.3.

The proposal would result in minor short-term air pollution from plant and machinery and the generation of dust during construction. Management of air quality impacts would be undertaken in accordance with the mitigation measures outlined in 6.10.3.


m. Any environmental problems associated with the disposal of waste?

The proposal would involve the removal and disposal of asbestos waste which would be adequately managed in accordance with safeguards provided in sections 6.4.3 and 6.13.3. All other waste streams generated during construction are common and would pose no difficulty in their disposal. Waste would be recycled wherever possible.


n. Any increased demands on resources (natural or otherwise) that are, or are likely to become, in short supply?

All resources required for the proposal are readily available and are not in short supply.

Nil

o. Any cumulative environmental effect with other existing or likely future activities?

Temporary potential cumulative impacts may occur as a result of construction activities occurring simultaneously with the construction of Castle Towers, North West Rail Link and the Crane Road Precinct.

The long-term effect of upgrading Showground Road would have a positive cumulative impact on travel times, road safety and efficiency, facilitating the anticipated increase in traffic volumes as a result of future traffic predictions and population growth.


Long-term moderate positive

p. Any impact on coastal processes and coastal hazards, including those under projected climate change conditions?

The proposal is not located within a coastal area and therefore would not result in any impact on coastal processes and coastal hazards.

Nil

Matters of national environmental significance Under the environmental assessment provisions of the Environment Protection and Biodiversity Conservation Act 1999 the following matters of national environmental significance and impacts on Commonwealth land are required to be considered to assist in determining whether the proposal should be referred to the Australian Government Department of the Environment.

Consideration of matters of national environmental significance

Factor Impact

a. Any impact on a World Heritage property?

No. Two world heritage listed properties are located within a 10 kilometre radius buffer of the proposal site and would not be impacted by the proposal.

Nil

b. Any impact on a National Heritage place?

Four National Heritage places are identified within a 10 kilometre radius buffer of the proposal site. The proposal would not impact on any of these places.

Nil

c. Any impact on a wetland of international importance?

The proposal would not have any impact on a wetland of international importance. There are no wetlands of international importance within 10 kilometres of the proposal site.

Nil

d. Any impact on a listed threatened species or communities?

The proposal would not result in significant impacts on any threatened species or communities.

Nil

e. Any impacts on listed migratory species?

The proposal is considered unlikely to impact upon migratory species due to the lack of suitable habitat in the vicinity of the proposal.

Nil

d. Any impact on a Commonwealth marine area?

The proposal would not have any impact on a Commonwealth marine area.

Nil

g. Does the proposal involve a nuclear action (including uranium mining)?

The proposal does not involve a nuclear action.

Nil

. Additionally, any impact (direct or indirect) on Commonwealth land?

No. The proposal would not impact Commonwealth land.

Nil

6. Environmental assessment · Pennant Street is a two-way divided carriageway providing access to...

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