Lake Macquaire Transport
Interchange
Stage 1
Review of Environmental Factors
Document No. LMTI-REP-REF-001-02
For: Lake Macquarie City Council
JULY 2014
EXECUTIVE SUMMARY
The proposal
The Lake Macquarie Transport Interchange (LMTI) is strategically important for the Hunter
Region and is aimed at encouraging public transport use, reducing car dependency and
providing economic and community benefits to Lake Macquarie and the Lower Hunter.
The Glendale-Cardiff area is one of the largest employment zones in the region and
significant growth is predicted over the next 20 years. The LMTI project will service the
demand associated with this growth through improved transport links while achieving
improved environmental outcomes.
The LMTI comprises two parts:

Stage 1 being the road works and associated infrastructure, including a bridge over the
rail line (Pennant Street flyover bridge).

Stage 2 being the railway station and bus/passenger interchange facility.
This Review of Environmental Factors (REF) has been prepared to address the potential
impacts associated with Stage 1 of the LMTI.
Need for the proposal
The LMTI presents an opportunity to integrate a number of modes of transport which will
assist in unlocking the economic potential of the nearby industrial and commercial areas of
Glendale and Cardiff. The LMTI will be a cornerstone piece of infrastructure, which will
realise the vision of the Glendale area developing into a new regional centre. The LMTI will
encourage more investment in the area and support the intensification of land use
surrounding Glendale. The LMTI will provide a number of social benefits to the local
community including improved access to public transport, improved pedestrian and bicycle
connectivity and improvements in community, entertainment, sporting, recreation and retail
facilities.
Lake Macquarie City Council (LMCC) has obtained funding for a section of the LMTI which
demonstrates the commitment to this proposal at various levels of government. The proposal
is also needed to support the objectives of the regional and state strategic plans relevant to
the Lake Macquarie area.
Options considered
A number of options were considered during the concept development phase of the
proposal. Four options were considered as part of a Value Management Workshop
undertaken in May 2013. All options considered included the extension of Stockland Drive,
connection to Main Road, access to the Downer site and extension of Pennant Street over
the rail corridor.
Consideration of various criteria including impacts to heritage, ecology, stakeholders,
constructability and cost was undertaken as part of the workshop. The option which was
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adopted was scored highest against the proposal objectives and selected to progress to the
detailed design phase.
Statutory and planning framework
Clause 94 of State Environmental Planning Policy (Infrastructure) 2007 defines the proposal
as development that is permissible without consent. As such it is subject to assessment
under Part 5 of the Environmental Planning and Assessment Act 1979. Consideration has
been given to relevant environmental planning instruments and other potentially relevant
legislation. Consideration has also been given to the provisions of the Commonwealth
Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) and no
requirement for a referral under this Act was identified.
Community and stakeholder consultation
This REF and the Species Impact Statement will be placed on public exhibition for comment.
All submissions received will be reviewed and considered in the review and determination of
the REF. Ongoing consultation will also occur during the construction phase with contact
details of the contractor to be made publicly available. This will allow construction-related
issues to be raised and addressed. An information telephone number will also be
established.
Environmental impacts
Biodiversity
The study area has been subject to a number of ecological surveys in the past. These
surveys identified six threatened fauna species and two flora species within the locality. Tall
Alluvial Forest which comprises the Endangered Ecological Community River-flat Eucalypt
Forest on Coastal Floodplains of the NSW North Coast, Sydney Basin and South East
Corner Bioregions (RFEFCF) is also predominant in the area.
A Species Impact Statement (SIS) has been prepared based on the Director General’s
Requirements as provided by the Office of Environment and Heritage (OEH). The SIS
includes a biobanking assessment and calculation of potential offsets to minimise the impact
the LMTI may have on the local ecology. LMCC will comply with the OEH requirements.
Tests of significance were undertaken for those species that had been recorded in the area.
The assessments concluded there was a likely significant impact associated with the
Powerful Owl and the Squirrel Glider.
The assessment provided a number of ameliorative measures which if implemented would
mitigate the impact of the LMTI.
Noise and vibration
A quantitative assessment of the potential noise impacts on the nearest residents from
construction activities was undertaken. The assessment predicted likely impacts when
multiple plant and equipment were operating in proximity to residential areas. A number of
measures are recommended to minimise construction noise impacts where feasible.
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The noise assessment also determined the potential impact to nearby residents resulting
from the operation of the new road. The assessment recommended the provision of air
conditioning be incorporated into the design to ameliorate potential operational impacts to
affected residents. LMCC is liaising with the affected landowners in this regard.
Water quality
The construction of the new bridge over Winding Creek has the potential to impact on the
water quality. Risks are associated with accidental spillage of oils and fuels into the creek
and drainage lines during construction. Concrete, sediment and steel may also pass into the
creek if not secured. A soil and water management plan has been developed that details
specific actions to prevent accidental releases to the creek during construction.
The likelihood of material impacts on water quality during operation is considered low. The
drainage design provides for Gross Pollutant Traps (GPTs) to improve the quality of road
runoff. The proposed GPTs have some capacity to separate and store floating oil passing
through the drainage system.
Hazardous materials
The study area was subject to a preliminary environmental site assessment to determine the
likely presence of any hazardous or contaminated materials. The assessment identified
areas containing elevated contaminants, specifically heavy metals and hydrocarbons in the
existing sludge pond area on NSW Trains land. Asbestos containing material was also
identified on some of the NSW Trains land. Subsequently a detailed environmental site
assessment was undertaken to further delineate this material. There are a number of
measures that will be implemented during construction to manage this issue.
Aboriginal heritage
The area around Winding Creek has been identified as an area of potential archaeological
sensitivity. Protection measures and management recommendations for this site will be
managed under an Aboriginal Heritage Impact Permit (AHIP).
Justification and conclusion
The construction of the LMTI will improve connectivity in the Glendale area and improve
public transport, therefore reducing reliance on private vehicles. The LMTI is strategically
located to the heavy rail network, M1 Motorway, the Hunter Expressway and the Port of
Newcastle, therefore providing improved access to markets throughout the state.
Potential environmental impacts associated with the proposal have been identified. These
include construction and operation noise and vibration, biodiversity impacts, water quality
and traffic and Aboriginal heritage. Where possible, impacts have been minimised during
design development to limit the impact once works are complete. Management measures
have been identified to mitigate impacts during construction. On balance, the benefits
derived from proceeding with the proposal are considered to outweigh the potential impacts.
It is therefore considered justified.
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TABLE OF CONTENTS
1
2
3
4
Introduction ................................................................................................................. 1
1.1
Proposal identification ....................................................................................................... 1
1.2
Purpose of the report ........................................................................................................ 1
Need and options considered .................................................................................... 3
2.1
Strategic need for the proposal ......................................................................................... 3
2.2
Existing road and infrastructure ........................................................................................ 4
2.3
Proposal objectives ........................................................................................................... 5
2.4
Alternatives and options considered ................................................................................. 5
2.5
Preferred option ................................................................................................................ 9
2.6
Design refinements ........................................................................................................... 9
The proposal ............................................................................................................. 10
3.1
The proposal ................................................................................................................... 10
3.2
Design criteria ................................................................................................................. 11
3.3
Major design features ..................................................................................................... 11
3.4
Construction activities ..................................................................................................... 16
3.5
Ancillary facilities ............................................................................................................. 21
3.6
Public utility adjustments ................................................................................................. 22
3.7
Urban design and landscaping ....................................................................................... 25
3.8
Property acquisition ........................................................................................................ 25
Statutory planning framework ................................................................................. 26
4.1
5
6
State and environmental planning policies ..................................................................... 26
4.2
Local environment plans and strategies ......................................................................... 26
4.3
Other relevant legislation ................................................................................................ 27
4.4
Commonwealth legislation .............................................................................................. 30
4.5
Confirmation of statutory position ................................................................................... 30
Stakeholder and community consultation .............................................................. 31
5.1
Consultation strategy ...................................................................................................... 31
5.2
Community involvement .................................................................................................. 31
5.3
Aboriginal stakeholders ................................................................................................... 31
5.4
ISEPP consultation ......................................................................................................... 32
5.5
Government and stakeholder involvement ..................................................................... 32
Environmental assessment ...................................................................................... 36
6.1
Biodiversity ...................................................................................................................... 36
6.2
Traffic and access ........................................................................................................... 45
6.3
Noise and vibration ......................................................................................................... 49
6.4
Hydrology ........................................................................................................................ 57
6.5
Water quality ................................................................................................................... 60
6.6
Soils and geology ............................................................................................................ 62
6.7
Hazardous materials ....................................................................................................... 63
6.8
Aboriginal heritage .......................................................................................................... 68
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6.9
Non-Aboriginal heritage .................................................................................................. 72
6.10
Socio economic and land use ......................................................................................... 75
6.11
Air quality ........................................................................................................................ 78
6.12
Waste management and resource efficiency .................................................................. 79
6.13
Summary of beneficial effects ......................................................................................... 80
6.14
Summary of adverse effects ........................................................................................... 80
6.15
Cumulative impacts ......................................................................................................... 80
7
Environmental management .................................................................................... 82
8
Conclusion ................................................................................................................ 90
8.1
Justification ..................................................................................................................... 90
8.2
Ecologically sustainable development ............................................................................ 91
8.3
Conclusion ...................................................................................................................... 92
9
Certification ............................................................................................................... 93
10
References ................................................................................................................ 94
Appendices
A
Hydraulic and flooding impacts assessment
B
Clause 228 factors
C
Not used
D
Matters of National Environmental Significance
E
Not used
F
RCA Acoustics Construction and Traffic noise reports
G
VIPAC Noise and Vibration Management plan
H
Preliminary Environment Site Assessment
I
Detailed Environmental Site Assessment
J
ERM Aboriginal Heritage Assessment
K
RPS Aboriginal Heritage Assessment 2014
L
Nexus European Heritage Assessment
M
LMTI Economics Report
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Tables
Table 1
Concept design options ................................................................................. 6
Table 2
Overall score – alignment options ................................................................. 8
Table 3
Design vehicles ........................................................................................... 12
Table 4
Proposed bus stop locations ....................................................................... 13
Table 5
Summary of earthworks .............................................................................. 20
Table 6:
Utilities affected by proposal ........................................................................ 23
Table 7
Utility companies contacted by LMCC ......................................................... 24
Table 8
Land use zones in LMTI study area............................................................. 26
Table 9
Stakeholder key issues ............................................................................... 33
Table 10
Species and species credits ........................................................................ 43
Table 11
Rating background levels ............................................................................ 51
Table 12
Noise management goals ............................................................................ 51
Table 13
Project-specific ICNG management levels .................................................. 52
Table 14
Plant and sound power levels ...................................................................... 53
Table 15
Human comfort criteria ................................................................................ 54
Table 16
BS 7385 Transient vibration guide for cosmetic damage ............................. 54
Table 17
Permissible velocities for the assessment of short term vibrations in
buildings according to DIN 4150 .................................................................. 54
Table 18
Road traffic noise assessment criteria for residential land uses ................... 55
Table 19
Potential areas of environmental concern (AECs) and contaminant types. .. 65
Table 20
Proposed safeguards and management measures ..................................... 83
Table 21
Consideration of objectives of the EP& A Act .............................................. 90
Figures
Figure 1
Site location.................................................................................................... 2
Figure 2
Alignment options ........................................................................................... 7
Figure 3
Proposed construction staging ..................................................................... 17
Figure 4
Management of unsuitable material .............................................................. 21
Figure 5
Potential sites for site compounds/parking/stockpiling .................................. 22
Figure 6
Vegetation communities ............................................................................... 37
Figure 7
Draft LMCC vegetation mapping .................................................................. 38
Figure 8
Road network – primary intersections........................................................... 47
Figure 9
Stick diagrams – 2013 existing traffic ........................................................... 47
Figure 10
Stick diagrams – 2020 (Glendale Drive/Stockland Drive extension) ............. 48
Figure 11
Noise monitoring locations ........................................................................... 50
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Figure 12
RPS field survey 2014 .................................................................................. 71
Figure 13
Indigenous and non-indigenous heritage areas ............................................ 73
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GLOSSARY
AEP
Annual Exceedance Probability
AHD
Australian Height Datum
AHIMS
Aboriginal Heritage Information Management System
AHIP
Aboriginal Heritage Impact Permit
AQMP
Air Quality Management Plan
ARI
Average Recurrence Interval
AS
Australian Standard
BBAM
BioBanking Assessment Methodology
BS
British Standard
CEMP
Construction Environment Management Plan
CLM Act
Contaminated Land Management Act 1997
CNVMP
Construction Noise and Vibration Management Plan
CSM
Conceptual Site Model
DBYD
Dial Before You Dig
DECC
Department of Environment and Climate Change
DECCW
Department of Environment, Climate Change and Water
DESA
Detailed Environmental Site Assessment
DGRs
Director-General’s Requirements
DPI
Department of Primary Industries
DSS
Detailed Site Services
EEC
Endangered Ecological Community
EIS
Environmental Impact Statement
ESCP
Erosion and Sediment Control Plan
ENMM
Environmental Noise Management Measure
EPA
Environment Protection Authority
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EP&A Act
Environmental Planning and Assessment Act 1979
EPBC Act
Environment Protection and Biodiversity Conservation Act 1999
EPL
Environment Protection Licence
ESD
Ecologically Sustainable Development
FM Act
Fisheries Management Act 1994
FTE
Full Time Equivalent
HDC
Hunter Development Corporation
ICNG
Interim Construction Noise Guideline
INP
Industrial Noise Policy
ISEPP
State Environmental Planning Policy (Infrastructure) 2005
KTP
Key Threatening Process
LALC
Local Aboriginal Land Council
LEP
Local Environment Plan
LGA
Local Government Area
LHRS
Lower Hunter Regional Strategy
LHTM
Lower Hunter Transport Model
LMCC
Lake Macquarie City Council
LMTI
Lake Macquarie Transport Interchange
LOR
Limit of Reporting
MSB
Mine Subsidence Board
MSDS
Material Safety Data Sheet
NES
(matter of) National Environmental Significance
NPW Act
National Parks and Wildlife Act 1974
NPWS
National Parks and Wildlife Service
NSW
New South Wales
NW Act
Noxious Weeds Act 1993
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OEH
Office of Environment and Heritage
PEMP
Project Environmental Management Plan
PESA
Preliminary Environmental Site Assessment
PMF
Probable Maximum Flood
POEO Act
Protection of the Environment Operations Act 1997
PSC
Pre-stressed Concrete
RBL
Rating Background Level
REF
Review of Environmental Factors
RMS
Roads and Maritime Services
RSW
Rammed Soil Wall
SEPP
State Environmental Planning Policy
SIS
Species Impact Statement
SoHI
Statement of Heritage Impact
TMP
Traffic Management Plan
TPH
Total Petroleum Hydrocarbons
TSC Act
Threatened Species Conservation Act 1995
UST
Underground Storage Tanks
VFM
Value for Money
WARR Act
Waste Avoidance and Resource Recovery Act 2001
WMP
Waste Management Plan
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1
INTRODUCTION
1.1
Proposal identification
The proposed Lake Macquarie Transport Interchange (LMTI) is located in the suburb of
Glendale, in the local government area (LGA) of Lake Macquarie in the Lower Hunter
Region of New South Wales (NSW). The location of the LMTI is provided in Figure 1.
The LMTI comprises two parts:

Stage 1, being the road works and associated infrastructure, including a bridge over the
rail line (Pennant Street Bridge); and

Stage 2, being the railway station and bus/passenger interchange facility.
Stage 1 is the subject of this Review of Environmental Factors (REF).
1.2
Purpose of the report
This REF has been prepared by SMEC Australia Pty Ltd (SMEC) on behalf of Lake
Macquarie City Council (LMCC). For the purpose of this proposal, LMCC is the proponent
and a determining authority under Part 5 of the Environmental Planning and Assessment Act
1979 (EP&A Act).
This REF describes the LMTI proposal, describes and assesses the potential environmental
impacts, and identifies appropriate mitigation measures to minimise and manage these
impacts.
Clause 228 of the Environmental Planning and Assessment Regulation 2000 outlines factors
that must be taken into consideration when an activity is to be determined under Part 5 of
the EP&A Act. This REF has been prepared with reference to these factors, so that LMCC
will satisfactorily address the requirements of Section 111 of the EP&A Act. Under
Section 111, a determining authority must take into consideration ‘to the fullest extent
possible all matter affecting or likely to affect the environment by reason of the activity.’
The findings of the REF would be considered when assessing:

Whether the proposal is to have a significant impact on the environment and therefore
the necessity for an Environmental Impact Statement to be prepared and approval to be
sought from the Minister for Planning and Infrastructure under Part 5.1 of the EP&A Act;

The significance of any impact on threatened species as defined by the Threatened
Species Conservation Act 1995 (TSC Act) and/or Fisheries Management Act 1994 (FM
Act), in Section 5A of the EP&A Act and therefore the requirement for a Species Impact
Statement (SIS); and

The potential for the proposal to significantly impact a matter of national environmental
significance or Commonwealth land and the need to make referral to the Australian
Department of Environment for a decision by the Commonwealth Minister for the
Environment on whether assessment and approval is required under the Environment
Protection and Biodiversity Conservation Act 1999 (EPBC Act).
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Review of Environmental Factors
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© SMEC Australia Pty Ltd 2013.
All Rights Reserved
Disclaimer: While all reasonable care has been taken to
ensure the information contained on this map is up to date
and accurate, this map contains data from a number of
sources - no warranty is given that the information
contained on this map is free from error or omission. Any
reliance placed on such information shall be at the sole risk
of the user. Please verify the accuracy of all information prior
to using it. This map is not a design document.
Last updated by: RC10721 on 3/10/2013 at 11:29
2
NEED AND OPTIONS CONSIDERED
2.1
Strategic need for the proposal
Lower Hunter Regional Strategy
The Lower Hunter Regional Strategy (LHRS), released in 2006, was developed to provide a
strategic direction and framework for the future growth and development of the Lower Hunter
Region, which encompasses a number of local government areas including Lake Macquarie.
The strategy was developed in recognition of the future population growth of the area and
sought to identify key initiatives and strategies to accommodate the future growth
sustainably.
The regional strategy provides a land use planning framework over a 25 year period with a
particular focus on housing, environment, employment, infrastructure, urban development
and infrastructure. The Lower Hunter is the seventh largest regional area in Australia with
the LHRS predicting a population increase over the planning period of approximately
160,000 and the creation of 66,000 new jobs.
The LHRS identifies existing regional centres such as Newcastle, Charlestown and Maitland,
and also emerging major regional centres including Glendale. These areas have a high
concentration of businesses with a focus on large scale retail and services. The renewal
corridors, including the Glendale-Cardiff Main Road area, are strategic corridors which will
link growth centres and improve opportunities for economic and urban development.
A discussion paper released in March 2013 sought to revise the strategies as outlined in the
LHRS and ensure they remain relevant to future development of the region. A new draft of
the LHRS will be released which will invite further public comment. Nevertheless, the
Glendale area (as noted in the case study in the discussion paper) will remain a key area of
growth in the region.
The LMTI will be an integral component of achieving this vision for the Glendale area,
through the provision of a transport hub and providing improved access to the industrial
estate of Cardiff and other developable land in the Glendale area.
NSW 2021/Hunter Regional Action Plan
NSW 2021 is the State government’s plan over a 10 year period which identifies a number of
strategic actions integrating transport, land use and services throughout the State. The
Hunter Regional Action Plan is one of a number of regional action plans that have been
developed to drive implementation of NSW 2021 at the regional level.
The Hunter Regional Action Plan identifies four major priorities for the Hunter region, these
being:

Drive economic growth and diversity;

Invest in critical infrastructure and integrated transport;

Improve the liveability of our City and regional areas; and
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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
Better support the most vulnerable members of our community.
Investment in critical infrastructure is identified as being crucial in supporting future
population and employment growth, improve access to service hubs, increase road safety
and travel efficiency. The LMTI is one of three local road transport projects identified in the
action plan which is considered significant in achieving these objectives.
NSW State Infrastructure Strategy 2012–2032
The NSW State Infrastructure Strategy 2012–2032 was released on 3 October 2012. The
Strategy builds on the NSW Government’s existing public commitments to seek future
opportunities for infrastructure investment. It outlines a forward program of more than
70 urban and regional projects and reforms across transport, freight, aviation, energy, water,
health, education and social infrastructure that should take priority over the next five, 10 and
20 years. The LMTI is an example of a regional project which will improve local transport and
access to passenger rail as part of Stage 2.
2.2
Existing road and infrastructure
Provided below is a description of the existing road and infrastructure as they relate to
Sections 1 and 2 of the LMTI.
The study area (refer Figure 1) is a combination of areas of current commercial and
industrial development, and areas of urban bushland and residential. The key features of the
study area include:

The Stockland Super Centre located in the south western area;

The Cardiff industrial estate located in the southern portion of the study area;

Residential areas along Main Road, Cedar Street and Glendale Drive in the northern
area of the study area;

Hunter Sports Centre;

Urban bushland and Winding Creek in the northern area; and

The Main Northern Rail Line to the south of the study area.
Section1
Access to an industrial site operated by Downer is currently via an unnamed road, which
intersects with Main Road and crosses Winding Creek. This is a two lane sealed road which
terminates at the Downer car park. The intersection with Main Road is uncontrolled and is
located approximately 70 metres west of a signalised intersection with Glendale Drive. There
is a bus stop 30 metres to the northwest of the intersection with Main Road. The access road
is signposted at 50 km/h. There is no street lighting along the road.
The existing bridge over Winding Creek is a one lane sealed bridge. It has pedestrian
access along the northern side with white steel fencing on this side and cyclone wire fencing
on the opposite side. The signposted speed limit is at 15 km/h.
Main Road runs in a predominantly east–west direction within the study area. It is a dual
two-lane road (four lanes in total) east of the intersection with Glendale Drive and then
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reduces to three lanes (two eastbound, one westbound) west of the intersection. Main Road
has a signposted speed limit of 60 km/h.
Glendale Drive runs between Main Road and Lake Road for approximately 700 metres. It is
a sealed road, predominantly single lane in each direction, with slip lanes at various
intersections. The signposted speed limit for Glendale Drive is 60 km/h.
Stockland Drive is located in the western portion of Section 1 and currently terminates at a
roundabout at the Hunter Sports Centre. Stockland Drive intersects with Lake Road and
provides access to the Glendale Super Centre, Hunter Sports Centre and other facilities in
the area. It is dual lane in both directions and is separated by a central median. Street
lighting is also provided within the median. Stockland Drive is signposted at 40 km/h.
Section 2
Pennant Street is a two lane road providing access from Munibung Road to areas of the
Cardiff Industrial Estate. The road is signposted at 50 km/h. Pennant Street currently
terminates at two properties adjoining the rail corridor.
On the northern boundary of the rail corridor (and within the grounds of the Glendale Super
Centre) there is an access road which is used for the delivery of freight to the retail precinct
of the Glendale Super Centre.
2.3
Proposal objectives
The objectives of the LMTI are:

A project design that meets the environmental requirements, limits offset requirements
and adverse impacts to the natural environment while maximising the environmental
benefits;

Minimises impacts on the community of Grevillea parviflora which is a threatened
species listed under the TSC Act;

Design optimisation to ensure that the Proposal can be practically and efficiently
constructed and maintained;

Application of urban design, landscape and visual principles in the design of the
Proposal elements, and which meet safety requirements for pedestrians and cyclists;

Integration of the Proposal works with the existing transport system and planned road
system connections, modifications and improvements design;

Maintain access to adjacent properties during construction;

Provide for the best value for money solution; and

Maximise future land use potential.
2.4
Alternatives and options considered
A number of alternatives were considered during the development of the preferred option.
Four route options were developed at the 20% Advanced Concept Design Phase. These are
listed in Table 1 and illustrated in Figure 2.
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Table 1
Concept Design Options
Option
Description
1
Alignment west of the substation
2
Alignment east of the substation with the intersection located in the vicinity of
the Grevillea parviflora.
3
Alignment west of the substation with the intersection located centrally over
the old cricket pitch. Glendale Drive located south of the Grevillea parviflora.
4
Alignment east of the substation with the intersection located north of the
Grevillea parviflora.
Each of the four options listed above were further analysed with either a signalised or
roundabout intersection control at the Glendale\Stocklands\Pennant Street intersection.
At the 20% Concept Design Phase, a Value Management Workshop was held to further
consider the relative benefits and disadvantages of each of these four options, with the aim
of identifying a preferred option to take forward into detailed design.
The Value Management Workshop was held on 23 May 2013. Attendees at the workshop
included representatives of:

LMCC

SMEC

Stocklands

Hunter Sports Centre

Adjacent property owner

NSW Trains (formerly RailCorp)

Hunter Development Corporation.
Assessment criteria for each option were assessed, reviewed and agreed. Weighting for
each of the criteria was also assigned. The adopted option analysis criteria comprised:

Cost

Constructability

Impact to primary stakeholders

Impact to future land use

Impact to Aboriginal heritage

Impact to non-Aboriginal heritage

Impacts to flora and fauna.
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Figure 2
Alignment Options
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Each option was assigned a score between 1 and 5 after which a weighting was applied as
previously agreed for each criterion. The results of this process are provided in Table 2.
It was acknowledged that the cost did change the option ranking. To provide confidence that
the correct outcome was achieved, a sensitivity analysis on the cost scoring methodology
was undertaken. As an alternative process, the ‘Value Ratio’ method was used. The ‘Value
Ratio’ method did not change the ranking from that originally derived and supported adoption
of Option 1 as the preferred alignment.
The option analysis was further reviewed comparing the signalised intersection options with
a roundabout. The result concluded that roundabouts were preferred when assessed against
the proposal objectives.
Table 2
Overall Score– Alignment Options
Evaluation Criterion
Weighted Score
1
2
3
4
Blue
Red
Green
Yellow
Constructability
60
30
45
30
Stakeholders – Stocklands
10
25
5
25
Stakeholders – RailCorp
25
10
15
10
Stakeholders – adjoining landowner
5
5
5
5
62.5
87.5
25
100
Aboriginal Heritage
20
15
20
15
European Heritage
20
15
20
15
Flora and Fauna
20
30
35
30
222.5
217.5
170
230
2
3
4
1
Cost Score
69.55
58.05
75
50
Total Score (including cost)
292.05
275.55
245
280
1
3
4
2
Future Land use
Total Score (excluding cost)
Rank (excluding cost)
Rank (including cost)
Do nothing option
The ‘Do Nothing’ option means existing infrastructure and road services would remain in
their current form and the proposal objectives would not be achieved. If the LMTI was not to
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proceed, the opportunity for future economic growth of the Glendale area would be severely
hampered.
In view of this the Do Nothing option was not considered further.
2.5
Preferred option
A preferred option (Option 1) was identified during the Concept Design phase. The key
features of Option 1 are as follows:

Extension of Pennant Street over the railway line with a 92 metre (approx.) Super T
Girder bridge (in three sections) connecting to the new four-way roundabout;

A 25 metre (approx.) Super T Girder bridge over Winding Creek;

A new four lane road extending Stockland Drive through to a new four-way roundabout;

A new two lane road connecting the Pennant Street Bridge with the new four-way
roundabout;

A new roundabout connecting Pennant Street, Glendale Drive, Stockland Drive and
Downer access road;

A four-way signalised intersection between Main Road and Glendale Drive; and

Adjustment to the existing roundabout at Stockland Drive.
2.6
Design refinements
The following significant design refinements were applied between the 80% Advanced
Concept Design and the 80% Detailed Design:

The roundabout connecting Pennant Street, Glendale Drive, Stockland Drive and the
Downer access was raised by approximately one metre. This was raised to remove a
sag point on the Downer Access and avoid a large swale through the area of the
Grevillea parviflora. This required the Downer access road to be moved north to provide
space to accommodate the swale;

Glendale Drive was moved approximately 1.5 metres north. This was required to
prevent diversion works on the 750 mm diameter Hunter Water Corporation (HWC)
sewer located under Glendale Drive;

Bus stops off Glendale Drive were located as close to Main Road as possible as
requested by the local bus companies;

A Cedar Street connection has been added to Glendale Drive (south) to improve access
for residents in the vicinity of Cedar Street; and

The main drainage line has been moved from the eastern side of Pennant Street to the
western side adjacent to the shared path.
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3
THE PROPOSAL
3.1
The proposal
This REF has been developed to address the potential impacts associated with Stage 1 of
the LMTI. Stage 1 involves the road works, associated infrastructure and a bridge over the
rail line at Pennant Street and over Winding Creek. Stage 2 will be subject to a separate
environmental assessment. Stage 1 is being progressed over two sections which are
described below.
Sections 1 and 2 of Stage 1 are shown in Figure 3.
The key features of Section 1 comprise:

Realignment of the existing Glendale Drive/Main Road intersection to provide a four-way
signalised intersection;

Two lanes in both direction along Glendale Drive (south of Main Road) with median;

Construction of a new four lane single span bridge over Winding Creek;

New roundabout intersection at Glendale Drive/Pennant Street/Stockland Drive/Downer
access;

Extension of Stockland Drive with provision of two lanes in both direction with median;

Provision of a shared path adjacent Pennant St, Stockland Drive and Glendale Drive

Changes to intersections at Alfred/Graham/Vena/Cedar Streets;

Two lane connection road between Glendale Drive (South) and Cedar St;

Two lane access road to the Downer site;

Entry only access road into Glendale Super Centre (east of the current Stockland Drive
roundabout);

Two lane access road to a residual land parcel (east of the Glendale Super Centre);

Provision of a left in, left out access from the Glendale Drive extension for future
development of vacant land located along Main Road and on the eastern side of
Glendale Drive extension to NSW Trains property;

Protection and adjustment of utilities as required; and

Adjustment of driveway entries into private property as required.
The key features of Section 2 comprise:

Extension of Pennant Street over the rail line connecting with the new roundabout
Glendale Drive/Pennant Street/Stockland Drive/Downer access to be constructed as
part of Stage 1;

Construction of a new two lane, three-span bridge over the rail line;

Intersection upgrade through improve lane delineation at the Pennant Street/Munibung
Road intersection;
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
Protection and adjustment of utilities as required;

Access adjustments into adjacent private property; and

Upgrade of the existing Glendale Super Centre car park due to impact by the Pennant
Street extension.
3.2
Design criteria
The designs have been developed in accordance with the LMCC requirements and scope as
provided as part of the tender design documentation and stakeholder requirements. Where
design aspects have not been specified in the scope the following design guides have been
applied for the roads:

Austroads’ Guide to Road Design and RMS’s supplements;

LMCC Development Control Plan;

LMCC Engineering Guidelines;

NSW State Transit Bus Infrastructure Guide; and

RMS R44 Specification – Earthworks.
And similarly for the bridges:

Austroads’ Guide to Road Design and NSW Roads and Maritime Services (RMS)
supplements;

AS5100 – Bridge Design Code;

AS 2159 – Piling – Design and Installation;

AS 1289 – Method of Testing Soils for Engineering Purposes;

AS 4678 – Earth Retaining Structures;

ESC 215 Transit Space;

ESC 320 Overbridges and Footbridges;

RMS R57 – Design of Reinforced Soil Walls; and

RMS R58 – Construction of Reinforced Soil Walls.
3.3
Major design features
3.3.1
Roads
Road Alignments
Adopted design speeds for each of the roads are as follows:

Glendale Drive (including existing section) – 60 km/h

Stockland Drive – 40 km/h

Pennant Street – 60 km/h

Main Road (existing) – 60 km/h
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
Downer access – 40 km/h
There are a number of roads and property accesses that cater for different design vehicles
and these are listed in Table 3.
Table 3
Design Vehicles
Locations
Design Vehicle (lane correct)
Check Vehicle
Downer access road
19 m semi-trailer
B-double
Stockland Property
19 m semi-trailer
B-double
NSW Trains ‘residual land’
near Stockland Super Centre
access
12.5 m single unit truck
19 m semi-trailer
Access off Glendale Drive to
NSW Trains surplus land
(northern section)
19 m semi-trailer
B-double
Access off Glendale Drive to
NSW Trains surplus land
(southern section)
19 m semi-trailer
B-double
Main Road intersection
19 m semi-trailer
B-double
Alfred Street
12.5 m single unit truck (8.8m
for turn head)
N/A
Vena Street
19m semi-trailer
N/A
Graham Street
19m semi-trailer
N/A
12.5 m single truck unit
N/A
Cedar St Connection
In Section 1, the alignment is constrained as access to the Downer site must be maintained
throughout construction. The new Downer access must connect at the location of the
existing gatehouse.
The minimum horizontal design requirements are met throughout the design. The
embankment batter slopes have generally been designed at 4H: 1V. In locations where this
was not achievable due to constraints (ie boundary restrictions, vegetation, etc), the gradient
has been steepened. A maximum slope of 2H: 1V has been used.
Where possible, the desirable minimum vertical grade was adopted, however in some
locations such as Glendale Drive, and to the east of Winding Creek Bridge, this could not be
achieved. This gradient was flattened to minimise the amount of fill in the floodplain and to
reduce the afflux upstream of the proposed bridge for the Probable Maximum Flood (PMF)
event.
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Safety Barriers
A concrete barrier will be provided on the approach and departure to the Winding Creek
Bridge. This will include the provision of cyclist safety rails adjacent to the shared path. A
modified eccentric loader terminal has been provided at the leading end of the barrier.
Pedestrian and Cyclists
The LMTI design has provided for improved pedestrian and cycling access in the Glendale
area. The location and details of the proposed pedestrian/cyclist crossing facilities are as
follows:

At the Main Road and Glendale Drive intersection, four signalised crossing points;

Adjacent to the Winding Creek Bridge (on Glendale Drive). In the LMCC Cycle Strategy
(2011 to 2021) there is a proposed off road cycle route in the Winding Creek corridor.
The provision of a crossing on Glendale Drive will enable the proposed cycle path to
connect in the future; and

Two facilities are provided on Stockland Drive extension:

Adjacent to the proposed roundabout with Glendale Drive and Pennant Street; and

Adjacent to the existing roundabout to access Glendale Super Centre and Hunter
Sports Centre.
Bus Stops
Bus stops will be provided or provision made at the locations specified in Table 4.
Table 4
Bus Stop Locations
Street Name
Travel Direction
Number of Bays
Type of Facility
Stockland Drive
Eastbound
2
Indented
Stockland Drive
Westbound
2
Indented
Glendale Drive (south)
Northeast
1
Indented
Glendale Drive (south)
Southwest
1
Indented
Main Road (east)
Eastbound
1
Within travel lanes
Main Road (west)
Westbound
1
Within travel lanes
Pennant Street
Northbound
2
Indented*
Pennant Street
Southbound
2
Indented*
* The facilities noted on Pennant Street are for future provision only.
Street Lighting
Street lighting is proposed on Glendale Drive (south), Stockland Drive and Pennant Street.
The location of street lighting will be outside the clear zone on the edge of the carriageway.
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There is existing street lighting along Stockland Drive within the median which is not
proposed to be amended.
Existing street lighting on Main Road, Glendale Drive North, Cedar Street and the existing
Glendale Super Centre car park will require adjustment to suit the new works.
The lighting design is in accordance with AS/NZS 1158.0.
3.3.2
Bridges
The LMTI will include the construction of two bridges, one over Winding Creek (Section 1)
and the other being the Pennant Street Bridge (Section 2).
Winding Creek Bridge
The new Winding Creek Bridge will have a single span over Winding Creek. The deck will
have a total length of 23.6 metres. The bridge will be built at the crest of a vertical curve and
on a straight horizontal alignment.
The bridge will consist of ten 1200 mm deep precast pre-stressed concrete (PSC) Super-T
girders. The girders are arranged adjacent to each other to form the full deck width. All the
girders are topped with a cast in-situ reinforced concrete deck slab. A 75 mm thick wearing
surface comprising noise mitigation and water proofing surface is placed on top of the
reinforced concrete deck slab.
The 1% Annual Exceedance Probability (AEP) flood level is RL 7.2 m which is well clear of
the bridge soffit at RL 7.9 m.
The traffic barrier on both sides of the bridge is a medium performance level traffic barrier
comprising a 650 mm high concrete parapet with twin steel rails, with an overall height of
1300 mm.
The reinforced concrete abutments of the bridge will be supported by cast-in-place
reinforced concrete bored piles. The abutments have been designed to a deep depth and
have been provided with a 750 mm wide maintenance access platform at the base of the
abutment to assist in bearing inspection and replacement.
The abutments of the bridge are to be supported on cast-in-place bored piles, with each
abutment on six 600 mm diameter piles. The piles at Abutment A will require nonsymmetrical placement to avoid the water pipe that crosses Winding Creek at the same
location but at a skew to the bridge.
Due to the presence of collapsing ground conditions above the underlying bedrock it is
expected that temporary or permanent linings will be required to maintain the pile shape
through the collapsing material. It is also expected that groundwater will be encountered and
therefore pumping of the pile hole will be required during construction.
Winding Creek Bridge will be subject to mine subsidence from historical mine workings
below the bridge location. The following design criteria have been adopted:

Settlement – 400 mm
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
Strain – 4 mm/1 m

Tilt – 4 mm/1 m.
The Mine Subsidence Board (MSB) has provided conditional approval for adoption of these
criteria.
The Winding Creek Bridge soffit level is above the 1% AEP flood level with a minimum 660
mm freeboard. The creek channel around and under the bridge will require scour protection
as detailed in the Winding Creek Bridge Crossing Flood Impact Assessment report in
Appendix A.
Pennant Street Bridge
The Pennant Street Bridge is a three-span structure consisting of one 18.6 metre span and
two 36.4 metre spans. Between ends of deck, the overall spans are 19.5 metres and
37.3 metres respectively. The latter spans are required to cross the existing six tracks of the
Main Northern Railway Line and the stabling yard tracks in the Downer compound. The six
tracks in the main corridor are made up of two mainlines, two refuge loops, and two sidings.
The three-span bridge was chosen to provide an economical solution to achieve the required
rail clearances and to avoid existing services in this area. The bridge has a 3% two-way
crossfall on the traffic lanes and a 2% crossfall on the pedestrian walkway. The road
carriageway is 12.35 metres wide between barriers comprising two 3.5 metre wide traffic
lanes, one 3.5 metre wide pedestrian walkway, and 1.35 metres and 0.5 metre road
shoulders on the eastern and western sides respectively. The design speed is 60 km/h.
The bridge superstructure comprises seven 1800 mm deep prestressed concrete Super-T
girders.
A protection screen is provided on both sides of the bridge. The protection screen is
2800 mm high measured from the top of the precast concrete barrier and this part angles
away from the road at 5.8º. The screen continues below the top of the precast concrete
barrier for 2.4 metres. This also angles away from the road at 5.8º producing a fold in the
screen level with the top of the precast barrier. The screen is made up of individual panels
that can be removed from the deck level for any required maintenance
While the area occupied by the Pennant Street Bridge area has not been undermined, a
mine subsidence assessment was required in relation to the possibility of future mining
rather than risks posed by existing workings. The MSB has provided conditional approval for
the following design criteria;

Settlement – 200 mm

Strain – 2 mm/1 m

Tilt – 2 mm/1 m
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3.4
Construction activities
3.4.1
Plant and equipment
An indicative list of plant and equipment typically required for this type of construction is
provided below. This will ultimately be determined as part of the construction phasing.

Excavators (30, 20 and 8 tonne)

Graders

Bulldozers

Dump trucks

Cranes

Front end loaders

Concrete trucks and pumps

Road sweepers

Rollers

Light vehicles

Water tankers

Chain saws, air compressors, mulches

Pneumatic hand or power tools

Stump grinder

Concrete cutters.
3.4.2
Staging
Section 1 – Glendale Drive/Stockland Drive/Winding Creek Bridge
During a site inspection undertaken on 30 April 2013 by project personnel, it was identified
that Downer has concentrated traffic flow at the start and end of each work shift at 7.00 am
and 3.00 pm. Construction of road works between Winding Creek and Main Road, including
works on the Main Road intersection, may have significant impact on the capacity of the
intersection.
To mitigate potential reduced capacity and delays at Main Road, Section 1 works will occur
in two phases:

Section 1A – All Section 1 works west of Winding Creek, including the Winding Creek
Bridge;

Section 1B – All Section 1 works east of Winding Creek, excluding the Winding Creek
Bridge.
Indicative boundaries for each of these phases are shown on Figure 3.
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Figure 3
Proposed Construction Staging
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Work to be completed in Section 1A will include:

Stockland Drive;

Downer access road

Roundabout;

Section 2 early works; and

Winding Creek approaches and new Winding Creek bridge (these works can be
completed in either Section 1A or Section 1B stage).
On completion of the Downer access road, roundabout and Stockland Drive, all Downer
vehicles will gain access to the compound from Stockland Drive. This will allow works east of
Winding Creek to be completed free of Downer traffic.
Work completed in Section 1B will include:

Glendale Drive east of Winding Creek; and

Main Road intersection works and all associated Main Road works.
Works on Main Road will need to be carefully staged to avoid reduction of capacity at the
intersection. Methods to be adopted for minimising disruption to traffic on Main Road include:

Minimising level changes and works on existing pavement;

Undertaking utility works in early work packages where possible;

Providing conditions on working hours in Contract Documents;

Detailing in the G10 Specification and on the staging drawings that all movements as
per the current intersection must be maintained; and

RMS Speed Zone Authorisation and Road Occupancy Licence to allow for closure and
blockages etc, subject to the vehicle flow.
Descriptions of the major sub-phases are as follows.
Sub-Phase 1-B – Pre Switch
Sub-Phase 1-B will comprise construction of Glendale Drive (South), the slip lane to
Glendale Drive (South), two new westbound through lanes on Main Road, Glendale Drive
northbound lanes and parts of southbound lanes.
Sub-Phase 1-B work areas will cause minimum disturbance to the Main Road traffic as
Downer traffic will no longer be entering via Main Road and the existing through lane will
remain open to westbound traffic during Phase 1.
Sub-Phase 2-B – Switch 1
Once traffic has been switched to the newly constructed Main Road westbound pavement,
the existing eastbound Main Road pavement will be reconstructed up to the new
intersection. Pavement construction on Main Road eastbound lanes will comprise asphalt
overlay treatment and this type of work is to be completed in layers. Construction works will
be undertaken during night shifts or off peak periods where single lane closures can be
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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accommodated. Temporary linemarking will be implemented prior to commencement of SubPhase 3-B works.
Sub-Phase 3-B –Switch 2
Upon completion of Phase 2-B, existing Glendale Drive traffic will be switched to the newly
constructed Glendale Drive (north and south). The new signalised intersection will be
operational. The remaining eastbound Main Road pavement, Glendale Drive (North)
pavement and landscaping works at the old Glendale Drive will then be completed.
Sub-Phase 4-B
Upon completion of Phase 3-B, final linemarking, wearing course over Glendale Drive
(north), lightings will be completed.
Section 2 - Pennant Street Bridge
A constructability workshop was conducted as part of the design development. The
workshop discussed a number of constructability issues and staging associated with both
Sections 1 and 2.
The construction staging of the Pennant Street Bridge presents some specific issues due to
the rail corridor. These include:

Ensuring all works except for landing of Super-T girders and construction of abutments
can be undertaken outside of track possessions;

Ensuring that excavation for pile caps can be undertaken adjacent to existing structures
and utilities;

Ensuring that piers including formwork and scaffolding, can be constructed clear of
overhead wiring and the rail corridor;

Confirmation that Super-T Girders can be delivered using local roads;

Ensuring that Super-T girders can be landed over the railway line during track
possessions, without cranes having to utilise existing tracks or sidings; and

Working adjacent to Abutment A,
With the above issues considered, a possible construction staging plan for the Pennant
Street Bridge has been developed. In summary this will comprise:
Phase 1

Works include relocating all utilities south of the railway line. Concurrently, the
Abutment B pier would be constructed north of the railway line. There is an option to
fully construct during Phase 1, however this may result in access issues when landing
the Super T girders; and

Completion of this stage of works will allow access to Pier 1.
Phase 2
Works include construction of Pier 1 and Pier 2.
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
At Pier 1, construction equipment, concrete agitators and concrete pumps will access
the site adjacent to Pier 1 through the existing adjoining car park. The main
constructability consideration in this stage of works is construction of the pier, including
formwork and scaffolding; and

Pier 2 can be accessed via the Downer access road which runs around the workshop.
Phase 3
Works include installation of Super-T girders on Span 2 and Span 3.

Span 2 can be accessed adjacent to Pier 1, over the services which were relocated
and/or protected during Stage 1 works. Super-T deliveries will also be adjacent to
Pier 1;

Span 3 will be accessed at Pier 2 along the Downer access road, and at Abutment B. A
mobile crane to facilitate these works will be able to access Pier 2 along the Downer
access road; and

Landing of Super-T girders over railway lines will need to be conducted during a track
possession. This will allow for safe access and completion of works above the railway
line.
Phase 4

Abutment works and retaining wall works at both abutments would be completed during
this stage of works.
Phase 5

Works include installation of Super-T girders on Span 1 and completion of all works on
the bridge superstructure; and

Cranes and delivery of Super-T girders will be along the adjacent car park road. All
works, and associated civil works, would be completed on the bridge during this stage of
construction.
3.4.3
Earthworks
Table 5 summarises the earthworks requirements for construction of Stage 1 of the LMTI.
Table 5
Location
Earthworks requirements
3
3
Topsoil (m )
Cut (m )
Section 2
Early Works
353
2623
Section 1A
5,145
Section 1B
TOTAL
Fill
G
3
(m )
E
3
3
Fill (m )
Unsuitable (m )
0
11,950
0
11,895
11,895
0
2,046
4,283
11,203
0
0
7,544
18,801
23,113
11,950
5,670
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Unsuitable Material
During environmental investigations, it was identified that there would be unsuitable ‘sludge
material’ within the cut zone along Glendale Drive. Preliminary borehole investigations show
that sludge is expected to be approximately one metre deep through this section of the
works.
There will be an estimated 670 m3 of contaminated material which will require disposal off
site and will not be suitable for use in construction. There is also a further 1,000 m 3 of
material within the saturated zone which is geotechnically unsuitable.
As detailed in Table 5 there is an approximate 11,800 m3 deficit of site won material in
Section 1A works, and an approximate 4,000 m3 deficit of site won material on Section 1B
works.
Environmental investigations showed traces of asbestos below existing surface throughout
the cricket pitch area. In order to reduce disposal of contaminated material, the excavated
material can be utilised as fill material up to one metre below design surface level. See
Figure 4 for a cross section detailing this. Further environmental measures to manage this
material are detailed in Section 6.7.3 .
Figure 4
3.5
Management of unsuitable material
Ancillary facilities
It is anticipated that the ancillary sites required during Section 1 works would be for stockpile
areas and site compounds. All material for pavements and structures on the proposal will be
imported therefore there is no requirement for batching plants or large processing areas.
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Figure 5
Potential Sites for Site Compounds/Parking/Stockpiling
Figure 5 shows possible sites initially considered for site compounds, parking and
stockpiling identified for use. Upon further investigation and stakeholder discussions, only
one site (Site E) was identified as viable. The excluded sites were likely to result in
unacceptable impact on stakeholder operations and/or the environment and were therefore
rejected.
Site E is owned by LMCC and is tenanted by Hunter Sports Centre. The area will be used as
a storage area, site compound and stockpile area for the works. No vegetation clearing will
be required, with the existing grassed surface to be covered during construction by a
suitable rock platform material. Post-construction, the site will be rehabilitated to its former
condition.
3.6
Public utility adjustments
The existing utilities on site have been located using both Dial Before You Dig information
(DBYD) obtained via the DBYD website and also surveyed information. The survey data
includes Detailed Services Search (DSS) for all services in the rail corridor.
Existing Utilities Affected
To determine the interfaces between the proposed alignment and existing services the
proposal was divided into 10 sites.
Affected services in all locations were assessed and considerations have been made in the
design to minimise the impacts on these existing services. All authorities have been
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informed and the following will be implemented during construction. All relocation or
modification to the services has been discussed with the appropriate authorities and the
design of such undertaken in accordance with the individual utility owner’s specifications.
Table 6
Utilities affected by proposal
Utility
Works
Status
HV
Ausgrid – Street Lighting.
The design is complete and was
submitted to Ausgrid for
comment/approval in early March
2014
HV
Ausgrid – 11 kV overhead power line in the
vicinity of Glendale Drive & Main Road.
LMCC have signed Design
Contract – Connection Assets
Agreement. The detail design is
being finalised for Ausgrid
Approval.
HV
Ausgrid – Pennant St Electrical relocation works.
LMCC have signed Design
Contract – Connection Assets
Agreement. The detail design is
being finalised for Ausgrid
Approval.
HV
NSW Trains – Existing overhead 66kV in the
adjoining site requires relocation underground
within the rail corridor, and through to connection
with the Sulphide Junction substation (in the
Downer site)
Concept Design has been
submitted to NSW Trains for
comment/approval.
Hunter
Water
Sewer manhole located within Glendale Drive.
Manhole has been raised to suit the design
levels and is located within the road corridor so
that there is adequate clearance from the
centreline to access the manhole with just one
lane closure.
The relocation requirements have
been identified and discussions
held with Hunter Water. Final
Design documentation is
currently being prepared.
Water mains located along Glendale Drive (150
mm, 250 mm and 500 mm). Significant works to
Hunter Water Corporation (HWC) water mains
required to relocate them to suit the proposed
intersection layout
Two water pipes located along the existing
Downer access road require relocation.
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Utility
Works
Status
Telstra
Existing Downer access road Main
Road/Glendale Drive intersection – relocation
required.
Design is complete and Telstra
approval has been received.
Stockland Drive – connection to the existing
roundabout.
Pennant St connection
Optus
Optus assets in the vicinity of Main Road and
Pennant Street.
Some Optus assets along Main
road are ducted in Telstra’s
conduits. Design of these is
complete and has been approved
by Telstra. The Optus only
relocation design, on Pennant
Street, is currently being finalised
by Optus.
Gas
Assets located in Main Road included, 100 mm,
150 mm and 250 mm gas line -
Jemena is aware of the
relocation requirements and has
finalised costing for the works.
NextGen
NextGen assets in the vicinity of Main Road
NextGen asset along Main Road
is ducted in Telstra’s conduit.
Design of these is complete and
has been approved by Telstra.
The NextGen only relocation
design on Alfred Street is
currently being finalised by
NextGen.
Table 7 identifies the providers that have been contacted and their requirements.
Table 7
Utility Companies Contacted by LMCC
Utility
Requirements
Jemena

No requirements
Hunter Water

Allocations for a continuous connection 250 mm water main will be
required along proposed alignment from Pennant Street to Main Road
Ausgrid

No requirements
NBN

Allocations for one or two PVC communications ducts. Pending
clarification from NBNCo.
Telstra

No requirements.
Optus

No requirements.
NextGen

No requirements.
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3.7
Urban design and landscaping
A comprehensive urban design analysis has been undertaken for the LMTI. The urban
design theme is based on the concept of ‘Travel, Destination and Place’ reflecting the site’s
location on the Main Northern Railway Line between Cockle Creek and Cardiff Railway
Stations which is where the old Sulphide Junction platform for Railway Workshop employees
is situated. A historic reference to this is proposed in the new Pennant Street Bridge design
using signage and art work as a way of linking the new interchange infrastructure with its
historical and landscape context.
A purpose of the project is to link the community on the eastern side of the railway to that on
the west side, providing practical and efficient access to the LMTI as well as reducing the
demand on the existing road networks on both sides of the rail corridor.
The urban design aspects of the project seek to reinforce this location and build on the
historic development of the Cardiff/Glendale area as a place of transport, interchange,
industry, shopping, entertainment, sport, leisure and as an emerging dynamic services hub,
while protecting where possible heritage and the site’s landscape biodiversity.
The role of the LMTI is in itself a dynamic function, tying it to Glendale’s establishing identity
as a dynamic services hub. The urban design concept will strengthen this identity by
introducing new elements and adopting existing standard elements to distinguish the area
within the Glendale Township and the broader Lake Macquarie City context.
The urban design analysis separates components of the design into major and minor
elements. The former comprise:

Pennant Street Bridge;

The roundabout connecting Pennant Street, Stockland Drive and Glendale Drive;

Winding Creek Bridge; and

The intersection of main Road and Glendale Drive.
With the exception of Winding Creek Bridge which will be incorporate standard RMS
vehicular barriers, specific design treatments have been identified for each of these to
emphasise and reinforce the overall design theme.
Minor design elements comprise bus shelters and seating, handrails and barriers, lighting,
footpath treatments, the noise barrier, directional walls, and cycleways. As with the major
elements, specific treatments have also been identified for these consistent with the overall
design theme.
3.8
Property acquisition
The LMTI will require acquisition of private property. This is yet to be finalised however it is
anticipated that both full and partial acquisition of some properties will be required along
Main Road and a small portion of the adjacent property in the vicinity of the Pennant Street
Bridge.
Some property adjustment works will also occur to facilitate reconfiguration of driveways.
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4
STATUTORY PLANNING FRAMEWORK
4.1
State and environmental planning policies
State Environmental Planning Policy (Infrastructure) 2007
State Environmental Planning Policy (Infrastructure) 2007 (ISEPP) provides a framework for
the planning and assessment of public infrastructure across NSW. The aim of the ISEPP is
to improve regulatory efficiency and provide a level of certainty in the delivery of
infrastructure projects.
Under the ISEPP certain activities may be defined as exempt development, development
without consent, or development with consent. The proposal is defined as development
without consent under clause 94 of the ISEPP and is therefore required to be assessed and
determined in accordance with Part 5 of the EP&A Act. LMCC is both the proponent and a
determining authority.
4.2
Local environment plans and strategies
4.2.1
Lake Macquarie Local Environment Plan 2004
Development within the Lake Macquarie LGA is generally subject to the provisions of the
Lake Macquarie Local Environment Plan 2004 (LEP). The draft Lake Macquarie Local
Environment Plan was placed on display for public comment in late 2012, however this is yet
to be adopted. Table 8 identifies the land use zones relevant to the LMTI study area under
the current LEP.
Table 8
Land Use Zones in LMTI study area
Zoning
Objective
Permissibility
Infrastructure (5)
The objective of this zone is to provide land or future
infrastructure requirements such as roads, utilities and
drainage.
Permissible with
consent
Conservation –
secondary 7 (2)
Objectives of this zone are to ensure lands of
environmental value are protected, enhanced and
conserved. The secondary zone also provides for
development which will not impede on the attributes of
land in Zone 7(1) as well as providing corridors for
species movement.
Permissible with
consent
Urban Centre
Core – 3(1)
Objectives of this zone are to provide land for
commercial, retail and recreational use, which will
support economic growth and activity.
Permissible with
consent
Urban Centre
(support) – 3(2)
The objective of Urban Centre (support) is to provide
land which will support the development of Urban
Centre Core. Within this zone mixed use is permissible
including residential and home businesses.
Permissible with
consent
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The LMTI project is generally consistent with the objectives of these zones.
4.2.2
Lake Macquarie Development Control Plan 1 (Revision 11)
This revision of DCP1 (LMDCP1) was adopted by LMCC in February 2014. LMDCP1 has
been in force in various forms since 2004. The objectives of this Plan are to implement the
Lifestyle 2020 Strategy (the Strategy) by facilitating ecologically sustainable development.
The objectives of this Plan support the core values of the strategy of sustainability, equity,
efficiency and, liveability to:

Promote environmentally sustainable and quality development in the City;

Provide detailed guidance to prospective applicants of LMCC’s requirements for
building, subdivision, and land development;

Elaborate on the requirements of the Lake Macquarie LEP (2004) as a key tool in the
LEP’s implementation; and

Provide detailed criteria to assist LMCC in assessing development applications (as
required by Section 79C(1)(a) of the EP&A Act).
The DCP has a number of parts, which detail the various development controls and how
they apply to the various land use zonings. There are also a number of guidelines which
provide technical guidance on the built and natural environment.
The detailed design of the LMTI has considered the requirements of DCP1 and the relevant
guidelines and is generally compliant with the requirements.
4.2.3
Lifestyle 2030 Strategy
The Strategy was released in March 2013, and provides an overall strategy for the future
development of the Lake Macquarie area. The Strategy is a revision of the Lifestyle 2020
Strategy and continues to focus on those key areas of environmental, social and economic
issues.
The strategy identifies seven key strategic directions and links them to specific outcomes.
The strategy also includes strategic plan maps and intent statements which focus on the
future development of the area. One key objective of the strategy is to focus on the improved
linkages between the various regional centres and also to support the future development of
emerging centres such as Glendale. The LMTI will be integral to supporting the outcomes of
this strategy.
4.3
Other relevant legislation
Environmental Planning and Assessment Act 1979
The EP&A Act is the primary piece of planning legislation in NSW, and guides the approval
and development throughout the state of NSW. The EP&A Act and the Environmental
Planning and Assessment Regulation 2000 (EP&A Regulation) form the statutory basis for
planning and environmental assessment in NSW. The proposed works fall under Part 5 of
the EP&A Act through the effect of the ISEPP as previously noted. LMCC has an obligation
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to consider the environmental impacts of the works under Section 111 of the EP&A Act. This
consideration is documented through this REF.
Clause 228(2) of the EP&A Regulation identifies the factors that a determining authority
must take into account when examining the impact of its activity on the environment.
Appendix B presents these factors and summarises the findings of the environmental
assessment.
Section 112 of the EP&A Act requires the preparation of a Species Impact Statement (SIS) if
the proposed development is:
…on land that is, or is part of, critical habitat or is likely to significantly affect threatened
species, populations or communities, or their habitats.
Prior investigations undertaken within the study area concluded that there was potential for
the LMTI proposal to significantly impact on threatened species and areas of known habitat.
An application was therefore made to the Chief Executive of the Office of Environment and
Heritage (OEH) to obtain the Director-Generals Requirements (DGRs) for the preparation of
an SIS. These were issued in July 2011 and have been followed up with correspondence in
June 2012 and July 2013.
Threatened Species Conservation Act 1995
The Threatened Species Conservation Act 1995 (TSC Act) aims to conserve biological
diversity by protecting and encouraging the conservation of threatened species, populations
and ecological communities and their critical habitats.
An assessment of the potential impacts of the proposal on threatened species, populations,
ecological communities and critical habitat listed on the TSC Act has been undertaken in
accordance with Section 5A of the EP&A Act.
The required content of an SIS is detailed in Section 110 of the TSC Act.
Protection of the Environment Operations Act 1997
Part 3.2 of the Protection of the Environment Operations Act 1997 (POEO Act) requires an
Environment Protection Licence (EPL) for scheduled development work and the carrying out
of scheduled activities. Schedule 1 of the Act identifies those activities which are scheduled.
Part 1 (35) of the schedule identifies road works requiring an EPL for:
road construction, meaning the construction, widening or re-routing of roads, but does not apply
to the maintenance or operation of any such road.
It further notes that an EPL would be required where the road is classified or proposed to be
classified, as a freeway, tollway or main road under the Roads Act 1993. The LMTI will not
be classified as any of these therefore an EPL is not required.
However, regardless of whether an activity is a scheduled activity or not, the proponent is
still required to ensure that pollution events do not occur during construction.
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Heritage Act 1977
The Heritage Act 1977 aims to protect and preserve items of historic heritage significance.
An excavation permit under Section 60 of the Act is required to disturb or excavate any land
knowing or having reasonable cause to suspect that the disturbance or excavation will or is
likely to result in a relic being discovered, exposed, moved, damaged or destroyed. A permit
is also required to disturb or excavate any land on which the person has discovered or
exposed a relic.
An assessment of historical significance was undertaken by Nexus in 2008. The report
provided a number of recommendations with regard to items of European heritage. These
are detailed in Section 6.8 .
National Parks and Wildlife Act 1974
The harming or desecrating of Aboriginal objects or places is an offence under Section 86 of
the National Parks and Wildlife Act 1974. Under Section 90, an Aboriginal heritage impact
permit may be issued in relation to a specified Aboriginal object, Aboriginal place, land,
activity or person or specified types or classes of Aboriginal objects, Aboriginal places, land,
activities or persons.
As detailed in Section 6.8.3 , an application for a Section 90 permit has been made with
regard to collection of any artefacts which may be identified during the preclearance of the
area near Winding Creek.
Fisheries Management Act 1994
The Fisheries Management Act 1994 (FM Act) was established to conserve and manage
fishery resources in NSW. The FM Act requires a permit for certain works including dredging
and/or reclamation on ‘water land’ or works that block fish passage.
Dredging is defined under the FM Act as any work that involves excavating water land, or
any work that involves the removal of material from water land. Reclamation refers to using
any material (such as sand, soil, silt, gravel, concrete, oyster shells, tyres, timber or rocks) to
fill in or reclaim water land, or depositing any such material for the purpose of constructing
anything over water land, or draining water from water land for the purpose of its
reclamation. Section 198A of the FM Act defines ‘water land’ as
...land submerged by water whether permanently or intermittently…’
Given the study area is subject to varying degrees of inundation during flood events, it is
considered this meets the definition of water land. As such, the proposal would involve
‘dredging and reclamation work’ as defined under the FM Act. However, public authorities
are exempt from the need to obtain a permit for such works under Part 7 of the FM Act (refer
Section 199). In accordance with Section 199 of the FM Act, notification would be given to
the Minister and any matters raised by the Minister would be considered within 28 days after
the giving of the notice prior to undertaking the work.
The proposal would not obstruct fish passage during either construction or operation.
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Noxious Weeds Act 1993
The Noxious Weeds Act 1993 provides for a coordinated approach to the removal and
control of scheduled noxious weeds across the NSW. No permits or approvals are required
under this Act but it is the responsibility of LMCC to provide for the removal and proper
disposal of any listed weeds found within the proposal sites. Noxious weeds are discussed
and management measures proposed in Section 6.12.2 .
Roads Act 1993
The Roads Act 1993 provides for the declaration of public authorities such as LMCC as
roads authorities for both classified and unclassified roads, and confers certain functions (in
particular, the function of carrying out of road works) on roads authorities. LMCC proposes to
carry out the proposed works pursuant to powers conferred by the Roads Act 1993.
The section of the LMTI that involves works along Main Road will require the concurrence of
RMS under Section 138 of the Roads Act 1993 as it is a classified road.
Water Management Act 2000
The objectives of the Water Management Act 2000 (WM Act) are to achieve a coordinated
approach in managing water resources across NSW. The WM Act and its Regulation provide
a framework for the development of water sharing plans for numerous catchments in the
State. The WM Act also details the approvals which are required for particular activities as
they relate to water, groundwater and water side land.
Construction of the abutments for the Winding Creek bridge is likely to intersect groundwater
and involves its subsequent disposal. This would constitute a ‘controlled activity’, however as
LMCC is a public authority, it is exempt from the need to obtain such an approval.
4.4
Commonwealth legislation
Under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), a
referral is required to the Australian Government for proposed actions that have the potential
to significantly impact on matters of national environmental significance or the environment
of Commonwealth land. These matters are considered in Appendix D.
A flora and fauna assessment was previously prepared by Harper Somers in December
2008. It concluded that the activity was unlikely to be considered a controlled action under
the EPBC Act or impact Commonwealth land and a referral was therefore not required. A
further assessment on threatened and migratory species listed under the EPBC Act was
undertaken by Ecotone Ecological Consultants in August 2012. It similarly concluded that
the proposal would not be a controlled action and therefore would not require referral.
4.5
Confirmation of statutory position
All relevant instruments have been reviewed for the proposal. It is concluded that ISEPP
operates to remove the development consent requirements, thereby confirming assessment
of the proposal under Part 5 of the EP&A Act.
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5
STAKEHOLDER AND COMMUNITY CONSULTATION
5.1
Consultation strategy
The LMTI is a key strategic project for LMCC and the Lower Hunter Area, as it will facilitate
the greater use of public transport and provide for further development in the
Glendale/Cardiff area.
The consultation strategy for the LMTI was undertaken by LMCC and sought to:

Seek input from all relevant stakeholders into the design and development of the
interchange;

Provide clear and timely information to the wider public on the benefits of the LMTI;

Raise awareness of the proposal to keep local communities and road users informed of
the proposal;

Provide a point of contact for stakeholders and community members; and

Provide the community an opportunity to raise any concerns associated with the
proposal and provide a forum to respond to these issues.
5.2
Community involvement
The REF and the SIS will be placed on public display and adjoining neighbours notified. This
will provide the community an opportunity to comment on the proposal. All submissions
received will be considered as part of the assessment and finalisation of the REF and any
determination.
5.3
Aboriginal stakeholders
The need for consultation with Aboriginal stakeholders is outlined in the Due Diligence Code
of Practice for the Protection of Aboriginal Objects in New South Wales (DECCW 2010). The
Code of Practice requires consultation with relevant Aboriginal stakeholders where there
would be or where there is potential for ‘harm’ (as defined in Section 5 to the National Parks
and Wildlife Act 1974) to items or places of Aboriginal cultural heritage significance.
The Aboriginal Heritage Assessment undertaken by ERM in 2007 pre-dates the above Code
of Practice. The assessment did however follow the Interim Community Consultation
Requirements Guideline (2004) which applied the same principles.
The process was followed whereby Aboriginal groups were invited to register their interest in
the process, and their comments sought on the proposed methodology, assessment and
recommendations. Five parties registered as part of this process, with representatives from
the Koompahtoo Local Aboriginal Land Council (LALC) and Awabakal Descendants
Traditional Owners Aboriginal Corporation (ADTOAC) attending the field surveys.
Further field survey prior to construction was a key recommendation of the ERM report.
Consequently LMCC engaged RPS to undertake further consultation and field survey in
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2013 with reference to the Due Diligence Code. This is discussed in further detail in
Section 6.8.1 .
5.4
ISEPP consultation
Under Part 2, Division 1 of the ISEPP, proponents are required to consult with the relevant
council(s) with regard to impacts on:

Council-related infrastructure or services;

Local heritage; and

Flood-liable land.
In the Lake Macquarie LGA, water supply and treatment infrastructure is managed by Hunter
Water Corporation. Consultation was undertaken to determine its requirements for the water
mains located along Main Road.
The Cardiff Railway workshops are listed as being of local historical significance, however
the proposed alignment of the LMTI will not impact on this area. Public authorities are also
required to consult with specific authorities when proposing to undertake the following
activities:

Development adjacent to land reserved under the National Parks and Wildlife Act 1974;

Development adjacent to a marine park;

Development adjacent to an aquatic reserve;

Development in the foreshore area of Sydney Harbour;

Development comprising a fixed or floating structure in or over navigable waters; and

Particular developments located on bush fire prone land.
The proposal is not adjacent to land reserved under the National Parks and Wildlife Act
1974, nor is it in proximity to any marine or aquatic reserve areas. Finally the LMTI is not an
activity which triggers the need for consultation on bush fire prone land.
The area of the LMTI is within flood-liable land. This is further discussed in Section 6.4 .
5.5
Government and stakeholder involvement
The Value Management Workshop held on 23 May 2013 involved representatives of LMCC
and SMEC, representatives of adjoining land owners and users, NSW Trains, Hunter
Development Corporation (HDC), Stockland, Hunter Sports Centre and a private property
owner. This provided the various stakeholders with an opportunity to provide input into the
design process and identify their key issues as they relate to the LMTI proposal.
Throughout the design of the LMTI various stakeholders have been consulted. Table 9
provides a summary of those consulted and a summary of the key issues which have been
considered during the design and assessment process.
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Table 9
Stakeholder Key Issues
Stakeholder
Issues raised
Adjoining
landowner

Acquisition of the property to be minimised

Concerns with regard to connection of the sites located either side of
Pennant Street

Design to include provision for B-double access

Design to consider access to the rear of the property

Design to consider functional usage of the administration area at the existing
property entrance

Temporary lease of the some of the area will be required to allow for
construction

LMCC should validate the future land use assumptions

The previous traffic report prepared by BTF report is unclear on how some of
the information was determined. There is no mention of Paramics. The
inclusion of some simple turn diagrams would greatly aid interpretation

Why are the RHT volumes from Main Road East to Glendale North so high.
These movements are away from the development and seem unusual.

RHT from Glendale Nth to Main Road West.

The existing road footprint does not provide the minimum lane widths
required to suit the proposed intersection, and therefore property impacts
are likely to dictate acquisition (either full or partial)

Property accesses for impacted residences need to be considered

The Caltex Oil pipeline within the rail corridor will need to be potholed to
ascertain its exact location.

The pipeline may require protection due to the additional loading on the pipe
from the proposed future access road.

Details of the protection slab (in required) should be issued to Caltex for
approval

Caltex will undertake a Coating Defects Survey prior to construction works
commencing to check the condition of the pipe

The contractor shall provide Caltex with a minimum 3 months’ notice prior to
commencing works in this location.

Access points for construction traffic to be designated as part of the
construction methodology.

The contractor is to set up a risk assessment workshop with Caltex prior to
the works commencing. The risk assessment shall be led by an accredited
risk assessment facilitator

All construction works around the pipeline are to be supervised by Savcor

The principles of the concept are suitable for Hunter Valley Buses.

The outlined bus stop on the southbound of the Glendale Drive Extension
(the closest one to Main Road) needs to be moved closer to the intersection.
If not possible, then consider an offline facility. Generally, the bus stops
should be spaced 400m apart.

The Glendale Drive extension bus stop should consider pedestrian crossing
RMS
Caltex
Bus
Companies
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
Page | 33
Stakeholder
Issues raised
facilities.
HWC
NSW Trains
Stockland
(as adjoining
landowner)
Downer
(as adjoining
landowner)

The Stockland Drive double bus bays might need to be longer to facilitate
lay-over provision. Or, lay-over provision needs to be provided elsewhere.

The principles of the concept are suitable for Newcastle Buses.

Including an offline bus stop on the Main Road would be desirable.

There is a concern, that the double bus lay-by on the Stockland Drive
extension would be used by excursion buses to HSC and the regular bus
service would find it occupied. This issue must be discussed with HSC and it
needs to be managed via management tools, not design.

The potential to construct/raise a manhole in the carriageway would be
impacted by the condition of the existing asset.

There wasn’t a standard HWC requirement for clearance around a manhole
for access requirement.

The preferred location for the manhole would be between in the edge of the
carriageway or shoulder of the road. It is not preferred to have the manhole
located in the batter slope.

A train station at Glendale is not a priority for Transport for NSW; the
opportunity for providing a station must stay open and the design must not
preclude provision of a future interchange.

Appropriate review process and time allowance will need to be allowed for.

High Voltage relocation needs to consider minimum adjustment lengths, or
seek appropriate waivers.

Construction activity needs to consider settlement of the existing tracks and
implement settlement monitoring processes.

Any investigation in or adjacent the Rail Corridor must comply with all NSW
Trains requirements

Was steepening the batters in order to reduce batter intrusion into the
residual block of land feasible.

Continual operation of the service access road is required during
construction.

Coordination is required to redesign the car park post construction

Traffic congestion during construction may results in operational implications
for the centre. Contract documents to limit Downer access through the
Stockland Drive during the Xmas holiday period.

Operations must be maintained during the construction period.

Traffic congestion during construction may result in slight delays for staff
gaining access/egress to the site.

Construction equipment will utilise Downer internal road network to gain site
access to Pennant St Bridge.

Temporary power outages to be coordinated with Downer Roster Days Off
and/or weekends.
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Page | 34
Stakeholder
Issues raised
Mine
Subsidence
Board

Further review of the uncertain risk of the LMTI area to be undertaken.

Previous Building application for the Pennant St Bridge has expired and a
new submission is required.

Need to demonstrate that bridge designs can accommodate strain and tilt
requirements
Ongoing or future involvement
The REF and SIS will be placed on public display and adjoining land owners notified. All
submissions received will be considered as part of the assessment and final determination of
the project.
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Page | 35
6
ENVIRONMENTAL ASSESSMENT
6.1
Biodiversity
6.1.1
Existing environment
The study area has been subject to a number of field investigations to identify the existing
biological features with the original investigation being undertaken on the NSW Trains land
in 1996. More recent studies and surveys undertaken between 2007–12 have further
characterised the existing biological features of the study area.
Vegetation Communities
The study area contains the following habitat types:

Forested land (ranging in condition);

Cleared land (some with scattered remnant or planted trees);

Creek line aquatic habitat along Winding Creek (channelised and disturbed habitat); and

One small detention basin/pond (containing bullrushes but frequently dry) that was
previously used by the railway workshops.
The vegetation communities present within the study area have been subject to past
disturbance to varying extents due to the historic use of the site for rail activities and
previous clearance as documented in the Aboriginal heritage assessment (Appendix I).
The vegetation within the study area has been previously mapped in regional vegetation
mapping (LHCCREMS, 2003), as mostly Alluvial Tall Moist Forest (MU5) with some Coastal
Plains Smooth-barked Apple Forest, and small areas of Coastal Sheltered ApplePeppermint Forest (MU 30) and Swamp Oak Rushland Forest. Figure 6 shows this
mapping.
Draft vegetation community mapping of the Lake Macquarie LGA by LMCC differentiates
further vegetation communities within the Study Area as Tall Alluvial Forest (5), Coastal
Plains Stringybark-Apple Forest (30e), Floodplain Redgum-Rough-barked apple Forest
(38a), Lake Macquarie Spotted gum Forest (15h), Riparian Paperbark-Peppermint Forest
(11a), Swamp Mahogany Paperbark (37) and Foreshore Redgum-Rough-barked apple
Forest (38). Figure 7 shows this mapping.
Alluvial Tall Moist Forest is represented as Map Unit 5 of the LHCCREMS. It represents a
large proportion of the study area as indicated in Figure 6. Alluvial Tall Moist Forest
comprises the Endangered Ecological Community (EEC) River-flat Eucalypt Forest on
Coastal Floodplain of the NSW North Coast, Sydney Basin and South East Corner
Bioregions (RFEFCF). Alluvial Tall Moist Forest is typically found on flat floodplains on
alluvial soil associated with creeks and poor drainage. The community has a dense mid
storey which is dominated with paperbarks, cheese tree and willow bottlebrush. There is a
sparse ground layer of native grasses, herbs and weeds tolerant to moist conditions. The
community in the study area is considered to be generally poor to moderate, with high levels
of past clearing and ongoing disturbance.
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¹
LEGEND
Grevillea Parviflora
LHCCREMS Vegetation Communities
Alluvial Tall Moist Forest
Coastal Plains Smooth-barked Apple Woodland
Coastal Sheltered Apple - Peppermint Forest
Swamp Oak Rushland Forest
DATE 16/04/2014
0
1:4,000
50
100
150
200
PAGE SIZE A3
Metres
FIG NO. 6
FIGURE TITLE Vegetation Communities
PROJECT NO. 30011465
PROJECT TITLE Lake Macquarie Transport Interchange
CREATED BY RC10721
COORDINATE SYSTEM
GDA 1994 MGA Zone 56
SOURCES Vector backdrop data MDS © 2013
© 2012 DigitalGlobe © 2012 GeoEye Earthstar Geographics SIO © 2014 Microsoft Corporation
Location: I:\projects\30011465 - Lake Macquarie Transport Interchange\008 DATA\008_7 Environmental\Maps\Figure6_VegetationCommunities.mxd
© SMEC Australia Pty Ltd 2014. All Rights Reserved
Disclaimer: While all reasonable care has been taken to ensure the information
contained on this map is up to date and accurate, this map contains data from
a number of sources - no warranty is given that the information contained on
this map is free from error or omission. Any reliance placed on such information
shall be at the sole risk of the user. Please verify the accuracy of all information
prior to using it. This map is not a design document.
Last updated by: RC10721 on 16/04/2014 at 14:49
Figure 7
Draft LMCC Vegetation Mapping
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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The Coastal Plains Scribbly Woodland is located in more elevated gently sloping areas, and
has been mapped as being located along the perimeter of Main Street. The woodland is
open with a moderate shrub layer and a moderate to dense shrubby/grass ground layer of
native grasses. The condition of this community is considered generally good with fewer
weeds than other communities present. Nevertheless there are areas of disturbance of
clearing and tracks.
The other communities which are present in the area are highly modified providing little to no
ecological significance.
There will be 2.12 hectares of Tall Alluvial Moist Forest and 1.76 hectares of Coastal Plains
Scribbly Gum Woodland habitat that will be removed for the LMTI.
Flora
Two threatened flora species have been recorded in the study area, one of which occurs
within the road alignment.
Previous surveys have included targeted surveys to identify the presence of endangered
flora species. Grevillia parviflora subsp. parviflora has been identified in the area and is listed
as vulnerable under both the TSC Act and the EPBC Act. It is a small flowering shrub, the
location of which is indicated in Figure 6. The recent survey undertaken by Ecotone
confirmed that the community appears to be relatively stable with 209 stems documented.
During the summer of 2012–13 a bushfire burnt this area of bushland. All Grevillea parviflora
subsp. parviflora stems were burnt to the ground. The surveyed habitat area was
subsequently cordoned off with high visibility tape by LMCC and signage stating
“Environmental Exclusion Zone – Do Not Enter” installed. When inspected by Ecotone on 6
August 2013, no Grevillea parviflora subsp. parviflora had regenerated.
The other vulnerable species recorded within the study area is Tetratheca juncea (Blackeyed Susan). A single flowering clump of the species was recorded within the study area for
the proposal near its western end (Stockland Drive extension) on 30 August 2011 and again
on 16 September 2011. This may be the last remaining individual of the same population
recorded nearby but subsequently removed by the construction of the nearby Hunter Sports
Centre.
Fauna
A total of 133 fauna species were recorded within the study area during the course of the
previous field surveys undertaken between 1996 and 2012. This included four amphibian,
11 reptile, 96 bird and 22 mammal species.
Supplementary field surveys undertaken by Ecotone in 2011 recorded 45 species within the
study area. Of the 45 species recorded, four are listed as Vulnerable under the TSC Act;
these include the Powerful Owl, Grey-headed Flying-fox, Little Bentwing-bat and the Eastern
Bentwing-bat. One of the four species recorded, the Grey-headed Flying-fox is also listed as
Vulnerable under the EPBC Act.
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Three of the 45 species recorded are listed as introduced species under the TSC Act
(Spotted Turtle-dove, Domestic Dog, Rabbit).
Bell Miners were not recorded during the 1996 surveys, however have been recorded from
2007 to 2011. This may be an indication of increased weed invasion over that time period.
Bell Miners appear to move in when understorey structure becomes dominated by a
particular species, which is often a weed, such as lantana.
A description of those species previously identified is provided as follows.
Powerful Owl (Ninox strenua)
The Powerful Owl was recorded while spotlighting in the patch east of the preferred road
alignment. A Powerful Owl was observed in a lower branch of a dead stag in the vicinity of
two ringtail possums, which make up a large portion of its diet. The Powerful Owl has been
recorded during all previous surveys which may indicate that a resident breeding pair occurs
or that, at the very least, the study area is a favoured hunting area. The Powerful Owl was
recorded in the Alluvial Tall Moist Forest Vegetation Community, however has the potential
to use other communities in the study area.
Grey-headed Flying-fox(Pteropus poliocephalus)
The Grey-headed Flying-fox was recorded while spotlighting. A number of Grey-headed
Flying-foxes were observed feeding on the blossom of flowering Red gums adjacent to the
private entry road into the Downer complex. No evidence that this species camps in the
study area has been found and the individuals foraging there are most likely to originate from
the Blackbutt Reserve camp. The Grey-headed Flying-fox was recorded in the Alluvial Tall
Moist Forest Vegetation Community, however has the potential to use other communities in
the study area.
Eastern Bentwing-bat(Miniopterus schreibersii oceanensis)
The Eastern Bentwing-bat was recorded via a hand held ultrasonic detection device that was
carried while spotlighting. This species was recorded using the private access road into the
Downer site. This species was also recorded foraging around the lights in the Downer car
park. No roosting sites were observed or recorded at the time of the surveys however local
stormwater drains are probably used. The Eastern Bentwing-bat was recorded foraging over
cleared land on the edge of the bushland, however has the potential to use other
communities in the study area.
Little Bentwing-bat(Miniopterus australis)
The Little Bentwing-bat was recorded via a hand held ultrasonic detection device that was
carried whilst spotlighting. This species was recorded foraging in the vicinity of the playing
fields to the north west of the proposed road alignment. The Little Bentwing-bat was foraging
on the insects that gathered around the playing field lights. No roosting sites were recorded
at the time of the surveys however local stormwater drains are probably used. The Little
Bentwing-bat was recorded foraging over cleared land on the edge of the bushland, however
has the potential to use other communities in the study area.
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Tree hollows and habitat assessment
Hollow-bearing trees were only recorded in areas where they had not been previously
recorded in past surveys. Six hollow bearing trees were recorded. The hollows recorded by
Ecotone are additional to those that had been recorded by previous studies.
The majority of the trees with hollows were recorded to the east of the Downer car park. The
habitat within this area was typified by a dense ground/ shrub layer of weeds that include
blackberry and lantana. The disturbed areas on the edge of this patch is typically made up of
weeds, exotic grasses, and pioneering species such as bracken fern and Sydney golden
wattle, Acacia longifolia subsp. longifolia.
6.1.2
Potential impacts
The potential impacts on threatened species identified in the study area are discussed as
follows.
Construction Impacts
Small-flower Grevillea (Grevillea parviflora subsp. parviflora)
A patch of Small-flower Grevillea comprising over 200 stems was documented in the study
area within the original alignment of the proposed road. The design was amended to avoid
this patch of vegetation and it now lies outside the impact footprint for the proposed road and
no part of the documented population would be directly impacted by construction. However,
the proposal would impact on areas of potential habitat for the species and may result in
indirect impacts through edge effects. The potential for indirect impacts was therefore
assessed.
It was concluded that adequate management of the population both during and subsequent
to construction would ensure that sufficient habitat would remain. It was concluded in the SIS
that there was unlikely to be a significant impact on the local and regional population of this
species. However, offsets are still being provided for this species.
Tetratheca juncea (Black-eyed Susan)
A single clump of Tetratheca juncea (Black Eyed Susan) was recorded within the alignment
of the proposed road at its western end. The clump would be completely removed by the
proposal. The significance assessment undertaken as part of the SIS concluded that the
removal of this individual species was not likely to have a significant impact on viable local or
regional populations.
Operational Impacts
Squirrel Glider
The Squirrel Glider was found in a patch of known habitat to the west of the proposed road
during previous surveys.
This vegetation remnant would be slightly reduced and the potential for Squirrel Gliders to
move into potential habitat east of the proposed road would be substantially reduced for both
gliding and traversing over the ground. A four lane road width and regular traffic would
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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impede the movement of Squirrel Gliders between areas of bushland by either traversing
over the ground or through the air. The loss of habitat will also include hollow-bearing trees
which may provide potential den sites. Therefore it is considered that the proposed action
may affect the local Squirrel Glider population.
Powerful Owl
The Powerful Owl was recorded during all major surveys conducted between 1996 and
2012, therefore it is considered that this species at least regularly forages within the study
area and may breed in the larger hollow bearing trees identified on site. Injuries or deaths
caused by vehicle collisions, as well as a reduction in prey species are the likely impacts on
local Powerful Owls. The reduction of habitat, roosting sites and risk of injuries would
contribute to the cumulative impacts to the owls but is unlikely to result in their extinction in
the area.
Varied Sittella
The Varied Sittella was recorded during surveys conducted in 1996. It is possible that the
remnant has become too small, degraded and isolated to still support this species as it has
not been recorded on the site since 1996. As the Varied Sittella was not recorded in any of
the more recent surveys, it is considered that the subject site is no longer a significant area
of habitat for the species. Therefore the Varied Sittella is unlikely to be affected by the
proposal.
Grey-headed Flying-fox, Eastern Bentwing-bat and Little Bentwing-bat
These three bat species would only use the site for foraging purposes. The Grey-headed
Flying-fox ranges over a large area to forage and the loss of habitat from the proposal is
unlikely to significantly affect the species. The Eastern Bentwing-bat and Little Bentwing-bat
forage amongst a wide variety of habitat types. The limiting resource for these species
appears to be roosting habitat, of which there is none available in the study site. A small
reduction of foraging habitat would occur, however is unlikely to be a significant loss. There
will be an increased risk of collision with vehicles resulting in injury or death. The Greyheaded Flying-fox, Eastern Bentwing-bat and Little Bentwing-bat are considered unlikely to
be significantly affected by the proposal.
Eastern Freetail Bat (Mormopterus norfolkensis) and Greater Broad-nosed Bat (Scoteanax
rueppellii)
These two tree dwelling bat species were not recorded using the site, but are considered as
subject species as they have a high potential to occur in the study area. The proposal may
remove potential roost sites as well as result in a small reduction of foraging habitat.
Species Impact Statement
In 2011 an application was made to OEH for the DGRs for the preparation of an SIS. The
basis for the application was the likely unavoidable impact on the EECs and potentially
threatened fauna if the LMTI was to proceed. The DGRs were issued in July 2011 and
updated in 2012 and 2013.
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A BioBanking Assessment was prepared as part of the SIS. Details of the biobanking
methodology are provided in Section 4.5 of the SIS. The assessment identified one area as
a ‘red flag’ which relates to the area of the Alluvial Tall Moist Forest. The SIS concluded that
2.12 hectares of Tall Alluvial Forest and 1.76 hectares of Coastal Plains Scribbly Gum
Woodland would be removed for the proposal. Using the OEH Biobanking Assessment
Methodology and the BioBanking Credit Calculator, required offsets were calculated as
89 credits for the Tall Alluvial Forest and 136 credits for the Coastal Plains Scribbly Gum
Woodland. These offsets will be provided at a LMCC owned site at Awaba within the LGA
due to the fact that LMCC does not own the land in the LMTI locality.
Additionally, eight species known to occur in the study area and actually or potentially will be
impacted by the proposal are assessed by species credits. These species and the species
credits theoretically required to offset the impacts are listed in Table 10. The extent of impact
for Tetratheca juncea (Black-eyed Susan) is one individual, and for the threatened fauna
species the potential habitat area impacted is deemed to be the total area of all vegetation in
moderate-good condition in the subject site, which totals 3.71 hectares.
Table 10 Species and species credits
Common Name
Scientific Name
Extent of
Impact
Species credits
required
Black-eyed Susan
Tetratheca juncea
1 individual
15
Squirrel Glider
Petaurus norfolcensis
3.71 ha
82
Little Bentwing-bat
Miniopterus australis
3.71 ha
49
Eastern Bentwing-bat
Miniopterus schreibersii
oceanensis
3.71 ha
49
Powerful Owl
Ninox strenua
3.71 ha
112
Grey-headed Flying-fox
Pteropus poliocephalus
3.71 ha
40
Eastern Freetail-bat
Mormopterus norfolkensis
3.71 ha
82
Greater Broad-nosed
Bat
Scoteanax rueppellii
3.71 ha
82
The Tetratheca juncea that is known to occur within the alignment for the Stockland Road
extension link requires 15 species credits due to the loss of one individual in the
development site. It is likely that the required species credits could be found in the same
patch or patches of habitat in which ecosystem credits for the Coastal Plains Scribbly Gum
Woodland are obtained, provided Tetratheca juncea is also present.
In terms of the species credits required for threatened fauna species recorded in the subject
site, the impacts on these species mainly relate to the loss of potential foraging habitat and
not core breeding habitat. The potential for impacts on these species has been assessed by
the seven-part tests prepared. For the purposes of offsetting the potential impacts on these
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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species, it would be reasonable to conclude that these could be adequately mitigated by the
setting aside of suitable offset habitat in addition to application of the on–site ameliorative
measures recommended, as discussed in Section 7.
LMCC has identified a parcel of land that will provide the required offsets as identified in the
BioBanking Assessment. While LMCC is using the assessment to identify the required
offsets, mitigation of impacts will not be undertaken via the BioBanking Scheme. Instead
LMCC will work with OEH to mitigate impacts as required.
Assessments of significance in accordance with Section 5A of the EP&A Act were prepared
for those threatened species identified as being potentially impacted by the proposal. The
assessments concluded there was a potential for a significant impact on the Powerful Owl
and Squirrel Glider.
The proposal will increase the pressures on the local Squirrel Glider population. The
proposal alone may not cause this population to become extinct, however it is part of the
incremental reduction in available habitat resulting from surrounding development (past,
present and future) that is further isolating, fragmenting and reducing this area of habitat.
The remnant bushland will be reduced to a point where it is unlikely to be able to support the
existing population of Squirrel Gliders.
The Powerful Owl may collide with vehicles and experience a reduction in prey availability.
These are unlikely to place the local population at risk of extinction. However due to the
small number of individuals that would constitute a local population, only a few deaths of
breeding adults would put strain on the population.
6.1.3
Safeguards and management measures
The SIS provides a number of recommendations. Those considered appropriate for this
proposal are summarised below:

Undertake the preparation of long term management strategies for:

Grevillea parviflora subsp. parviflora;

Tetratheca juncea.

A native vegetation rehabilitation and management plan will be prepared and
implemented for the non-operational area of road verge where it is adjoins native
vegetation to ensure appropriate; revegetation after construction, weed control,
maintenance and management in the long term;

Nest boxes will be installed to replace and increase the number of viable nest sites
available to the local gliders;

Suitable offset habitat will be provided to compensate for the impacts of the removal of
the EEC and Tetratheca juncea. Offsets are proposed on an LMCC-owned parcel of
land at Awaba within the LGA; and

Monitoring of nest box use will be undertaken quarterly (to represent seasonal variation)
for a period of five years.
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6.2
Traffic and access
A set of strategic model input and output files representing the Lower Hunter region (the
‘LHTM’) were provided by RMS to SMEC in TransCAD format. These models include
origin/destination (OD) matrices for a two hour AM peak period, and daily traffic, for the
2006, 2016, 2026 and 2031 peak periods. They have been used to generate growth rates for
the micro simulation and intersection modelling, and network flow diagrams from the LHTM
for each year and land use assumption have been included.
6.2.1
Existing environment
Main Road is the main arterial road in proximity to the study area. Main Road provides part
of the link between the M1 Motorway, the Hunter Expressway and the areas of Glendale and
Cardiff. Main Road is a mixture of one and two lanes in each direction, and has a signposted
speed limit of 60 km/h.
The LMTI will tie in with Pennant Street via a rail overpass. Pennant Street is a short section
of road, approximately 12 metres wide. Pennant Street currently experiences very low traffic
volumes.
Other existing roads in the vicinity of the study area include:

Lowry Street: local road connecting with Main Road;

Cedar Street: local road connecting residential areas with Main Road;

Norfolk Street: Local street connecting small residential areas;

Munibung Road: this a 12 metre wide single lane road providing access to the Cardiff
Industrial Estate with Macquarie Road/Myall Road.
A set of strategic model input and output files representing the Lower Hunter region (LHTM)
were provided by RMS to SMEC. These files included origin-destination (OD) matrices for a
two-hour AM peak period and daily traffic for the 2006, 2016, 2026 and 2031 peak periods.
These were used to inform traffic distribution patterns after implementation of the proposed
road upgrades.
The road network development assumptions incorporated into these networks, and the year
in which they are assumed to be complete, are as follows:

Pennant Street Stage 1 (2020)

Pennant Street Bridge Stage 2 (2020)

Munibung Road Extension (2020)

Frederick Street Extension to Minmi Road (2031)

Glendale Drive Extension to Newcastle Link Road (beyond 2031)
Land use growth assumptions for Glendale, including the Hunter Sports Centre, were
provided by LMCC’s Integrated Planning Department on 28 November 2013. The land use
assumptions are representative of a realistic development yield for the area and are used to
generate traffic growth forecasts over time. The land development contribution to traffic
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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volumes was calculated for 2020 and used to inform the geometric design of the proposed
upgrade.
6.2.2
Potential impacts
Construction
There will be disruption to traffic passage during the construction phase. The construction
works will result in some minor traffic delays for the duration of the construction period. The
Main Road/Glendale Drive traffic lights will be programmed so as to not result in significant
queuing of vehicles in either direction.
It is anticipated that peak construction vehicle traffic entering the construction area on a daily
basis for Stage 1 would comprise:

Approximately 50 light vehicles for construction workers;

Approximately 10 heavy vehicles delivering materials and equipment; and

A further 10–15 heavy vehicles remaining on site for the duration of the works.
The existing bridge over Winding Creek will remain operational until the new bridge is
commissioned. The existing access to the Downer site will remain until the Stockland Drive
extension is completed. Access to the Downer site is required to remain operational
throughout construction.
Construction of the new intersection with Main Road and work along Glendale Drive may
cause some disruption to traffic, particularly at peak hours. This will be temporary and will be
managed through the implementation of a Traffic Management Plan (TMP).
Operation
Traffic counts on the road network were conducted in 2013. The traffic analysis focused on
the three main intersections most likely to be impacted by the proposal, these being:
1.
Lake Road/Main Road Intersection;
2.
Glendale Drive/Main Road Intersection; and
3.
Lake Road/Frederick St/Stockland Drive Intersection (roundabout).
The locations of the three intersections are shown in Figure 8.
The data was analysed and used to present the existing intersection movements and is
illustrated in the stick diagram in Figure 9. This stick diagram is a simplistic representation of
the intersection movements and is useful in demonstrating the adjusted volumes that occur
over time. The volumes illustrated represent a one hour period during the AM peak. Both AM
and PM peaks are considered during design when assessing intersection performance as
these are considered the most critical periods.
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1
3
2
Figure 8
Road network – primary intersections
Figure 9
Stick diagrams – 2013 existing traffic
Section 1 of the project (Glendale Drive Extension and Stockland Drive Extension) is due for
completion in approximately 2016. The construction of these road network connections will
have an impact on traffic movements in the area, and an analysis was undertaken to
forecast the traffic behaviour. Traffic growth due to land development was calculated for
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2020, and hence 2020 was used as a reference year for analysis. The data is presented in
the stick diagram in Figure 10.
Figure 10
Stick diagrams – 2020 (Glendale Drive/Stockland Drive extension)
Figure 10 represents the changed road network and includes the Glendale Drive Extension
and connection to Stockland Drive. Vehicle travel patterns are expected to change and as an
example, traffic coming from Cardiff and wanting to go to Glendale Shopping Centre will no
longer travel to the Lake Road intersection and turn left, rather, it will turn left at the new
Glendale Drive Extension and then right onto the Stockland Drive connection.
A series of assumptions were made associated with traffic behaviour and the adjusted turn
counts can be seen in the diagram. These are outlined below:

50% of the left turn from Main Road (East) to Lake Road (South) and 50% of the right
turn from Lake Road (South) to Main Road (East) is assumed to be diverted to the new
link. This diverted traffic is all moved to the left and right turns between Main Road
(East) and New Glendale Drive (South).

10% of the left turn from Lake Road (North) to Stockland Drive (East) and 10% of the
right turn from Stockland Drive (East) to Lake Road (North) are assumed to be diverted
to the new link. This diverted traffic has been moved to the north- and south-bound
through movements on Glendale Drive at Main Road – Glendale Drive.
The introduction of the Pennant St link after 2020 will again change travel patterns and the
adjusted road network behaviour has been considered in the design. Beyond 2020,
Munibung Road is connected to Lake Road, and the LHTM indicates reductions in volumes
on Main Road due to diversion.
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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6.2.3
Safeguards and management measures
To manage the impacts to traffic flow through the area during the construction period, a TMP
will be prepared by the contractor in accordance with the RTA’s Traffic Control at Works
Sites Manual (2010 a) and the RTA Specification G10 – Control of Traffic.
The TMP will include details on signage, traffic control, staging, and speed restrictions,
identification of site access and notification procedures. The local residents will be notified in
advance of the start of construction. If there is to be temporary disruption to property access,
residents are to be notified and suitable alternate access arrangements provided.
Approvals for road closure or occupancy will be obtained as required.
As provided in Section 3.4.2 , construction will be staged to minimise disruption to traffic.
Property access will be maintained for the duration of the construction period.
6.3
Noise and vibration
6.3.1
Existing environment
RCA Acoustics was engaged to prepare a Construction Noise and Vibration Impact and a
Traffic Noise Impact Assessment for the LMTI proposal. These are included in Appendix F.
The LMTI is located within a mixture of urban, commercial and industrial areas. Major noise
sources that contribute to the current acoustic environment include the railway and arterial
roads. There are no sensitive receivers in proximity to the LMTI, with the nearest school
located approximately 900 metres to the north.
In accordance with the NSW Industrial Noise Policy (INP) the area is defined as suburban.
Within the Glendale area the acoustic environment is typical of suburban areas, influenced
by roads and traffic in the area.
Unattended noise surveys were undertaken from 8–15 May 2013 (refer Figure 11) at the
eastern end of Montgomery Street and outside 15 Cedar Street. The sites were selected
based on their proximity to Section 1 and 2 of the LMTI. The survey recorded seven days of
continuous 15 minute percentile sound level data with no significant periods of unfavourable
weather conditions.
Rating Background Levels (RBL) are provided in Table 11.
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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¹
LEGEND
?
!
Noise Monitoring Locations
DATE 16/04/2014
0
1:5,000
50
100
150
200
250
PAGE SIZE A3
Metres
COORDINATE SYSTEM
GDA 1994 MGA Zone 56
FIG NO. 11
FIGURE TITLE Noise Monitoring Locations and Proposed Noise Wall
PROJECT NO. 30011465
PROJECT TITLE Lake Macquarie Transport Interchange
CREATED BY RC10721
SOURCES Vector backdrop data MDS © 2013
© 2012 DigitalGlobe © 2012 GeoEye Earthstar Geographics SIO © 2014 Microsoft Corporation
Location: I:\projects\30011465 - Lake Macquarie Transport Interchange\008 DATA\008_7 Environmental\Maps\Figure8_NoiseMonitoring.mxd
© SMEC Australia Pty Ltd 2014. All Rights Reserved
Disclaimer: While all reasonable care has been taken to ensure the information
contained on this map is up to date and accurate, this map contains data from
a number of sources - no warranty is given that the information contained on
this map is free from error or omission. Any reliance placed on such information
shall be at the sole risk of the user. Please verify the accuracy of all information
prior to using it. This map is not a design document.
Last updated by: RC10721 on 16/04/2014 at 14:49
Table 11
Rating Background Levels
Daytime 7 am – 6pm
Mon to Fri
8am – 1pm Sat
Evening
6pm – 11pm
Night time
11pm – 7am
RBL
40
41
39
Existing Laeq Level
57
50
48
RBL
45
41
35
Existing Laeq Level
60
50
50
Montgomery Street
Cedar Street
6.3.2
Potential impacts
Construction Noise
The Interim Construction Noise Guideline (ICNG) was used to determine the potential noise
impacts associated with the construction of the LMTI. The management levels as provided in
the guidelines are provided in Table 12.
Table 12
Noise management goals
Time of day
Recommended
Standard Hours:
Management
Level
L Aeq 15 min
Noise affected
RBL + 10 dBA
Monday to Friday
How to apply
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.
7am to 6pm
Saturday
8am to 1pm
The proponent should also inform all potentially impacted
residents of the nature of works to be carried out, the
expected noise levels and duration, as well as contact
details
No work on Sundays
or Public Holidays
Highly noise
affected
The highly noise affected level represents the point above
which there may be strong community reaction to noise.
75 dBA
Where noise is above this level, the relevant authority
consent, determining or regulatory) may require respite
periods by restricting the hours that the very noisy activities
can occur, taking into account:
times identified by the community when they are less
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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Management
Level
L Aeq 15 min
Time of day
How to apply
sensitive to noise (such as before and after school for works
near schools, or mid-morning or mid-afternoon for works
near residences;
If the community is prepared to accept a longer period of
construction in exchange for restrictions on construction
times
Outside
recommended
standard hours
Noise affected
RBL + 5 dB
A strong justification would typically be required for works
outside the recommended standard hours.
The proponent should apply all feasible and reasonable
work practices to meet the noise affected level.
Where all feasible and reasonable practices have been
applied and noise is more than 5dB(A) above the noise
affected level, the proponent should negotiate with the
community.
Based on the criteria in Table 12 the following construction noise criteria will apply.
Table 13
Project specific ICNG management levels
Receiver
Montgomery
Street
Cedar Street
Time Period
RBL
Noise Affected
L Aeq 15 min
Highly Noise
Affected LAeq,
15 min
Standard Construction
Hours Mon – Fri 7am –
6pm sat 8am – 1pm
40
50
75
Outside standard hours
8am – 6pm Sat and
Public Hol.
40
45
–
Evening
41
46
–
Night time
39
44
–
Standard Construction
Hours Mon – Fri 7am –
6pm sat 8am – 1pm
45
55
75
Outside standard hours
8am – 6pm sat and Public
Hol
45
55
–
Evening
41
46
–
Night time
35
40
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There may be occasions when works will be required out of standard construction hours. It is
anticipated that this would be undertaken intermittently and avoided where possible.
Items of plant likely to be used during construction and their corresponding sound power
levels are provided in the following table.
Table 14
Plant and sound power levels
Plant
Location of plant
Sound Power Level (dB(A)
Earthworks and drainage
107
Pavement works
105
Articulated dump truck
Earthworks and drainage
102
Grader
Earthworks and drainage
104
Vibration roller
Pavement works
103
Circular saw
Pavement works
115
Excavator (45 t)
Asphalt Paver
A Noise and Vibration Plan (Appendix G) was previously prepared by Vipac in February
2009. The assessment predicted that during construction, noise impacts would fluctuate
between 40–80 dB(A) depending on the machinery in use, location and quantity. It was
concluded that construction noise emissions were likely to exceed the noise criteria as
provided in Table 13 and that specific management measures as included in Section 6.3.3
be included.
Construction vibration
The following criteria were adopted to determine the potential impacts associated with
vibration during the construction period. Vibration criteria relates to structural damage and
human exposure.
Human comfort vibration comfort criteria are included in Table C1.1 of Assessing Vibration:
A Technical Guidelines (DEC 2006). Table 15 gives limits for both Peak Particle Velocity
(PPV) and Root Mean Square (RMS) acceleration values for continuous vibration to avoid
adverse comment from the community.
BS7385 and DIN4150 are appropriate standards against which to assess the likelihood of
cosmetic damage to buildings as a result of exposure to vibration. This is provided in Table
16 and Table 17.
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Table 15
Human comfort criteria
Receiver
Type
Period
Peak Velocity
(mm/s Peak)
1
RMS Velocity
(mm/s Peak)
RMS Acceleration
2
(m/s )
Preferred
Maximum
Preferred
Maximum
Preferred
Maximum
Day
0.28
0.56
0.2
0.4
0.010
0.020
Night
0.20
0.4
0.14
0.28
0.0070
0.014
Residential
Note 1: Day is between 7am and 10pm and night is between 10pm and 7am
Table 16
BS 7385 Transient vibration guide for cosmetic damage
Peak component particle velocity in frequency
range line type of building of predominant pulse
Type of Building
4 Hz to 15 Hz
1
Reinforced or framed
structures Industrial and heavy
commercial
2
Unreinforced or light framed
structures Residential or light
commercial type buildings
Table 17
15 Hz and above
50 mm/s at 4 Hz and above buildings
15 mm/s at 4 Hz
increasing to 20 mm/s at
15 Hz
20 mm/s at 15 Hz
increasing to 50 mm/s at
40 Hz and above
Permissible velocities for the assessment of short term vibrations in buildings
according to DIN 4150
Permissible velocities PPV in mm/s
Type of Building
At the foundation level
At the highest full floor
level
Frequencies
All frequencies
<10 Hz
10 – 50
Hz
50 – 100
HZ
1
Industrial
20
20-40
40-50
40
2
Residential
5
5-15
15-20
15
3
Buildings more sensitive
to vibration than 1 and 2
3
3-8
8-10
8
Industrial buildings that may be affected by construction vibration include the adjacent light
industrial property and the Downer workshops. If hammer piling is conducted within
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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60 metres of a building, the vibration will be perceptible to people within the building.
Vibration compaction rolling when conducted 40 metres of a building will also be perceptible.
Residential receivers likely to be affected by vibration are located along Main Road,
Glendale Drive, Cedar Street and Montgomery Street. It was suggested by RCA that the
human comfort levels are very difficult to meet when construction occurs within 20 metres of
a dwelling, as would be the case along Main Road. It was concluded in the RCA report that
residences within 100 metres of the vibratory rolling areas will be exposed to vibration levels
that will exceed the human response criteria.
Operational Impacts
The traffic noise assessment was conducted in accordance with the NSW Road Noise Policy
(DECCW 2011). Existing residences adjacent to the existing Glendale Drive and in close
proximity to Main Road were assessed against the criteria for existing residences affected by
noise from redevelopment of existing freeway/arterial/sub-arterial roads. Residences located
on Cedar Street and Montgomery Street was assessed against criteria for residences
affected by noise from new freeways/arterial/sub-arterial roads.
Table 18
Road traffic noise assessment criteria for residential land uses
Road category
Freeway/arterial/sub
arterial roads
Type of project/land use
Assessment Criteria – dB(A)
Existing residences
affected by noise from new
development
LAeq (15 hour)
Existing residences
affected by noise from
existing development
LAeq (15 hour)
55
(External ;)
(External ;)
LAeq (15 hour)
50
(External ;)
60
LAeq (15 hour)
55
(External ;)
RCA Acoustics prepared an operational noise model for the LMTI using the Calculation of
Road Noise Traffic Noise (CoRTN) traffic modelling calculation method. The assessment
has been conducted for the design year of 2014.
The modelling indicated there were a number of residences which may be affected by the
new road corridor. Consequently it is proposed to undertake architectural/acoustic
treatments to those properties potentially affected.
6.3.3
Safeguards and management measures
Construction
All feasible and reasonable measures will be implemented to minimise noise and vibration
impacts of construction activities on sensitive receivers. A Construction Noise and Vibration
Management Plan (CNVMP) will be required to be developed by the contractor prior to
construction. The CNVMP will include but not be limited to the following matters.
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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
The site configuration will be designed to minimise noise impacts to the surrounding
community. The following would be considered:

Compressors, generators, pumps and any other fixed plant will be located as far
away from residences as possible and behind site structures;

Material dumps, loading and unloading areas will be located as far as practical from
the nearest residences;

All equipment will be selected to minimise noise emissions. Equipment will be fitted
with appropriate silencers and be in good working order. Machines found to
produce excessive noise compared to normal industry expectations will be removed
from the site or stood down until repairs or modifications can be made;

Program the work so that noise and vibration at night will not affect any single
dwelling or group of dwellings, flats, units and other places of residence on more
than two consecutive nights, or on more than a total of six nights over a period of
one calendar month;

When night work is programmed in stages to comply with this requirement, the
periods of work should be separated by not less than one week;

If programmed night work is postponed for any reason, the work should be
reprogrammed and the programming requirements described above apply again;

Very noisy activities should be programmed for normal working hours. If the work
cannot be undertaken during the day, it should be completed before 11:00 pm;

To reduce the annoyance associated with reversing alarms, broadband reversing
alarms (audible movement alarms) will be used for all site equipment. Satisfactory
compliance with occupational health and safety requirements will need to be
achieved and a safety risk assessment may need to be undertaken to determine
that safety is not compromised;

General construction activities will be limited to the recommended construction
hours where feasible and reasonable. Should any out of hours work be required,
works will be undertaken in line with procedures contained in the Practice Notes vii
– Roadwork’s Outside of Normal Working Hours (RTA, 2001a). This will include
notifying affected residents in the local community of any works planned to be
undertaken outside the standard hours; and

All site workers will undergo site induction which will include an awareness of the
potential impacts for noise and vibration on local residents and encouraged to take
practical and reasonable measures to minimise the impact during the course of their
activities.
Vibration mitigation measures

Prior to any construction works within 50 metre of any buildings, structures or utilities,
the contractor will undertake a building condition survey; and

Prior to rolling and compacting activities adjacent to residences within 20 metres, the
resident will be informed of the nature of the works, duration and project contact details.
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Notification and Complaints Handling

The local community that could be affected by the proposed works will be contacted and
informed of the proposed work, location, days and dates of work, and hours involved.
The contact will be made a minimum five days prior to commencement of works; and

A 24 hour community liaison phone number and permanent site contact will be provided
so that complaints can be received and responded to within 24 hours.
Compliance noise and vibration monitoring

Compliance noise and vibration monitoring will be undertaken upon receipt of a
complaint. The results of the monitoring will be reported as soon as possible. If
exceedances are detected, the situation will be reviewed in order to identify means to
minimise the impacts to residences; and

During compaction activities vibration monitoring will be undertaken at the closest
residence affected.
Operational
The following mitigation measures are recommended to achieve the operational noise
criteria:

Architectural/acoustic treatment will be applied to residences impacted by increases in
operational noise.
6.4
Hydrology
6.4.1
Existing environment
A flood impact assessment was prepared by SMEC and is included in Appendix A.
The proposed bridge over Winding Creek is located approximately 50 metres downstream of
the current bridge crossing. A tributary of Winding Creek bisects the allotment bounded by
Main Road to the north, Downer access road to the west and Winding Creek to the south.
This tributary is a concrete-lined open channel running in a general north-south direction
through a residential area, with an ultimate confluence with Winding Creek approximately
250 metres upstream of the existing bridge crossing.
The Winding Creek catchment (including Brush Creek) has an area of approximately 23 km2
(WMA, January 2013). Winding Creek together with its tributaries forms around the
Charlestown area at an elevation of approximately 100 mAHD. After draining heavily
vegetated areas in its headwaters, the creek transitions to a concrete lined channel adjacent
to Elizabeth Street in Cardiff South where it then flows under Myall Road, Macquarie Road
and then under the Railway Bridge at Cardiff where it then transitions back into a natural
heavily vegetated channel through to the subject site. Winding Creek then flows in a
generally westerly direction past the suburb of Argenton until it joins Cockle Creek, before
flowing into Lake Macquarie.
Under flood conditions, Winding Creek overflows its banks and inundates the low lying
floodplain around the suburbs of Cardiff, Glendale, Edgeworth, Barnsley and Argenton.
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The section of Winding Creek and associated floodplain within the location of the proposed
bridge is typically heavily vegetated with evidence of erosion and scouring within the section
of channel adjacent to the current Winding Creek Bridge crossing.
A number of studies have previously been undertaken at the site, most recently in January
2013 WMA Water (WMA) for the ‘Winding Creek and Lower Cockle Creek Flood Study’.
Modelling for the WMA 2013 study utilised the 2D TUFLOW modelling software package.
This model extended from the Winding Creek intersection point with Hillsborough Road to
the confluence of Winding Creek/Cockle Creek, downstream to Lake Macquarie. Floods
assessed in the study were the 50, 20, 10, 5, 2, 1 and 0.5% AEP storm events and the
Probable Maximum Flood (PMF).
A series of flood maps were prepared for the flood-affected areas of the study and
surrounding areas. As a separate investigation, WMA also undertook the Flood Impact
Assessment of the Proposed Interchange at Glendale (11 January 2013). This investigation
was commissioned by LMCC in order to achieve the following:

Estimate the size of on-site detention (OSD) system(s) that will be required to mitigate
the increase in peak runoff flows produced by the increase in impervious area as a
result of the proposed road works; and

Assess the potential changes in flood behaviour on surrounding floodplain users due to
the construction of a new bridge over Winding Creek.
This study was however undertaken prior to the road design being completed. Nevertheless,
the design adopted the following criteria with regard to flooding:

The Glendale Drive extension is to have one-way traffic in each direction in a 5% AEP
and is to be trafficable for emergency vehicles in the 1% AEP event. .

A 300 mm freeboard was provided for major structures between the peak water level
and the underside of the structure.

Positioning of the soffit of the bridge above the 100 year ARI (1% AEP) flood level to
allow some freeboard for floating debris; and noting that Section D5.14 of LMCC
Engineering Guidelines states that
a minimum of 0.3 m between the 100 year ARI (1% AEP) flood level and the underside of any
major structure is required to allow for passage of debris without blockage;

Velocity-Depth (v.d) relationship for the 100 year ARI (1% AEP) design storm event
should be less than 0.4 m2/s;

No property damage for events up to the 100 year ARI (1% AEP) design storm event.
Section D5.14 of LMCC Engineering Guidelines states that
all major structures in urban areas, including bridges and culverts, shall be designed for the 100
year ARI (1% AEP) storm event without afflux. Some afflux and upstream inundation may be
permitted in certain rural and urban areas provided the increased upstream flooding is minimal
and does not inundate private property;

No structural damage to the bridge and bridge abutments for the 2000 year ARI
(0.05% AEP) design storm.
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6.4.2
Potential impacts
Construction
Construction activities are not expected to have any material impacts on hydrology and
flooding.
Operation
The modelling for the flood impact assessment was undertaken using the HEC-RAS
hydraulic model. This is a one dimensional model that performs hydraulic calculations of
both steady and unsteady flow. The SMEC HEC-RAS model was calibrated to the WMA
TUFLOW model based on flood levels reported in the 2013 WMA Draft Flood Study as at the
time of calibrating the model the WMA TUFLOW model had not been finalised. The
TUFLOW model was only finalised in the late stages of this project. However, a number of
parameters in the SMEC HEC-RAS model were updated based on the final TUFLOW model,
including peak discharges and tailwater levels for a range of design storm events.
The HEC-RAS hydraulic model was used to assess the flood impact due to the proposed
development, particularly at the location of the proposed Winding Creek Bridge Crossing and
the surrounding properties. The model was also required to calculate the flood
levels/velocities at the proposed bridge, and also to assess the scour depth at the proposed
bridge abutments.
A number of design storm events were simulated in order to assess any potential changes in
flood extents as a result of the proposed road and Winding Creek crossing, including the
PMF event, with particular focus on results of the 1% AEP design storm event in order to
assess both the 100 year flood level at the location of the proposed bridge as well as to
estimate the velocity-depth relationship at low points along the proposed road alignment
within the Winding Creek floodplain.
The focus of the erosion and scour analysis has been based on two particular events, these
being the 1% AEP year and 0.05% AEP events, in accordance with the requirements of the
AUSTROADS AP-23/94 Waterway Design — A Guide to the Hydraulic Design of Bridges.
Flooding behaviour was assessed at a number of locations within Winding Creek and also
within the Cedar Street tributary flowing into Winding Creek.
The hydraulic modelling concluded the following:

The proposed Winding Creek Bridge soffit level is positioned above the 1% AEP flood
level with about 660 mm freeboard;

The proposed road level is flood free for flood events up to and including the 5% AEP
event. The estimated 1% AEP flood depth over the low point in the road (Glendale
Drive) leading up to the bridge is about 276 mm (at edge of outer lane), however there is
no overtopping at the crest of the low point in the road for the 1% AEP design storm
event;

There are no flooding impacts downstream of the proposed bridge for the 1% AEP
event;
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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
There are no significant flooding impacts at the proposed bridge and upstream of the
proposed bridge for events up to and including the 1% AEP event;

There is an afflux immediately upstream of the proposed bridge for design storm events
greater than the 1% AEP with an estimated 210 mm (0.05% AEP) and 770 mm (PMF).
This level of afflux is unavoidable for any new bridge configuration;

There is an afflux immediately upstream of the Cedar Street culvert crossing for design
storm events greater than the 1% AEP with an estimated 6 mm (0.05 %AEP) and 190
mm (PMF);

The approximate number of properties currently affected by flooding upstream of the
Winding Creek bridge are of the order of 45 properties for the 1% AEP event,
74 properties affected for the 0.05% AEP event and 120 properties for the PMF event.
Flood levels at these properties are expected to rise for the 0.05% AEP and PMF flood
events, however it is not predicted to be a significant number of additional properties
affected in these more extreme events (i.e. flood extent maps indicate that there may be
up to six additional properties affected in the PMF event, as a result of increase afflux in
this extreme event); and

Changes in velocities appear to be localised around the proposed bridge flow area and
do not change significantly upstream/downstream of the proposed bridge.
6.4.3
Safeguards and management measures
Based on the hydraulic modelling that was undertaken the following recommendations were
provided and subsequently incorporated into the design:

The bridge abutments are to include scour protection;

Abutment foundations should also be piled and keyed into bedrock; and

Scour protection at the proposed bridge abutment will require the addition of two layers
of 550 mm rip-rap wrapped around the toe of the bridge abutment.
6.5
Water quality
6.5.1
Existing environment
Winding Creek is a tributary of Cockle Creek, and has approximately three per cent of the
Lake Macquarie catchment. The catchment of Winding Creek is highly urbanised and is a
major carrier of stormwater in Lake Macquarie. Major tributaries of the creek include
Tickhole Creek to the north east and Munibung Creek to the south west.
Due to the highly urbanised catchment, Winding Creek is subject to variable water quality
due to contaminated stormwater runoff. Stormwater detention and silt traps have been
installed throughout the catchment to minimise the impact to the creek from contaminated
stormwater.
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6.5.2
Potential impacts
Construction
The current bridge which crosses Winding Creek will be augmented by a new bridge
approximately 50 metres to the west. The new bridge will be a single span bridge which will
minimise any works to be undertaken within the creek bed. Construction activities in
proximity to a watercourse have the potential to impact on water quality. Potential impacts
may include:

Increased sedimentation and organic load in the creek due to the cleared riparian zone
during construction;

Increase in water turbidity and light penetration, potentially impacting on aquatic flora
and fauna;

Accidental spills or leaks of hydrocarbons from plant and equipment required for
construction; and

High rainfall events in particular pose a risk to water quality due to uncontained runoff
depositing rubbish and debris into the watercourse.
Operation
It is unlikely there would be any material risks to water quality in Winding Creek associated
with operation of the LMTI.
6.5.3
Safeguards and management measures
To minimise the impact to water quality of Winding Creek during the new bridge construction
as Soil and Water Management Plan has been developed. This is to be adopted along with
the following:

Development of an Erosion and Sediment Control Plan (ESCP) in accordance with
Managing Urban Stormwater: Soils and Construction, 4th ed Landcom (2004) (‘the Blue
Book’) and LMCC DCP No.1 Section 2.1.11 Erosion Prevention and Sediment Control;

All controls are to be in place, prior to construction works commencing;

Ensure that all plant and equipment are well maintained and any refuelling or
maintenance is undertaken off site. Spill control equipment is to be located in proximity
to the work area in the case of an accidental spill;

Designated areas for waste receptacles are in place, so all rubbish and other stored
materials are located away from the watercourse;

In-stream controls such as silt curtains and booms are erected downstream of the
bridgeworks, so that any accidental spill or sedimentation can be controlled;

All staff and contractors undergo a site induction which is to include training in
emergency response procedures in the event of a spill; and

Ensure areas are stabilised and rehabilitated as soon as possible to reduce potential for
sediment-laden runoff.
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Management of operational impacts on water quality will be addressed through:

The drainage design provides for Gross Pollutant Traps (GPTs) to improve the quality of
road runoff; and

The proposed GPTs have some capacity to separate and store floating oil passing
through the drainage system.
6.6
Soils and geology
6.6.1
Existing environment
The Department of Mineral Resources (1995) Newcastle Coalfield Regional Geology map
(1:100,000) indicates that the site lies predominantly within the Boolaroo Sub-Group, which
comprises a series of formations including sandstone, siltstone, shale and conglomerate.
The northern and southern parts of the site lie near geological boundaries between the
Boolaroo Sub-group and the underlying Adamstown Sub-group.
The near surface soils are generally clays and sandy or gravelly clays derived from the
underlying sedimentary bedrock.
6.6.2
Potential impacts
Construction
Construction related activities have the potential to impact on water quality within Winding
Creek which includes:

Removal of riparian and terrestrial vegetation in the vicinity of the creek;

Excavation of the banks for the installation of bridge abutments and scour protection;

Cut and fill for the new road alignment both south and north of the new bridge;

Stockpiling of excavated and imported materials;

Removal of existing pavement from the existing road alignment;

Movement of vehicles in the construction areas, driving off road and entering and
existing the construction area; and

Rehabilitation and landscaping activities.
6.6.3
Safeguards and management measures
An erosion and sediment control plan (ESCP) will be prepared for the site in accordance with
Managing Urban Stormwater–Soils and Construction, 4th Edition (Landcom 2004) to
manage potential erosion and sedimentation risks during construction. The ESCP will be
prepared by the contractor and include identification of local drainage features, waterways,
catchment areas and the direction of on-site and off-site water flow, and the location and
sizing of sediment controls including silt fences, straw bales, sumps and basins.
Erosion and sediment control measures will be implemented and maintained in order to:

Prevent sediment moving off-site and sediment laden water entering any watercourse,
drainage lines, or drain inlets;
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
Reduce water velocity and retain sediment on site;

Minimise the risk of material transported from site to surrounding pavement surfaces;

Divert clean water around the site;

Weather (wind and rain) forecasts will be used to inform timing of high risk soil and
erosion activities;

Erosion and sedimentation controls will be checked and maintained on a regular basis
(including clearing of sediment from behind barriers) and records kept and provided on
request;

Erosion and sediment control measures will be retained until the works are complete or
areas are stabilised;

Disturbed areas will be progressively stabilised and rehabilitated as far as practicable
during the works;

Stockpile sites will be located on level ground and as far from waterways and drainage
lines as practicable;

Topsoil will be stockpiled separately for possible reuse for landscaping and
rehabilitation;

During excavation, all staff will monitor signs of potential contamination such as the
presence of waste and/or other imported materials, odours, soil colouring, floating oil
layers in groundwater etc; and

Visual monitoring of local water quality (eg turbidity, hydrocarbon spills/slicks) will be
undertaken on a regular basis to identify any potential spills, or deficient erosion and
sediment controls.
6.7
Hazardous materials
6.7.1
Existing environment
A preliminary site assessment was undertaken by SMEC and is included as Appendix H.
The site has been subject to previous site contamination assessments to determine the
presence of any contaminated soils within the study area. Specifically these have included:

Site Contamination Assessment and Geotechnical Investigation Railway Maintenance
Facility and Adjoining Land Main Road Cardiff NSW March 2006. KME Pty Ltd; and

Geotechnical and Environmental Investigation, April 2010. RCA Australia.
A review of these previous reports was undertaken by SMEC prior to undertaking a site visit.
A summary of the findings from the KME report is provided below.

There is a western fill area (rail yard, fill embankment facing Glendale Super Centre and
cricket ground) with principle contaminants suspected found to be present are metals
exceeding the guidelines;
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
The samples from the northern sludge pond area revealed the heavy metals to
significantly exceed the guideline criteria. Organic contamination was also detected
above guideline criteria;

The former natural bushland (now Glendale Super Centre) was generally considered to
be relatively free of contamination. However the soil in the localised area was impacted
by waste dumping and was revealed to have metal contamination exceeding guidelines
and groundwater was impacted with zinc, oil and grease;

Suspected Underground Storage Tanks (USTs) adjacent to the main building area of
Downer Rail, and

A former settlement sludge pit backfilled with 3 m of fill located at the northern boundary
of Downer Rail property.
The RCA report presented outcomes of a geotechnical and environmental investigation
undertaken. Issues summarised below are:

Total Petroleum Hydrocarbons (TPH) contamination in the sludge pond area exceeds
guidelines;

Metal contamination in the sludge pond area exceeds guidelines;

Asbestos was identified in the fill embankment;

Remediation is required in the vicinity of the sludge area due to elevated TPH and
copper concentrations which exceed the site guidelines; and

Several areas of the site were not investigated. These include the covered areas of the
brewery site, the rail corridor and buildings and the alignment within the Downer site.
Further investigation will be required at the site to allow a Remedial Action Plan to be
prepared for the site.
Preliminary environmental site assessment (PESA)
A site walkover was undertaken by a SMEC Environmental Scientist on 29 April 2013. This
was to field check the information previously reviewed and identify any additional areas
which had not been adequately investigated previously.
Based on the site visit and review of previous investigations, a conceptual site model was
developed, that identified potential contaminants of concern and areas of environmental
concern.
A number of potential source areas of environmental concern (AECs) are summarised below
in Table 19.
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Table 19
Potential Areas of Environmental Concern (AECs) and contaminant types.
Source Area of
Environmental Concern
(AEC)
Source Type
Contaminant Types
AREA 1 - Pennant Street
Unknown Fill
Petroleum Hydrocarbons
Heavy metals
Asbestos
Ground gas
Aggressive substances (e.g. solvents)
AREA 2 - Rail Yard Stockpile
Brewery site
Ethanol, methanol, esters
Unknown Fill
Petroleum Hydrocarbons
Heavy metals
Asbestos
Ground gas
Aggressive substances (e.g. solvents)
AREA 3 - Alignment and
Cricket Oval
Unknown Fill
Petroleum Hydrocarbons
Heavy metals
Asbestos
Ground gas
Aggressive substances (e.g. solvents)
AREA 4 - Sludge Pond
Unknown Fill
Petroleum Hydrocarbons
Heavy metals
Asbestos
Ground gas
Aggressive substances (e.g. solvents)
Up-gradient former STP
Biological pathogens
Heavy metals
AREA 5 - Stockland
Stockpile
Up-gradient Paint
Workshop
Solvents – Toluene oils
Unknown Fill
Petroleum Hydrocarbons
Lead
Heavy metals
Asbestos
Ground gas
Aggressive substances (e.g. solvents)
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A site investigation was undertaken which involved both soil and groundwater sampling
within those areas of concern. An OEH Site Auditor was also engaged by LMCC to assist in
the investigation process. The details of the investigation are provided in Appendix H.
The site assessment details those areas where soil and groundwater samples exceed the
adopted site assessment criteria. There were some elevated concentrations of TPH found at
two locations, and elevated lead at two test pit locations. The elevated heavy metal and TPH
concentrations in the saturated sludge pond sediments (Area 4) warrant further assessment
to define the extent of contamination and volume for offsite disposal.
Asbestos fragments (with asbestos fibres confirmed by laboratory analysis) were
encountered in near surface fill in Area 2 and Area 3. Scattered asbestos fragments were
observed at four surface locations in Area 3 and one surface location in Area 1. A pile of
dumped asbestos sheeting remains on the ground in bushland approximately 50 metres
southwest of Area 4.
Detailed environmental site assessment
Based on the findings of the PESA, LMCC commissioned SMEC to undertake a Detailed
Environmental Site Assessment (DESA) to further characterise those areas identified as
containing fill material and elevated concentrations of contaminants, specifically the sludge
pond area (Area 4).
The DESA is included as Appendix I. The findings of the DESA are summarised below:

Concentrations of TPH exceed the NEPM 2013 Management Limits (MLs) within soils
sampled at two sampling locations;

Concentrations of lead exceed the NEPM (2013) Health Investigation Levels (HILs) for
recreational parks and open space in soils at three locations;

Elevated arsenic, copper or zinc concentrations exceeded the NEPM (2013) Ecological
Investigation Levels (EILs) within soils sampled at six locations;

Elevated cadmium and vanadium concentrations exceeded the NEPM (1999)
Provisional phyto-toxicity Based investigation Levels (PBILs) within soils sampled at
eight locations;

Concentrations of heavy metals were below HILs, EILs, PBILs or laboratory LOR in all
remaining sample locations;

Asbestos was identified at surface or in near surface fill material at several locations.
DESA analytical water results indicate:

Concentrations of TPH were below the laboratory LOR in the four groundwater and
three surface water samples tested;

Heavy metal concentrations (either Cd, Cu, Pb and/ or Zn) were above the adopted
Groundwater Investigation Levels (GILs) for protection of aquatic ecosystems in three
groundwater samples and three surface water samples; and
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
Concentrations of PAHs, BTEX, phosphorus, ammonia, nitrogen and VOCs, were either
below the adopted assessment criteria or below laboratory LOR in all seven
groundwater/ surface water samples.
6.7.2
Potential impacts
Construction
The presence and disturbance of contaminated materials may result in the following impacts:

Potential impacts to the surrounding environment through release of contaminants via
airborne or water runoff once the soils are disturbed as part of the construction;

Impacts to workers who would be exposed to contaminated material and asbestos
containing materials;

Inappropriate disposal of materials to offsite facilities which may not be licensed to
receive the contaminated materials; and

Inappropriate storage of materials, potentially mixed with clean materials which may not
be suitable for reuse on the site.
6.7.3
Safeguards and management measures
Based on the site surveys previously undertaken on site the following management
measures will be undertaken:

Approximately 350 m3 of fill in the ‘Dam’ wall on the northern side of the settlement pond
is classified as General Solid Waste (GSW) and will be disposed of to a licensed waste
facility;

Elevated heavy metal (lead) and TPH (c10-c36) concentrations in the dark grey
saturated Sludge Pond sediments, partly underlying a layer of relatively clean fill of the
‘Dam’ wall, maybe disposed as Restricted Solid Waste (RSW) in the order of 320 m3 in
volume;

Lower concentrations of elevated heavy metal and TPH in the saturated A horizon
sediments (deemed geotechnically unsuitable due to saturation), may warrant offsite
disposal as GSW in the order of 1,000 m3 in volume;

A Fill Re-Use Management Plan (FRMP) will be developed that will:

Improve the current status of contamination as demonstrated by the Conceptual
Site Model (CSM) where sensitive receptors have been identified;

Provide a framework
development;

Include Incidental Finds Protocol for visible asbestos if encountered during General
Solid Waste and Restricted Solid Waste removal works in terms of

underlying clean layer;

Include an Unexpected Finds Protocol in terms of other potential contaminants and
waste;
for
implementation
during
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construction
phases
of
Page | 67


Provide controls and management in the Sludge Pond area in terms of excavation,
stockpile placement, footprint validation and offsite disposal tracking dockets; and

Discuss beneficial re-use and resource recovery in other fill areas in terms of
stockpile management including stockpile tracking, stockpile testing and
classification during all construction phase of the alignment.
A Soil and Water Management Plan (SWMP) will be implemented to manage potential
groundwater discharges and reticulation activities. Surface water quality will be
managed by implementation of a periodic and/or event based testing program.
6.8
Aboriginal heritage
6.8.1
Existing environment
An Aboriginal Heritage Assessment was undertaken by ERM in 2007 (Appendix J) which
covered an area of 33.5 hectares of the study area. The site had been subject to two
previous assessments in 1997 and 2001, however a third study was commissioned given the
time lapsed.
The survey covered the predominantly vegetated area between Main Road and Winding
Creek. It was noted that a review of historical aerial photographs identified that most of the
site had previously been cleared, which would impact on the likelihood of Aboriginal artefacts
remaining in the area.
Prior to European settlement in the Lake Macquarie area, the Awabakal and Guringai people
inhabited the area. The area was attractive due to its high abundance of food and water.
Previous archaeological surveys undertaken in the general locality have recorded a wide
range of artefacts including middens, stone artefacts, scarred trees and stone extraction and
quarry areas.
A search was undertaken of the Aboriginal Heritage Information Management System
(AHIMS) Aboriginal Sites Database in January 2007. The search covered an area within a
10 km x 11 km area around the study area.
The search identified 84 recorded sites that comprised the following:

56 stone artefacts;

21 axe grinding grooves;

Four middens;

One scarred tree;

One stone arrangement; and

One possible stone extraction site.
Subsequent survey undertaken by RPS in 2014 identified another scarred tree within the
study area. This is further discussed in the following sections.
The previous investigations undertaken in the vicinity of the study area identified a total of
nine Aboriginal sites of which five were recorded within the study area. The survey
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undertaken by ERM in 2007 sought to relocate these five sites, as well as locate any further
artefacts.
Fieldwork was undertaken in February 2007 by ERM archaeologists who were accompanied
by two local Aboriginal community representatives. Visibility during the survey was poor
(estimated at <1%) due to dense vegetation cover. The area was traversed on foot, with
particular focus on those areas of high archaeological potential such as Winding Creek.
The survey did not identify any new archaeological sites. Of the five previously recorded
sites, the survey team was able to locate three. The first site is located on a floodplain area
adjacent to Winding Creek. The site is exposed to ongoing sheet erosion and had been quite
disturbed with dumping of rubbish. Four stone artefacts of mudstone and tuff were identified
and recorded. Site 2 is also located adjacent to Winding Creek consisting of an area of 4m x
2m with 26 stone artefacts recorded. The third site is located in a tributary 25 metres from
Winding Creek. Two stone artefacts were identified, with ongoing erosion noted.
While not within the study area of the 2007 survey, a scarred tree was previously recorded
which is approximately 50 metres south of the proposed road alignment. Scarred trees are
where bark has been removed for use in instruments or canoes.
The area within 100 metres of Winding Creek was considered to have a high potential for
further surface and subsurface archaeological material (refer Figure 9).
RPS Field Investigation 2014
Based on the recommendations provided in the ERM report, LMCC engaged RPS to
prepare an Aboriginal Cultural Heritage Assessment Report for the proposal (Appendix K).
The Aboriginal Cultural Heritage Consultation Requirements (ACHCR) is a four stage
process which stipulates specific timeframes for components of each stage. Stage 1 requires
that Aboriginal people who hold cultural information are identified, notified and invited to
register an expression of interest in the assessment. As a result of stage 1, 22 parties
registered their interest in the project.
Of the 22 parties, three accompanied RPS on the field investigation which was undertaken in
January 2014. The survey area was split into three units (refer Figure 10) which included:

Survey Unit 1: original bushland intersected with inundated areas and intersected with
dirt tracks and impacted by erosion;

Survey Unit 2: an area of high levels of disturbance and modification. Land use in the
area was predominantly existing development, roads and industrial areas; and

Survey Unit 3: comprised portion of land to the south west of Winding Creek and to the
north east following a portion of the verge of Main Road. Current land use is the existing
bridge and access road.
The survey identified on new scarred tree (RPS ST1) which is located approximately five
metres east of an existing dirt track. A single scar facing east was identified on a mature
eucalypt tree. This tree is located within the proposal footprint.
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6.8.2
Potential impacts
Construction
With excavation and clearing required for the construction of the new road and bridge over
Winding Creek, there is a possibility that further Aboriginal artefacts may be uncovered,
particularly given the previous archaeology assessment considering the area of high
potential for further artefacts.
The Aboriginal Cultural Heritage Assessment report prepared by RPS concluded that there
are five sites and one area of archaeological sensitivity which will require management
during the construction phase. These recommendations are provided in the following
section.
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Figure 12
RPS Field Survey 2014
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6.8.3
Safeguards and management measures
Given the potential for Aboriginal artefacts in the study area, particularly near the area of
Winding Creek, the following safeguards are proposed:

Prior to vegetation clearance or earthmoving activities, and Aboriginal Heritage Impact
Permit (AHIP) be sought by LMCC from OEH. This AHIP is to include the collection of
artefacts AHIMS #38-4-0171, AHIMS #38-4-0174 and AHIMS #38-4-0175 to include
salvage and movement of scarred tree RPS Glendale 1 and conservation measures for
scarred tree AHIMS #38-4-0172 (located outside the impact area). Subsurface testing
and salvage programme to be undertaken within 100 m of Winding Creek;

All employees and contractors involved in the construction works will be advised of their
obligations under the National Parks and Wildlife Act 1974, where it is an offence to
knowingly destroy, deface or damage Aboriginal objects without the written permission
of OEH;

If an Aboriginal object/s is identified in the proposal area during works, then all work in
the immediate area must cease and the area cordoned off. OEH must be notified by
ringing the Enviroline 131 555 so that the site can be adequately assessed and
managed; and

In the event that skeletal remains are uncovered, work must cease immediately in that
area and the area cordoned off.
6.9
Non-Aboriginal heritage
6.9.1
Existing environment
An Assessment of Historical Archaeology and Heritage Values was prepared by Nexus
Archaeology and Heritage in 2008 (Appendix L). The purpose of the assessment was to
identify the presence of any non–Aboriginal heritage items and determine the potential
impact to those due to the construction of a new road and associated infrastructure. The
locations of items identified as being of historical value are shown in Figure 13.
The study was undertaken with reference to the NSW Heritage Manual which provides a
framework for the assessment to determine the heritage value of a particular area. The area
had been the subject of previous studies associated with the development of the 2004 LEP.
During these studies two sites were recorded:

Cardiff Railway Workshops: 460 Main Road Cardiff; and

Great Northern Railway: passes through Lake Macquarie from Glendale to Wyee.
A review of the Hunter Regional Environmental Plan 1989 (Heritage) did not identify any
items of historical value in proximity to the study area. Similarly, searches of the State
Heritage Register, National Heritage List, Register of the National Estate and the National
Trust did not list any items other than those listed in the LEP.
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¹
LEGEND
Heritage
Indigenous Heritage Sensitive Area
Non-Indigenous Heritage Area
Dog Spike Shed
Rail Sidings
DATE 16/04/2014
0
1:4,000
50
100
150
200
PAGE SIZE A3
Metres
FIG NO. 13
FIGURE TITLE Heritage Areas
PROJECT NO. 30011465
PROJECT TITLE Lake Macquarie Transport Interchange
CREATED BY RC10721
COORDINATE SYSTEM
GDA 1994 MGA Zone 56
SOURCES Vector backdrop data MDS © 2013
© 2012 DigitalGlobe © 2012 GeoEye Earthstar Geographics SIO © 2014 Microsoft Corporation
Location: I:\projects\30011465 - Lake Macquarie Transport Interchange\008 DATA\008_7 Environmental\Maps\Figure10_HeritageAreas.mxd
© SMEC Australia Pty Ltd 2014. All Rights Reserved
Disclaimer: While all reasonable care has been taken to ensure the information
contained on this map is up to date and accurate, this map contains data from
a number of sources - no warranty is given that the information contained on
this map is free from error or omission. Any reliance placed on such information
shall be at the sole risk of the user. Please verify the accuracy of all information
prior to using it. This map is not a design document.
Last updated by: RC10721 on 16/04/2014 at 14:48
Historical Context
The land of the study area was originally part of a 2560 hectare land grant to George Weller
in 1829. This was part of a family estate which was shared among his three brothers.
Development of the land holding was limited with the exception of some housing allotments
near Cockle Creek.
Parish maps from 1885 identify the route of the Great Northern Railway and the
development of Lake Road. Parish maps dating from 1922 indicate the existence of the
railway line in its current alignment as well as Main Road. The review of the historical maps
indicates that the site was undeveloped until the establishment of the railway workshops in
1924. In the years following the establishment of the workshops, significant urban growth
took place, including the Cardiff industrial estate to the south of the railway line.
Cardiff Railway Workshops
The Cardiff Railway Workshops officially opened in 1928, and at the time were considered
as a benchmark in railway engineering. The workshops included separate areas for various
activities and initially became responsible for the maintenance of passenger and standard
good locomotives. The rail industry experienced many changes over the 20th century, with
the electrification of parts of the rail line and the shift from steam to diesel locomotives.
Consequently, changes were initiated in the workshop plant and equipment. In 1977 the
workshops commenced their first involvement into the Per Way material, which saw the
relocation of the dog spike manufacturing plant from Honeysuckle.
Further changes in activities at the workshops continued throughout the 1980s and 1990s. In
1997 the site converted to the Cardiff Maintenance Centre, which primarily undertook major
repairs and maintenance of older class locomotives. Between 1993 and 1994 these
maintenance activities were transferred to a new facility at Port Waratah.
Dog Spike Shed
As previously stated contents of the Dog Spike Shed were originally located at Honeysuckle
and were relocated to the workshop precinct in 1977. Dog spikes are used to secure the
sleepers to the footing of the railway. The original dog spike forges have been assessed as
being of 1920s origin. Materials which were relocated included machinery and other items of
hardware.
Heritage Values
The heritage assessment was undertaken with reference to the four values of the Australia
Charter for the Conservation of Places of Cultural Significance. These are generally
accepted as historical, aesthetic, scientific and social.
In a broad context, the workshops are a confirmation of the industrial heritage which is
strongly associated with the Newcastle area. The presence of the Dog Spike Shed also
signals the Cardiff Railway Workshops as the successor of the similar function of the now
defunct Honeysuckle Railway Workshops. The assessment by Nexus evaluated the Dog
Spike Workshop as rare at a State level, given the presence and range of the plant and
machinery which remains in situ.
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A Statement of Heritage Impact (SoHI) was prepared for the study area which considered
the impact of the proposal if it required the removal of the rail lines and the Dog Spike Shed
building and its contents. It was concluded that with the exception of the contents of the Dog
Spike Shed, that any proposed works could be viewed as an adaptive re-use
6.9.2
Potential impacts
The route alignment is located approximately 60 m north of the Dog Spike Shed and railway
line. Disturbance to this area of heritage significance will therefore be avoided.
6.9.3
Safeguards and management measures
The following safeguards and management measures will be put in place:

Ensure all staff and contractors are aware of their obligations under Heritage Act 1977;

Establishment of ‘no go’ areas; and

In the event that unexpected finds are uncovered during the construction all works must
cease in the vicinity of the area and contact with LMCC must be made.
6.10
Socio economic and land use
6.10.1 Existing environment
Economics
Over the past 10 years, the economy of the Hunter Region has experienced significant
growth and diversification. The gross regional product is estimated at $35 million, which is
9.24% of the NSW total and nearly three per cent of the national total. Whilst the Region was
previously dependent on heavy industry and mining, health and business service sectors are
now a major contributor.
The median weekly income for families with children was $2,317 per week which is
consistent with the national average of $2,310. Home ownership, however, at 38.4%
(therefore without a mortgage) is higher than the national average of 32.1% (ABS 2012) .
The Lake Macquarie LGA has a range of industries which contribute to the local economy,
with 12,000 businesses currently operating in the area. The Glendale area has been
identified in the LHRS as an emerging regional centre which will support a mix of residential,
commercial and recreational services. The nearby Cardiff Industrial Estate, which
accommodates a number of businesses, will benefit through improved connectivity to the
wider regional transport network.
LMCC commissioned an Economic Impact Assessment in 2011 (Appendix M), to determine
the potential impact the proposal may have in terms of regional employment and income for
the construction and operational phases.
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There are three major development sites in the area which will be positively impacted by
Stage 1 of the LMTI. These are:

Cardiff Industrial Site: 93 hectares which can be developed into a mixture of commercial
and retail bulky goods with an estimated value of $630 million;

Pasminco Site: 130 hectare site which can accommodate a mixture of residential,
commercial, light industrial and mixed use with an estimated value of $750 million; and

Stockland Site: further redevelopment of the site for commercial, some residential and
retail expansion with an estimated value of $100 million.
It is estimated that when combined, the three projects have the ability to create 11,393 full
time equivalent (FTE) jobs over a 16 year construction period. Once operational they will
have the ability to create 10,092 direct jobs across the retail, commercial, bulky goods and
industrial sectors. The LMTI will be critical in realising the delivery of these projects through
the improvement in precinct connectivity and reduction in road congestion.
Demographics
The Lake Macquarie statistical area has a population of approximately 190,000 people, with
a growth rate of over two per cent between 2007 and 2011. This is the highest population of
the all the LGAs which make up the Hunter Region. The average age in the LGA is 41, with
an even distribution of age groups, with the highest represented in the 50-54 age brackets.
Children between the ages of 0–14 years made up over 18 per cent of the population.
Over 86 per cent of the population was born in Australia, with people born in New Zealand
and the United Kingdom being the other two common countries of origin. Typical of
suburban areas, the majority of residents live in detached dwellings. There are over 53,000
families residing in the LGA with an average of 1.8 children per family.
The area has a relatively low unemployment rate of 5.5 per cent when compared with the
national rate (approximately 5.7 per cent census 2011). Retail, manufacturing and health
care are the key sectors for employment, followed by education and construction. Within
these sectors the most common occupations were recorded as managers, technical trades
and administration roles. Census data from 2001 indicates there has been a steady
decrease over the 10 year period of people seeking employment.
Community Services
The Lake Macquarie area enjoys a range of community services. In proximity to the
proposed LMTI is the Hunter Sports Centre, which provides facilities for track and field,
gymnastics and other sports. There are numerous cycleway, walking tracks and public
reserves, particularly around the vicinity of Lake Macquarie. The lake also provides the
opportunity for a variety of water based sports including sailing and rowing.
There is one public hospital located at Belmont, and other private hospitals at Gateshead
and Toronto. In proximity to the LMTI, there is Glendale Public School, Glendale Technology
High, Macquarie College and Rudolph Steiner School.
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The area is serviced by both public and private bus operators. The main northern rail line
which is adjacent to the LMTI runs services between Sydney and Newcastle for both
passenger and freight trains.
Land Use
The land use in the vicinity of the LMTI is a combination of developed areas and native
bushland. The following land uses exist in proximity to the study area:

Retail and recreational land use to the north west, specifically the Stocklands Glendale,
Bunnings and the Hunter Sports Centre;

Industrial areas, specifically the Downer site to the south and the Cardiff industrial estate
to the south;

Residential areas to the east along Main Street, Cedar Street and Glendale Drive;

Rail corridor running east west; and

Bushland east of Main Street up to the boundaries of the Hunter Sports Centre and
Downer site. The area is also intersected by Winding Creek.
6.10.2 Potential impacts
Any impacts associated with the proposal are likely to be associated with the construction
phase, and therefore will be short term. The potential impacts that may be experienced due
to the proposal may include:

Potential temporary disruption to access to commercial and industrial areas;

Short term impacts to traffic and pedestrian movements along Stockland Drive,
particularly when transiting between Stockland and the Hunter Sports Centre;

Impacts to amenity during construction, particularly with regard to noise and dust
emissions for any nearby residents such as Cedar Street and those residents in
proximity to the intersection with Main Street; and

Impacts to the adjacent light industrial property during construction requiring temporary
access and occupation.
The LMTI will provide a number of positive impacts to the region. The LMTI will integrate a
number of modes of transport which will unlock the economic potential of the nearby
industrial and commercial areas of Glendale and Cardiff. The LMTI is considered as a
cornerstone piece of infrastructure, which will realise the vision of the Glendale area
developing into a new regional centre.
The LMTI will encourage more investment in the area and support the intensification of land
use within the Glendale and Cardiff areas. Specifically the economic benefits of the LMTI will
be:

Creation of direct and indirect jobs to support the development of the area;

Encourage additional civic facilities and services due to improved transport connectivity;

Improve land valuations as a result of improved access and transport;
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
Enhance the Glendale area as a “destination” through the provision of recreational and
tourism facilities;

Attract investment to the area as a result of improved transport systems and proximity to
other links with other regional centres.

The LMTI will also provide a number of social benefits to the local community.
Specifically the LMTI will provide:

Improved travel time for local road users between home recreation and work place
destinations;

Improved access to a wider range of modes of public and private transport;

Enhance the Glendale area as a place of recreation which will provide a wide range of
facilities;

Improve public transport for people with disabilities; and

Improved pedestrian and bicycle links to the redevelopment of Glendale, creating
access to community facilities, entertainment, sporting, recreation and retail areas.
6.11
Air quality
6.11.1 Existing environment
The air quality in the vicinity of the study area, is typical of a urban area, surrounded by a
mixed use of commercial, industrial and bushland areas.
Key contributors to existing air quality would include:

Emissions from vehicles along the existing road network and accessing the Glendale
centre;

Emissions from diesel locomotives which transit along the rail corridor; and

Fugitive emissions associated with industrial activities within the Cardiff Industrial
Estate.
Air quality in the area would generally be considered fair to good, depending on the
prevailing meteorology. OEH has three air quality monitoring stations in the Lower Hunter
Valley located at Beresfield, Wallsend and Newcastle which measure particulate matter
(both 10 µm and 2.5 µm) SO2, NO2 and ozone. A review of monthly averages over a
12 month period between June 2012 and June 2013, indicated that air quality in the area
was generally considered good to very good. Particulate matter was higher in summer as
would be expected with drier conditions, with NO2 being lower on average in summer. SO2
was reported as consistent throughout the year.
6.11.2 Potential impacts
Potential impacts to air quality as a result of the LMTI may include:

Increase in dust emissions due to construction related activities such as excavation and
stockpiling of imported fill; and

Emissions associated with plant and machinery used during construction.
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6.11.3 Safeguards and management measures
The safeguard measures to be implemented during construction to minimise any impacts to
air quality, will include but not be limited to the following:

In dry and windy conditions, the unsealed areas will be watered via a tanker so minimise
any dust generation;

Any materials which need to be stockpiled for an extended period will be either covered
or stabilised with a growing medium to avoid airborne dust;

All plant and machinery is to be well maintained to minimise any emissions from engine
combustion;

All loaded trucks will be covered when either entering or exiting the construction area;

Stabilisation of all disturbed areas as soon as practicable to prevent or minimise air
borne dust; and

Where feasible avoid plant idling when not in use to minimise engine emissions.
6.12
Waste management and resource efficiency
6.12.1 Potential impacts
Construction works would generate several waste streams including spoil from excavation
and trenching, cleared vegetation, packaging materials, general litter including recyclables
and food waste, and wastewater.
Resource use would include fuels for construction plant and machinery, electricity for
construction site facilities, together with the raw materials and energy used to produce the
infrastructure to be installed.
6.12.2 Safeguards and management measures
Construction
A waste management plan (WMP) will be prepared as part of the CEMP to detail waste
types and quantities and methods for segregation, handling, storing and disposal in
accordance with the waste hierarchy (Avoid, Reuse, Recycle, Energy Recovery and
Disposal). The following control measures will be observed:

Wherever possible, suitable excavated spoil will be reused on site for backfilling,
landscaping and other purposes;

Excess soil and other wastes requiring disposal will be assessed against the Waste
Classification Guidelines (DECC 2009);

Waste transportation will be undertaken by a licensed contractor capable of transporting
the waste;

Waste will be disposed of to an appropriately licensed waste facility with supporting
waste classification documentation;

Packaging will be kept to a minimum wherever possible;
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
Labelled bins will be provided for recyclable wastes, green waste, and food waste, and
labelled containers for other waste materials; the site supervisor will ensure the bins and
containers were covered or closed, and cleared as required to avoid overflows;

Food scraps will be removed from site each day to discourage fauna from entering the
site; and

The site will be cleaned up following completion of construction and all wastes removed
and disposed of appropriately.
6.13
Summary of beneficial effects
The LMTI will provide a number of benefits to the Lake Macquarie area and the Lower
Hunter. Specifically these benefits will include:

Improved access to public transport and servicing of the Glendale and Cardiff areas;

Improved connection between the Glendale and Cardiff areas, therefore improving
access to the major transport routes and value of the commercial and industrial areas;

Facilitating the development of other large areas in the vicinity of the project and
therefore generating local employment; and

Improved general amenity of the Glendale area through incorporating urban design
principles and landscaping and improvements in cycling facilities and pedestrian access.
6.14
Summary of adverse effects
This REF has identified a number of adverse impacts associated with the LMTI:

Removal of 2.12 hectares of Tall Alluvial Moist Forest and 1.76 hectares of Coastal
Plains Scribbly Gum Woodland habitat associated with vegetation clearance for the new
section of road;

Construction noise and vibration impacts;

Potential for traffic noise impacts at nearby residents due to the proximity of a new road;

Potential impacts to water quality in Winding Creek during bridge construction;

Temporary impacts to traffic during construction;

Disturbance of contaminated soils particularly in the sludge pond area; and

Potential impacts to areas of archaeological sensitivity.
6.15
Cumulative impacts
Cumulative impacts can be both positive and negative and may occur in a number of ways
as follows:

As multiple impacts on a single receiver. An example may be an increase in noise and
air emissions associated with construction activities;

As similar impacts at multiple locations associated with a proposal; and
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
In conjunction with impacts from other projects, for example when construction activities
occur concurrently from projects in general proximity to each other.
The Glendale area is currently well developed, providing a number of services to the Lake
Macquarie region. The LMTI would have a positive cumulative impact, through the
connection of various precincts (eg Cardiff and Glendale) and improving access and general
amenity of the area as discussed in Section 6.10 Further, the LMTI will assist in the future
redevelopment of three major areas (Cardiff Industrial Estate, Pasminco and Stockland),
which will create substantial employment opportunities throughout the construction and
operational phases.
The potential impacts of the LMTI during construction and operation have been predicted to
be acceptable, providing the various mitigation measures are implemented as outlined in this
REF.
Negative cumulative impacts can occur when development in one particular area are
undertaken concurrently. The cumulative impacts can place pressure on the availability of
services and available resources. A review of the NSW P&I website and LMCC website was
undertaken on 9 April 2014. There were no development proposals either approved or
proposed in the locality which may result in unacceptable cumulative impacts.
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7
ENVIRONMENTAL MANAGEMENT
7.1.1
Environmental management plans
Throughout this REF, a number of safeguards and management measures have been
identified in order to minimise adverse environmental, social and economic impacts that
could potentially arise from the proposal. These management measures will be implemented
during the construction and operation of the proposal. The identified safeguards and
management measures will be incorporated into contractual arrangements with the future
contractor. A CEMP will be prepared by the Contractor to describe these safeguards and
management measures, how they would be implemented and who would be responsible for
their implementation.
7.1.2
Summary of safeguards and management measures
Environmental safeguards outlined in this document will be incorporated into the proposal
and during construction and operation of the proposal. These safeguards will minimise any
potential adverse impacts arising from the proposed works on the surrounding environment.
The safeguards and management measures are summarised in Table 20.
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Table 20
Proposed safeguards and management measures
No.
Impact
Environmental Safeguards
Responsibility
Timing
1
General
All environmental safeguards must be incorporated within the following
documents:
LMCC
Pre-construction

Detailed design stage

Contract specifications for the proposal

Construction Environmental Management Plan and subplans
2
General
All businesses and residences likely to be affected by the proposed
works must be notified at least 5 working days prior to the
commencement of the proposed activities.
Contractor
Pre-construction
3
General
Environmental awareness training must be provided, by the contractor,
to all field personnel and subcontractors.
Contractor
Pre-construction and
during construction as
required.
4
Construction noise and
vibration impacts
generally
A Construction Noise and Vibration Management Plan will be prepared
for the proposal. The plan will be in accordance with the DECC Interim
Construction Noise Guideline and will detail the specific measures to be
implemented to reduce construction noise levels. The plan will cover
aspects including site noise planning, scheduling of high noise
activities, operator instruction, plant maintenance, plant noise audit and
complaints management.
Contractor
Pre-construction
5
Construction noise and
vibration impacts
generally
Affected and potentially affected residents and businesses will be
contacted prior to the commencement of works and will be informed of
the proposed works, working hours, and the period of construction.
Affected residents and businesses will also be provided with a contact
name and number should they wish to obtain further information.
LMCC
Pre-construction
Contractor
Construction
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No.
Impact
Environmental Safeguards
Responsibility
Timing
6
Construction noise and
vibration impacts
generally
If a complaint is received, attended noise or vibration monitoring is to be
undertaken.
Contractor
Construction
7
Activities with
significant noise
emissions
Where reasonable and feasible, noisier activities will be carried out
during the day (7am-6pm) or evening (6pm-10pm) periods to minimise
noise impacts.
Contractor
Construction
8
Out of hours works
For works required outside of standard hours, a procedure is to be
developed to detail how this will be managed and measures to be
adopted.
Contractor
Construction
9
Out of hours works
Construction timetabling, particularly for works outside standard hours,
will aim to minimise noise impacts. Measures may include time and
duration restrictions and respite periods.
Contractor
Construction
10
Operating plant
Fixed plant will be located as far away from residence as possible. All
equipment selected to minimise noise emissions.
Contractor
Construction
11
Traffic disruptions
during construction
A traffic management plan will be prepared to ensure traffic and access
controls are implemented and maintained during all lane or road
closures.
Contractor
Pre-construction/
Construction
12
Partial property
acquisition
Required acquisition will proceed in accordance with Land Acquisition
(Just Terms Compensation) Act 1991
LMCC
Pre-construction
13
Reduced local amenity
during construction
Affected residents and business owners will be notified prior to
commencement of construction. This will include advice of time and
duration of the proposal provision of a contact name and number.
Contractor
Construction
14
Loss of
Biodiversity offsets will be undertaken in accordance with the SIS and
LMCC
Pre-construction,
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No.
Impact
Environmental Safeguards
vegetation/habitat
OEH requirements.
15
Impacts to habitat
The SIS will be approved by OEH prior to the start of construction.
LMCC
Pre-Construction
16
Minimise impact to
native fauna
Undertake the preparation of a long term management strategies for
LMCC
Pre-construction
Operation

Grevillea parviflora subsp. parviflora

Tetratheca juncea
Responsibility
Timing
Construction
A native vegetation rehabilitation and management plan will be
prepared and implemented for the non-operational area of road verge
where it is adjoins native vegetation to ensure appropriate; revegetation
after construction, weed control, maintenance and management in the
long term.
Nest boxes will be installed to replace and increase the number of
viable nest sites available to the local gliders.
Suitable offset habitat will be provided to compensate for the impacts of
the removal of the EEC and Tetratheca juncea. Offsets are proposed on
an LMCC-owned parcel of land at Awaba within the LGA.
Monitoring of nest box use will be undertaken quarterly (to represent
seasonal variation) for a period of five years.
17
Weed impacts
Noxious weeds on site will be managed in accordance with LMCC
requirements.
Contractor
Pre-construction/
Construction
18
Long term visual
amenity
Appropriate landscaping will be undertaken using species endemic to
the bioregion in accordance with the landscaping design. .
LMCC
Pre-construction
19
Visual amenity during
construction
Ensure compound site layout minimises visual impact on surrounding
residences, including siting of demountables, plant and materials.
Contractor
Construction
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No.
Impact
Environmental Safeguards
Responsibility
Timing
An erosion and sediment control plan (ESCP) will be prepared prior to
construction.
Contractor
Pre-construction
The ESCP will be reviewed regularly and revised as required.
Contractor
Construction
Contractor
Construction
The worksite will be left in a tidy manner at the end of each work day.
Where practicable, restoration of work areas will be completed
progressively.
20
Sedimentation and
degraded water quality
from erosion of
excavated material
Erosion and sediment control measures will be implemented and
maintained in accordance with the Managing Urban Stormwater, Soils
and Construction Guidelines (the Blue Book)
Erosion and sedimentation controls will be checked and maintained on
a regular basis (including clearing of sediment from behind barriers) and
records kept and provided on request
Erosion and sediment control measures will be retained until the works
are complete or areas are stabilised.
Disturbed areas will be progressively stabilised and rehabilitated as far
as practicable during the works.
21
Soil contamination or
pollution of receiving
waters from spillage of
hazardous materials
No hazardous materials will be stored on site as far as practicable.
Any hazardous materials stored on site will be kept in a secured area.
Any transfer of fuels and other hazardous materials will be undertaken
in a designated location.
Spill containment kit will be kept on site during construction.
Construction personnel will be trained in use of spill containment kit.
Site induction will include identification of the location of the spill
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No.
Impact
Environmental Safeguards
Responsibility
Timing
Contractor
Pre-construction
Contractor
Construction
containment kit.
22
Hazard Materials
A Soil Management Plan is developed to detail requirements for
managing the surface and root zone for future landscaping. This will
also include measures for unsuitable reuse material.
A Contamination Management Plan be prepared detailing procedures
for managing known and potential contamination on the site.
An Asbestos Management Plan be prepared to manage the removal of
asbestos sheeting and procedures to be adopted if asbestos is
uncovered during site works.
23
Construction air quality
An Air Quality Management Plan (AQMP) will be prepared prior to
construction.
Appropriate measures (including watering or covering exposed areas)
will be used to minimise or prevent air pollution and dust.
Vehicles transporting waste or other materials that may produce odours
or dust will be covered during transportation.
Suitable facilities will be provided to limit the tracking of dirt and soil off
site.
Stockpiles or areas that may generate dust will be managed to
suppress dust emissions.
The construction site compound will be established and operated to
minimise emissions
Visual monitoring will be undertaken to verify the effectiveness of the
controls.
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No.
Impact
Environmental Safeguards
Responsibility
Timing
24
Aboriginal Heritage
Preparation of a detailed management plan in consultation with
Aboriginal stakeholders prior to any works are undertaken;
LMCC
Pre-Construction
/Construction
All employees and contractors involved in the construction works will be
advised of their obligations under the National Parks and Wildlife Act
1974, where it is an offence to knowingly destroy, deface or damage
Aboriginal objects without the written permission of OEH;
Obtain a Section 87 permit, in consultation with the local Aboriginal
community, to allow for the monitoring and salvage of Aboriginal
artefacts within 100m from Winding Creek; and
If any artefacts are uncovered during construction works, work is to be
suspended and representatives of OEH and LMCC be contacted.
25
Unexpected impacts on
non-Aboriginal heritage
values
Should archaeological material be unexpectedly uncovered during
construction, all works will cease within the vicinity of the material/find
and OEH contacted to advise on required action(s) to take.
Contractor
Construction
26
Water quality
A Soil and Water Management Plan will be prepared as part of the
CEMP.
Contractor
Pre-construction/
Construction
Contractor
Construction
An incident emergency response plan will be developed and
incorporated into the CEMP
Daily inspections of plant and machinery will be undertaken
Refuelling and maintenance of plant and equipment will not be
undertaken within the construction area.
27
Waste generation from
construction activities.
The resource management hierarchy detailed by the Waste Avoidance
Resource Recovery Act 2001 will be adopted, namely avoid
unnecessary consumption; resource recovery; disposal as a last resort.
All waste will be treated in accordance with the RMS Waste
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No.
Impact
Environmental Safeguards
Responsibility
Timing
Minimisation and Management Guidelines (RTA 1998).
All noxious weeds and exotic plant species removed will be disposed of
at a licensed landfill facility.
Surplus soils and wastes generated from the proposal will be reused or
disposed of according to their classification.
All work areas will be maintained, kept free of rubbish and cleaned up
regularly.
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8
CONCLUSION
8.1
Justification
The LMTI proposal is justified on the basis that it satisfies the strategic planning objectives
and goals which have been adopted by both local and State governments.
Potential environmental impacts associated with the proposal have been identified. These
include biodiversity impacts, traffic impacts, operational noise impacts, hazardous materials
and water quality. Where possible, these impacts have been minimised during design
development and management measures have been identified to further mitigate impacts.
On balance, the benefits derived from proceeding with the proposal are considered to
outweigh the potential impacts. It is therefore considered justified.
Table 21
Consideration of objectives of the EP& A Act
EP&A Act Objectives
Response
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 LMTI will have some unavoidable
impacts on the environment. The proposal
however will be key to the future economic
viability and development of the Glendale
centre.
5(a)(ii) to encourage the promotion and
coordination of the orderly economic use and
development of land
The LMTI will facilitate improvement of the
economic value of the Glendale precinct.
5(a)(iii) to encourage the protection, provision and
co-ordination of communication and utility
services.
Design development for the proposal has
given full consideration to potential impacts
on affected utilities and has included
consultation with utility owners.
5(a)(iv) To encourage the provision of land for
public purposes
The proposal will be within land which is
predominantly owned by State government
and LMCC. There will be some acquisition
required in the vicinity of the Main Road
Intersection and adjacent property.
5(a)(v) to encourage the provision and coordination
of community services and facilities.
The proposal improves the access to
community services and public transport.
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
The proposal would have some
unavoidable impacts on the environment.
Mitigation and management measures
have been identified to minimise these as
far as practicable.
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EP&A Act Objectives
Response
5(a)(vii) To encourage ecologically sustainable
development.
Ecologically sustainable development is
considered in Sections 8.2.1 – 8.2.4 below.
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.
5(c) to provide increased opportunity for public
involvement and participation in
environmental planning and assessment.
The REF is to be placed on public display
for the community to review,
8.2
Ecologically sustainable development
One of the objectives of the EP&A Act is stated as encouraging ecologically sustainable
development (ESD) which is defined in Section 6(2) of the Protection of the Environment
Administration Act 1991, and under Part 2, Division 2, Section 5 of the Transport
Administration Act 1988. The principles of ESD as defined under these pieces of legislation
are provided below:
The precautionary principle – namely, that if there are threats of serious or irreversible
environmental damage, lack of full scientific certainty should not be used as a reason for
postponing measures to prevent environmental degradation. In the application of the
precautionary principle, public and private decisions should be guided by:

Careful evaluation to avoid, wherever practicable, serious or irreversible damage to the
environment; and

An assessment of the risk-weighted consequences of various options.
Inter-generational equity – namely, that the present generation should ensure that the
health, diversity and productivity of the environment are maintained or enhanced for the
benefit of future generations.
Conservation of biological diversity and ecological integrity – namely, that conservation
of biological diversity and ecological integrity should be a fundamental consideration.
Improved valuation, pricing and incentive mechanisms – namely, those environmental
factors should be included in the valuation of assets and services.
The consideration of the Proposal against the requirements of ESD is provided as follows.
8.2.1
The precautionary principle
The precautionary principle has been applied to the proposal through the undertaking of
detailed environmental investigations to gain as much knowledge as possible regarding the
environmental characteristics of the site. These investigations have been used to determine
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the potential environmental impacts of the proposal, and to provide specific recommended
environmental management measures for the proposed works to avoid or reduce the
likelihood of serious or irreversible damage to the environment and that any residual impacts
are minimised.
8.2.2
Intergenerational equity
Intergenerational equity is concerned with the equitable distribution of economic, social and
environmental costs and benefits across present and future generations. The impacts of the
proposal have been identified as being short term and manageable. Benefits would be
experienced over a longer period associated with opening of the LMTI.
8.2.3
Conservation of biological diversity and ecological integrity
This REF includes an assessment of clause 228 factors that broadly consider biological
diversity and ecological integrity of the proposal area. There are some unavoidable impacts
associated with the removal of an EEC located within the proposed road corridor. The SIS
concluded that 2.12 hectares of Tall Alluvial Forest and 1.76 hectares of Coastal Plains
Scribbly Gum Woodland would be removed for the proposal. Using the BBAM, the required
offsets were identified as 89 credits for the Tall Alluvial Forest and 136 credits for the
Coastal Plains Scribbly Gum Woodland as being required. These offsets will be sought
elsewhere within the LGA due to the future development of the study area.
The aim of BioBanking is to generate conservation gains while streamlining the biodiversity
assessment process for developments. A key component of the biobanking process is the
‘improve or maintain biodiversity values’ test. The findings of the assessment will form the
basis of a negotiated outcome with OEH with regard to mitigating impacts on biodiversity.
8.2.4
Improved valuation, pricing and incentive mechanisms
The principle of internalising environmental costs into decision making requires
consideration of all environmental resources which may be affected by a proposal, including
air, water, land and living things. While it is often difficult to place a reliable monetary value
on the residual, environmental and social effects of the proposal, the value placed on
environmental resources within and around the section of Glendale affected by the proposal
is reflected in the extent of environmental investigations, planning and design of impact
mitigation measures to avoid or minimise adverse environmental impacts.
8.3
Conclusion
The proposed activity is subject to the provisions of Part 5 of the EP&A Act. This REF has
examined and taken into account to the fullest extent practicable all matters affecting or
likely to affect the environment by reason of the proposed activity.
The proposal as described in the REF best meets the project objectives but will still result in
some impacts on the environment. Mitigation measures as detailed in this REF would
ameliorate or minimise these expected impacts. On balance, the proposed activity is
considered to be justified. Accordingly, the potential environmental impacts arising out of the
carrying out of work are not likely to be significant.
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9
CERTIFICATION
This Review of Environmental Factors provides a true and fair review of the proposal in
relation to its potential effects on the environment. It addresses to the fullest extent
practicable all matters affecting or likely to affect the environment as a result of the proposal.
Name:
Renae Gifford*
Chris Masters
Title:
Environment Planning and
Assessment Manager Hunter
Technical Principal, Environment
Company:
SMEC Australia Pty Ltd
Date:
3 July 2014
*
Renae Gifford was the principal author of this REF but no longer worked for SMEC at the time of
its finalisation.
I have examined this review of environmental factors and the certification by Renae
Gifford/Chris Masters from SMEC Australia Pty Ltd and accept the review of environmental
factors on behalf of LMCC
Name:
Title:
Date:
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10
REFERENCES
Better Transport Future (2012) Lake Macquarie Transport Interchange, Traffic Impact
Assessment.
DECC (2009) BioBanking Assessment Methodology and Credit Calculator Operational
manual
DECCW, (2010) Due Diligence Code of Practice for the Protection of Aboriginal Objects in
New South Wales.
DECCW NSW (2011) Road Noise Policy
Department of Mineral Resources (1995) Newcastle Coalfields Regional Geology
(1:1,00,00).
Department of Planning (2006) Lower Hunter Regional Strategy
Ecotone Ecological Consultants (2012) Lake Macquarie Transport Interchange, assessment
of Impact on Threatened and Migratory Species Listed Under the Commonwealth EPBC Act
Landcom (2004) Managing Urban Stormwater: Soils and Construction Guidelines 4th Edition
(the Blue Book). Prepared by Landcom/Department of Housing, Sydney.
Lake Macquarie City Council, Environmental Sustainability Action Plan 2011- - 2018
Lake Macquarie City Council (2006) Submission to Infrastructure Australia, Lake Macquarie
Transport Interchange.
LHCCREMS (2003), Extant Vegetation of the Lower Hunter and Central Coast, Revised
Version. Lower Hunter and Central Coast Regional Biodiversity Conservation Strategy.
National Native Title Tribunal – application and determination search
NSW Environment Protection Authority Industrial Noise Policy (January 2000)
NSW Government (2012) Hunter Regional Action Plan, NSW 2021.
NSW Government (2013) The Lower Hunter over the next 20 years: A Discussion Paper.
NSW Heritage Office State Heritage Register/Inventory
NSW Office of Environment and Heritage Aboriginal Heritage Information Management
System
NSW Office of Environment and Heritage Atlas of NSW Wildlife – fish species
NSW Office of Environment and Heritage Contaminated Lands Records
OEH , Aboriginal Heritage Information Management System, accessed July 2013.
OEH (2011) Guide to investigating, assessing and reporting on Aboriginal heritage in NSW.
OEH (2009) BioBanking Assessment Methodology, OEH, Sydney
RPS HSO (2008) Flora and Fauna Assessment for Proposed Glendale Transport
Interchange at Pennant Street Link, Glendale.
RTA(2010) Traffic Control at Works Site manual.
Lake Macquarie Transport Interchange 30011465 | Revision No. 2 | July 2014
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Terras Landscape Architects (2013) Landscape Master Plan Lake Macquarie Transport
Interchange.
Waterwatch New South Wales, (2008) The Water Watcher, Winding Creek Catchment.
WMA Water (2103) Winding Creek and Lower Cockle Creek Flood Study Final Report.
http://www.environment.nsw.gov.au/aqms/aqi.htm
www.abs.nsw.gov.au
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